AIRPORT REGULATIONS of Linate Airport
EDITION 3.1
DISCLAIMER THIS IS A COURTESY IN-HOUSE TRANSLATION AND SEA AEROPORTI DI MILANO DISCLAIMS ANY RESPONSIBILITY FOR ERRORS AND/OR MISINTERPRETATION, SINCE THE ONLY OFFICIAL VERSION OF AIRPORT REGULATIONS AND RELATIVE TECHNICAL ENCLOSURES IS THE ITALIAN ONE ISSUED BY CIVIL AVIATION AUTHORITY.
Edition 3
Revision 1
Reference document: RS – LIN 3.1
Rev.: CONTENTS AIRPORT REGULATION RS/LIN/3.1
LINATE AIRPORT Effective date: Page 1-1 01/12/2016
1 CONTENTS
1 CONTENTS 1-1
2 UPDATES 2-1 2.1 Revision status of the sections contained in Airport Regulations Edition 3 2-1 2.2 Update summary table Edition 3 2-2
3 AIRPORT REGULATIONS 3-1 3.1 Foreword 3-1 3.2 Guidelines for the use of these Airport Regulations 3-2 3.3 Contents of the Airport Regulations 3-4 3.4 Responsibilities 3-5 3.5 Procedures for issuing and updating Airport Regulations 3-7
4 AIRPORT OPERATIONS– GENERAL RULES 4-1 4.1 Airport capacity 4-2 4.1.1 Nominal capacity – Coordinated airport parameters ...... 4-2 4.1.2 Terminal capacity ...... 4-3 4.1.3 Parameters for calculating check-in desk allocation ...... 4-3 4.1.4 Baggage handling system capacity ...... 4-3 4.2 Airport parameters 4-4 4.2.1 Airport Operator parameters - Minimum Connecting Time ...... 4-4 4.2.2 Operator parameters – Transit time ...... 4-4 4.3 General management criteria 4-5 4.4 Allocation and use of airport infrastructures and plants 4-7 4.4.1 Energy consumption and rational use of energy ...... 4-7 4.4.2 Defining resources ...... 4-7 4.4.3 Allocation of rotating resources ...... 4-7 4.4.3.A Pre-allocation ...... 4-7 4.4.3.B Daily allocation ...... 4-7 4.4.3.C Operational management ...... 4-8 4.4.4 Allocation times ...... 4-8 4.4.4.A Resource rotation ...... 4-8 4.4.4.B Fixed resource allocation times ...... 4-8 4.4.5 Resource use regulations ...... 4-9 4.4.5.A Resources managed directly by SEA ...... 4-9 4.4.5.B Cargo area resources ...... 4-9 4.4.6 Spaces and systems used on an exclusive basis ...... 4-9 4.4.6.A Delivery and return of the area ...... 4-10 4.4.6.B Installation, maintenance and changes ...... 4-10 4.4.6.C Furnishings and equipment ...... 4-11 4.4.6.D Fire prevention ...... 4-11 4.4.7 Regulation on access to the fuel distribution system for private use in the airport area ...... 4-12 4.4.7.A Foreword ...... 4-12 4.4.7.B Scope of regulation ...... 4-12 Rev.: CONTENTS AIRPORT REGULATION RS/LIN/3.1
LINATE AIRPORT Effective date: Page 1-2 01/12/2016
4.4.7.C General principles ...... 4-12 4.4.7.D Refuelling procedure ...... 4-13 4.4.7.E Prohibitions and obligations ...... 4-13 4.4.7.F Environmental media ...... 4-13 4.5 Management of airport operations information 4-14 4.5.1 The airport information system ...... 4-14 4.5.1.A Seasonal Scheduling ...... 4-15 4.5.1.B Daily Scheduling ...... 4-15 4.5.1.C Operational management ...... 4-15 4.5.1.D Summing up (Airport Journal)...... 4-16 4.5.1.E Feeding airline DCS data into the M-AIS ...... 4-16 4.6 Access and operation requirements 4-21 4.6.1 Personnel safety ...... 4-21 4.6.1.A Workplace health and safety ...... 4-21 4.6.1.B Access badges ...... 4-21 4.6.2 Environmental management ...... 4-23 4.6.2.A Environmental protection ...... 4-23 4.6.2.B Disposal of solid urban waste and special waste ...... 4-26 4.6.2.C Water protection ...... 4-26 4.6.2.D Quality of the environmental management system ...... 4-26 4.6.3 Quality of services provided ...... 4-27 4.7 Land-side traffic 4-29 4.8 Airport security 4-30 4.8.1 Hand baggage Security ...... 4-30 4.8.2 Escorting weapons ...... 4-30 4.8.3 Hold baggage security ...... 4-32 4.8.3.A X-RAY 100%...... 4-32 4.8.3.B Reconciliation ...... 4-32
5 PASSENGER SERVICES 5-1 5.1 Description of main terminal resources 5-1 5.2 Allocation and use of terminal resources 5-2 5.2.1 Check-in desks ...... 5-2 5.2.1.A Allocation ...... 5-2 5.2.1.B Use ...... 5-3 5.2.2 Gates ...... 5-3 5.2.2.A Allocation ...... 5-3 5.2.2.B Use ...... 5-4 5.3 Terminal services 5-5 5.3.1 Special assistance ...... 5-5 5.3.1.A Reduced mobility passengers ...... 5-5 5.3.1.A.a Foreword ...... 5-5 5.3.1.A.b Service provision operating procedures ...... 5-6 5.3.1.A.c Service level metrics ...... 5-8 5.3.1.B Unaccompanied minors ...... 5-9 5.3.2 Health services ...... 5-10 5.3.2.A Airport Health Office ...... 5-10 5.3.2.B Medical service ...... 5-10 5.3.2.C Ambulance service ...... 5-10 5.3.3 Public information systems ...... 5-11 5.3.3.A Speaker ...... 5-11 5.3.3.B Information desks ...... 5-11 5.3.3.C Free text messages ...... 5-11 Rev.: CONTENTS AIRPORT REGULATION RS/LIN/3.1
LINATE AIRPORT Effective date: Page 1-3 01/12/2016
5.3.3.D General information to passengers ...... 5-11 5.3.4 Trolleys available to passengers ...... 5-12 5.3.5 Items found ...... 5-13 5.3.5.A Items found on board an aircraft...... 5-13 5.3.5.B Items found in the airport and on airport grounds ...... 5-13 5.3.6 Shop & Collect Service ...... 5-14
6 BAGGAGE SERVICES 6-1 6.1 Baggage Handling System (BHS) 6-1 6.2 Allocation and use of BHS resources 6-1 6.2.1 Baggage sorting piers ...... 6-1 6.2.1.A Allocation ...... 6-1 6.2.1.B Use ...... 6-2 6.2.2 Inbound baggage delivery belts ...... 6-2 6.2.2.A Allocation ...... 6-2 6.2.2.B Use ...... 6-3 6.2.3 Open or damaged baggage ...... 6-3 6.2.4 Untagged baggage ...... 6-4 6.3 Transport of live animals (AVI) accompanying the passenger 6-5 6.3.1 Responsibility of dog owners or keepers ...... 6-5 6.3.2 Introduction of dogs in airport grounds ...... 6-5 6.3.3 Supervision ...... 6-5 6.3.4 Additional preventive measures ...... 6-6 6.3.5 Escape prevention ...... 6-6 6.3.6 Precautions to be observed during AVI loading/unloading...... 6-6
7 CARGO AND MAIL SERVICES 7-1 7.1 Security aspects 7-1 7.2 Interfacing between ramp and cargo handlers – Standards and operating process 7-1 7.2.1 Purpose ...... 7-1 7.2.2 Scope ...... 7-1 7.2.3 Processes, standards and operating responsibilities...... 7-1 7.2.3.A Incoming cargo and related documents ...... 7-1 7.2.3.A.a Reference elements for the delivery of incoming cargo ...... 7-1 7.2.3.A.b Recording of incoming cargo delivery process ...... 7-2 7.2.3.A.c Identification of irregularities in incoming loads and responsibilities for their management ...... 7-3 7.2.3.B Outgoing cargo and related documents ...... 7-3 7.2.3.B.a Completion of the cargo to be loaded and information for the aircraft weight balacing ...... 7-3 7.2.3.B.b “In line” availability and collection of outgoing cargo and mail ...... 7-4 7.2.3.B.c Special cargo transport services ...... 7-5 7.2.3.B.d Recording of the outgoing cargo collection process ...... 7-5 7.2.3.B.e Identification of irregularities in outgoing loads and responsibilities for their management ...... 7-6 7.2.3.B.f Restorage of non-embarked cargo ...... 7-6 7.2.3.C Management of rolling material used for cargo transport between warehouses and aircraft ...... 7-7 7.2.3.C.a Availability of cargo transport equipment...... 7-7 7.2.3.C.b Prescriptions for the use of cargo transport equipment ...... 7-8 7.2.3.D Apron access gate management ...... 7-9 7.3 Handling radioactive cargo 7-10 Rev.: CONTENTS AIRPORT REGULATION RS/LIN/3.1
LINATE AIRPORT Effective date: Page 1-4 01/12/2016
7.3.1 Access security requirements ...... 7-10 7.3.2 General notes ...... 7-11 7.3.3 Purpose ...... 7-12 7.3.4 Definitions ...... 7-12 7.3.5 Section 1: ramp handler ...... 7-14 7.3.5.A Foreword ...... 7-14 7.3.5.B Operations on the aircraft apron: cargo in arrival ...... 7-15 7.3.5.B.a Handling procedures...... 7-15 7.3.5.C Operations on the aircraft apron: cargo in departure ...... 7-16 7.3.5.C.a Taking delivery of radioactive packages from the ramp handler Operator . 7-16 7.3.5.C.b Transport of radioactive packages from the warehouse to the aircraft ...... 7-16 7.3.5.C.c Handling procedures...... 7-16 7.3.6 Section 2: cargo handler ...... 7-17 7.3.6.A Foreword ...... 7-17 7.3.6.B Operations in the cargo warehouse area: goods arriving by aircraft...... 7-17 7.3.6.B.a Goods arriving from the stand in loose form ...... 7-17 7.3.6.B.b Goods arriving from the stand in palletised form ...... 7-18 7.3.6.C Operations in the cargo warehouse area: goods arriving by motor vehicle ...... 7-18 7.3.6.C.a Goods to be shipped in loose form ...... 7-18 7.3.6.C.b Goods to be shipped in palletised form ...... 7-19 7.3.6.D Temporary storage premises operational management ...... 7-19 7.3.6.D.a Access procedure ...... 7-19 7.3.6.D.b Management of the maximum storage limits envisaged for each storage premises 7-19 7.3.7 Section 3: Airport operator - Control of radioactive emissions and emergency management ...... 7-20 7.3.7.A Standard control on the emissions of radioactive packages entering the airport ...... 7-20 7.3.7.A.a Foreword ...... 7-20 7.3.7.A.b Control activation ...... 7-20 7.3.7.A.c Controlling emission before unloading the aircraft ...... 7-21 7.3.7.A.d Checking import goods in vehicles ...... 7-21 7.3.7.B Pre-emergency measures ...... 7-22 7.3.7.B.a How to control emissions in pre-emergency situations ...... 7-22 7.3.7.B.b Measuring the dosage emitted by the package ...... 7-23 7.3.7.B.c Assessing radioactive contamination ...... 7-24 7.3.7.C Emergency measures ...... 7-25 7.3.7.D Managing emergencies ...... 7-26 7.3.7.D.a Removing a non screened package ...... 7-26 7.3.7.D.b Decontamination operations ...... 7-26 7.3.7.E Emergency measures for an alarm in temporary storage premises ...... 7-27 7.3.7.F Provisions in case of fire ...... 7-27 7.3.7.G Provisions in case of flood ...... 7-28
8 AIRCRAFT SERVICES 8-1 8.1 Apron configuration 8-1 8.2 Allocation and use of airside resources 8-1 8.2.1 Stand and loading bridge allocation and use ...... 8-1 8.2.1.A Stand use ...... 8-2 8.2.1.B Loading bridge use ...... 8-2 8.2.2 Optical guides ...... 8-3 8.2.2.A Optical guide setting ...... 8-3 8.2.2.B Using optical guides for stands with a loading bridge ...... 8-3 8.2.3 Fixed generator ...... 8-4 Rev.: CONTENTS AIRPORT REGULATION RS/LIN/3.1
LINATE AIRPORT Effective date: Page 1-5 01/12/2016
8.2.4 Fixed air conditioning system ...... 8-4 8.2.5 Equipment areas, vehicle parks, electric vehicle charging points ...... 8-4 8.3 De-icing / de-snowing 8-5 8.3.1 Foreword ...... 8-5 8.3.2 Purpose ...... 8-6 8.3.3 Scope ...... 8-6 8.3.4 Responsibilities ...... 8-7 8.3.5 Definitions and abbreviations ...... 8-7 8.3.6 Actions ...... 8-9 8.3.7 Attachments ...... 8-14 8.4 External aircraft washing 8-15 8.5 Waste and wastewater management 8-16 8.5.1 Solid urban waste (RSU) ...... 8-16 8.5.2 Special Waste ...... 8-19 8.5.3 Waste of aeronautical origin at potential biological risk ...... 8-21 8.5.3.A Definitions and specifications ...... 8-22 8.5.3.B Management of perishable products of animal origin ...... 8-23 8.5.3.C Disposal of animal carcasses and products and food waste ...... 8-25 8.5.3.D Management of foul-smelling perishable materials contained in baggage ...... 8-26 8.5.4 Sewage wastewater...... 8-27 8.5.5 On board septic tanks - regulated centralised discharge areas ...... 8-28 8.5.5.A.a Emptying and replenishment of aircraft toilet tanks ...... 8-28 8.5.5.A.b Unloading of on board septic tanks ...... 8-29 8.5.6 Distribution of aircraft potable water – Centralised chlorination service ...... 8-30 8.5.6.A.a Chlorinated tanks for aircraft water supply ...... 8-31 8.5.6.A.b Chlorinator management ...... 8-32 8.5.6.A.c Aircraft drinking water service ...... 8-33 8.5.6.A.d Analysis of potability of the water contained in the chlorinated tanks ...... 8-34 8.5.6.A.e Disinfection of Chlorinated Tanks ...... 8-34 8.5.7 Spills in operating areas ...... 8-35 8.6 Aircraft refuelling procedure with passengers on board 8-36 8.6.1 Purpose ...... 8-36 8.6.2 Scope ...... 8-36 8.6.3 Definitions and abbreviations ...... 8-37 8.6.4 Responsibilities and actions ...... 8-38 8.6.4.A Check list ...... 8-51 8.7 Apron emergency and fire operating procedures 8-52 8.7.1 Purpose ...... 8-52 8.7.2 Definitions and abbreviations ...... 8-52 8.7.3 Health and safety instructions ...... 8-54 8.7.4 Scope ...... 8-55 8.7.4.A Scenarios considered ...... 8-55 8.7.5 Responsibilities and actions ...... 8-56 8.7.6 Scenarios ...... 8-57 8.7.6.A Minor fuel spillage alongside ...... 8-57 8.7.6.B Medium/large fuel spillage alongside ...... 8-58 8.7.6.C Fire as a result of minor and medium/large fuel spillage ...... 8-60 8.7.6.D Fire in the push-back tractor while moving the aircraft ...... 8-61 8.7.6.E Fire in ramp equipment and vehicles ...... 8-63 8.7.6.F Fire in ramp equipment alongside an aircraft ...... 8-64 8.7.6.G Fire in an tarmac bus with passengers on board ...... 8-66 8.7.6.H Fire in the aircraft wheels or undercarriage ...... 8-68 8.7.6.I Fire in the aircraft engines ...... 8-70 8.7.6.J Fire in the hold of an aircraft ...... 8-72 Rev.: CONTENTS AIRPORT REGULATION RS/LIN/3.1
LINATE AIRPORT Effective date: Page 1-6 01/12/2016
8.7.6.K Fire in unattended parked aircraft...... 8-74 8.7.6.L Fire as a result of apron infrastructure damage (fingers, electrical panels, electrical pits, fuel pits) ...... 8-75 8.7.6.M Details of electrical pits and panels ...... 8-76 8.7.7 Emergency measures ...... 8-77 8.7.7.A Remote alert mode (TAM-TAM) ...... 8-77 8.7.8 Means of communication ...... 8-78 8.7.9 Information / training ...... 8-78 8.7.10 Exercises ...... 8-78 8.8 Plan to reduce wild bird and animal impact hazard 8-79 8.8.1 Purpose ...... 8-79 8.8.2 Scope ...... 8-80 8.8.3 Indications to Operators ...... 8-80 8.8.4 Records ...... 8-81 8.9 Removal of aircraft 8-81
9 AIRCRAFT AND VEHICLE MOVEMENT IN THE MANOEUVRING AREA 9-1 9.1 Aircraft/vehicle circulation 9-1 9.2 Airport licence 9-3 9.2.1 Foreword ...... 9-3 9.2.2 General rules ...... 9-3 9.2.3 Movement area driving licence issuing procedure ...... 9-4 9.2.3.A Enrolment ...... 9-4 9.2.3.B Green licence exam ...... 9-5 9.2.3.C Red licence exam ...... 9-5 9.2.3.D Updating for renewal ...... 9-5 9.2.3.E Re-issuing licences which are still valid ...... 9-6 9.2.3.F Validating licences from other airports ...... 9-6 9.3 Orderly movement of aircraft, vehicles and people on aprons 9-7 9.3.1 Introduction ...... 9-7 9.3.1.A Foreword ...... 9-7 9.3.1.B Purpose ...... 9-8 9.3.1.C Definitions and acronyms ...... 9-9 9.3.2 Scope of application ...... 9-12 9.3.2.A Aircraft apron description ...... 9-12 9.3.2.A.a North Apron Details ...... 9-12 9.3.2.A.b West Apron Details ...... 9-13 9.3.2.A.c Areas not visible or partially visible from the TWR ...... 9-13 9.3.3 Duties and responsibilities ...... 9-13 9.3.3.A ENAV C.A. Linate ...... 9-13 9.3.3.B SEA S.p.A...... 9-14 9.3.3.C Transfer of aircraft management ...... 9-15 9.3.3.D Aircraft manoeuvring on the apron ...... 9-15 9.3.3.D.a Details of self-manoeuvring operations ...... 9-15 9.3.3.D.b Details of push-back operations ...... 9-16 9.3.3.D.c Release point summary table ...... 9-19 9.3.3.D.d Details of cross bleed start-up operations ...... 9-19 9.3.3.D.e Departing traffic: preferential use of apron TWY ...... 9-20 9.3.3.D.f Incoming traffic: preferential use of apron TWYs ...... 9-21 9.3.3.D.g Manoeuvring from/to maintenance stand ...... 9-22 9.3.3.E Movement of people and vehicles on the apron...... 9-22 9.3.3.E.a General guidelines ...... 9-22 9.3.4 Technical support tools ...... 9-23 9.3.4.A.a M-AIS system and ARMS ...... 9-23 Rev.: CONTENTS AIRPORT REGULATION RS/LIN/3.1
LINATE AIRPORT Effective date: Page 1-7 01/12/2016
9.3.4.A.b Monitor ...... 9-23 9.3.4.A.c Query ...... 9-24 9.3.4.B A-CDM platform ...... 9-24 9.3.4.B.a Departing flights ...... 9-24 9.3.4.B.b Incoming flights ...... 9-25 9.3.4.C ADM system ...... 9-25 9.3.4.C.a Departing flights ...... 9-25 9.3.4.C.b Arriving flights ...... 9-26 9.3.4.C.c ADM apron client fields / Departures section ...... 9-26 9.3.4.C.d ADM apron client fields / Arrivals section ...... 9-26 9.3.4.D Direct telephone lines ...... 9-26 9.3.5 Aircraft Operating Procedures ...... 9-27 9.3.5.A A-CDM operating procedure ...... 9-27 9.3.5.A.a Main notices from handlers to SEA ...... 9-27 9.3.5.A.b Data exchange with the European Network (NMOC) ...... 9-27 9.3.5.A.c Departing aircraft ...... 9-28 9.3.5.B ADM operating procedure ...... 9-34 9.3.5.B.a Departing aircraft ...... 9-34 9.3.5.B.b Arriving aircraft ...... 9-34 9.3.5.C Phonetic-manual operating procedure ...... 9-35 9.3.5.D Management of VFR traffic not automatically recognised by A-CDM / ADM .... 9-35 9.3.5.E Procedure for towed aircraft ...... 9-35 9.3.5.E.a Request submitted by the aircraft operator or its representative ...... 9-36 9.3.5.E.b Request made by SEA Airport Coordination ...... 9-36 9.3.5.E.c Repositioning from arrival to departure and vice-versa ...... 9-36 9.3.5.F Aircraft de-icing / de-snowing procedure ...... 9-37 9.3.5.F.a De-icing/de-snowing areas ...... 9-37 9.3.5.F.b Enabling of de-icing /de-snowing stands ...... 9-37 9.3.5.F.c Operating procedures ...... 9-37 9.3.5.G Aircraft washing ...... 9-38 9.3.5.G.a External aircraft washing areas ...... 9-38 9.3.5.H Helicopter procedures ...... 9-38 9.3.5.H.a General regulations ...... 9-38 9.3.5.H.b Helicopters with their own undercarriage ...... 9-39 9.3.5.H.c Helicopters with skids fitted with a wheel kit ...... 9-39 9.3.5.H.d Details of IFR helicopter manoeuvring ...... 9-39 9.3.5.I HEMS helicopter management...... 9-40 9.3.5.I.a Coordination ...... 9-40 9.3.5.I.b Movement summary ...... 9-40 9.3.5.J Engine testing and start-up at stands ...... 9-41 9.3.5.J.a Start-up in idle mode...... 9-41 9.3.5.J.b Engine start-up and testing not in non-idle mode ...... 9-41 9.3.6 Operating procedures for other vehicles and equipment ...... 9-42 9.3.6.A Service for the use of follow-me vehicles on aprons ...... 9-42 9.3.6.B Marshalling service ...... 9-42 9.3.6.C Push back operations ...... 9-42 9.3.6.D Coordination of works or infrastructure unusability ...... 9-43 9.3.7 Assignment of aircraft stands ...... 9-43 9.3.8 Procedures in low visibility conditions...... 9-44 9.3.9 Operating procedures for aprons subject to special regulations ...... 9-44 9.3.10 Contingency procedures ...... 9-44 9.3.10.A Malfunction/unavailability of the A-CDM platform ...... 9-44 9.3.10.B Malfunction/unavailability of the ADM system ...... 9-44 9.3.10.C Unavailability of point-to-point telephone communication lines ...... 9-45 Rev.: CONTENTS AIRPORT REGULATION RS/LIN/3.1
LINATE AIRPORT Effective date: Page 1-8 01/12/2016
9.3.10.D UHF frequency malfunction ...... 9-45 9.3.10.E Unscheduled unavailability of apron portions ...... 9-45 9.3.10.F Alarm, emergency or accident status ...... 9-45 9.4 General Aviation - West Apron Special Regulations 9-46 9.4.1 Definition ...... 9-46 9.4.2 West Apron Operating Procedures: aircraft manoeuvring and parking ...... 9-46 9.4.2.A Definitions ...... 9-46 9.4.2.B Foreword ...... 9-46 9.4.2.C Apron Operations Operational Coordinator - “COP” ...... 9-47 9.4.2.D Overview ...... 9-47 9.4.2.E Arriving aircraft...... 9-48 9.4.2.F Departing aircraft MTOW > 8,500 lbs ...... 9-49 9.4.2.G Departing aircraft MTOW < 8,500 lbs and Turboprop ...... 9-50 9.4.2.H Parking area GA 3 ...... 9-50 9.4.2.I Manoeuvring area entry report ...... 9-51 9.4.2.J Crossing aircraft ...... 9-51 9.4.2.K Towed aircraft ...... 9-51 9.4.2.L Helicopter regulation ...... 9-51 9.4.2.M Procedures for aircraft in the parking area ...... 9-51 9.4.2.N Persons and vehicles in movement ...... 9-52 9.4.2.O Contingency ...... 9-52 9.4.2.P Operational contacts ...... 9-52
10 SAFETY MANAGEMENT SYSTEM 10-1 10.1 Introduction and purpose 10-1 10.2 The SEA Safety Management System model 10-2 10.3 Reporting system– the Ground Safety Report 10-4 10.4 Ground safety event investigation 10-6 10.5 Risk Management 10-6 10.6 Safety Committee 10-7 10.7 Ground Safety Recommendations 10-7
11 OPERATING COORDINATION SERVICES 11-1 11.1 Airport coordination operations 11-1 11.1.1 Airport pre-coordination operations ...... 11-1 11.1.2 Coordination of airport operations ...... 11-1 11.1.3 Supervision of airport operations ...... 11-2 11.1.4 Distribution of weather alerts ...... 11-2 11.1.5 Information on the airport’s operational status ...... 11-3 11.2 Airport Collaborative Decision Making (A-CDM) 11-3 11.3 Obligatory airport assistance services (state flights, humanitarian flights, flights operating during a strike) 11-4 11.3.1 State flights ...... 11-4 11.3.2 Payment of duties, fees and tariffs – exemptions ...... 11-5 11.3.3 Essential communications and services in airport services in the case of a strike ...... 11-6 11.3.3.A Communications ...... 11-6 11.3.3.B Essential services ...... 11-7
12 AIRPORT ASSISTANCE SERVICES IN IRREGULAR OPERATING CONDITIONS (REDUCED CAPACITY AND CONTINGENCY) 12-1 12.1 Crisis Response Committee 12-1 Rev.: CONTENTS AIRPORT REGULATION RS/LIN/3.1
LINATE AIRPORT Effective date: Page 1-9 01/12/2016
12.1.1 Activating the CRC ...... 12-1 12.1.2 CRC make-up and calling ...... 12-2 12.1.3 Sector procedures for taking part in the CRC ...... 12-2 12.1.4 CRC purpose ...... 12-2 12.1.5 CRC equipment ...... 12-3 12.1.6 Communications with the press ...... 12-3 12.2 Operations in low visibility conditions (All Weather Operations) 12-4 12.2.1 Definitions / Acronyms ...... 12-4 12.2.2 General rules ...... 12-7 12.2.2.A Purpose ...... 12-7 12.2.2.B Allowed operations ...... 12-7 12.2.2.C Carriers and operators authorised to operate in low visibility ...... 12-7 12.2.2.D Infrastructures and facilities ...... 12-7 12.2.2.D.a Available infrastructures and facilities ...... 12-7 12.2.2.D.b Infrastructures and facilities - responsibilities ...... 12-8 12.2.2.D.c Management of malfunctions or deterioration of airport facilities ...... 12-8 12.2.2.E ILS Sensitive Areas and Critical Areas ...... 12-8 12.2.2.E.a Circulation in sensitive areas ...... 12-8 12.2.2.E.b Maintaining critical ILS areas based on instructions ...... 12-9 12.2.2.F People and vehicles authorised to circulate in the movement area in low visibility conditions ...... 12-9 12.2.2.F.a Access to the manoeuvring area ...... 12-9 12.2.2.F.b Access to the apron area ...... 12-10 12.2.3 Low Visibility Procedures (LVP) ...... 12-10 12.2.3.A Application ...... 12-10 12.2.3.A.a Preparation phase ...... 12-11 12.2.3.A.b Activation phase ...... 12-12 12.2.3.A.c Deactivation/cancellation phase ...... 12-14 12.2.3.A.d ATFCM restrictions ...... 12-15 12.2.4 Procedures in the manoeuvring area in low visibility conditions ...... 12-17 12.2.4.A In visibility conditions 1 ...... 12-17 12.2.4.B In visibility conditions 2 ...... 12-17 12.2.4.C In visibility conditions 3 (RVR 400 m at any of three detection points) ...... 12-18 12.2.4.C.a SMR available: ...... 12-18 12.2.4.C.b SMR not available: ...... 12-19 12.2.4.D Follow-me service ...... 12-20 12.2.4.E Training approaches and landings ...... 12-20 12.2.5 Contingencies ...... 12-21 12.2.5.A Aircraft or vehicle lost in the manoeuvring area ...... 12-21 12.2.5.B Radio breakdown in the manoeuvring area ...... 12-21 12.2.5.C Full emergency or accident status ...... 12-21 12.2.5.D Additional procedures ...... 12-22 12.2.5.D.a Tactical monitoring of airfield lighting ...... 12-22 12.2.5.D.b Protection of link roads J – K ...... 12-22 12.2.5.D.c Malfunction of Stop Bars and No Entry Bars ...... 12-22 12.2.6 Attachments ...... 12-24 12.3 Snow clearing 12-25 12.3.1 Airport Snow Committee ...... 12-25 12.3.2 Activation phases ...... 12-25 12.3.3 Sequence management ...... 12-27 12.3.4 Friction test ...... 12-28 12.4 Airport Passenger Contingency Plan 12-29 Rev.: CONTENTS AIRPORT REGULATION RS/LIN/3.1
LINATE AIRPORT Effective date: Page 1-10 01/12/2016
13 ACCESS AND OPERATIONS OF GROUND SUPPORT SERVICE PROVIDERS 13-1 13.1 Introduction 13-1 13.2 Procedure and access report 13-1 13.2.1 Handling Operator access ...... 13-1 13.2.2 Access procedure ...... 13-1 13.2.3 Controls by the Airport Operator ...... 13-4 13.2.4 Access report ...... 13-4 13.2.5 Access report scheme ...... 13-4 13.3 Carrier’s Statement of Commitment 13-6 13.3.1 Centralised facilities ...... 13-6 13.3.2 Ground handling services ...... 13-7 13.3.3 Requirements ...... 13-8 13.3.4 Personnel ...... 13-9 13.3.5 Equipment ...... 13-9 13.3.6 Spaces ...... 13-9 13.4 Handler selection procedure 13-10 13.4.1 Consideration ...... 13-11 13.5 Operators Register 13-11 13.6 Minimum airport parameters/ operating requirements 13-12 13.6.1 Parameters ...... 13-12 13.6.2 Conditions for applicability ...... 13-13 13.7 Controls, prohibitory measures 13-14 13.7.1 Control of compliance with Airport Regulations and prohibitory measures .. 13-14 13.7.2 Prohibitory measures ...... 13-15 13.7.3 Ascertainment of violations of the Airport Regulations by the Operator ...... 13-18 13.7.4 Sanctions ...... 13-19 Rev.: UPDATES AIRPORT REGULATION RS/LIN/3.1
LINATE AIRPORT Effective date: Page 2-1 01/12/2016
2 UPDATES
2.1 Revision status of the sections contained in Airport Regulations Edition 3
REV. REV. SECTION 3.0 3.1
Section 1 – CONTENTS x x
Section 2 – UPDATES x x
Section 3 – AIRPORT REGULATIONS x x
Section 4 - AIRPORT OPERATIONS – x x GENERAL RULES
Section 5 – PASSENGER SERVICES x x
Section 6 – BAGGAGE SERVICES x x
Section 7 – AIRCRAFT SERVICES x x
Section 8 – SUPERVISION AND CONTROL OF AIRCRAFT AND x x VEHICLE MOVEMENT IN THE MANOEUVRING AREA
Section 9 – SAFETY MANAGEMENT x x SYSTEM
Section 10 – CARGO AND MAIL x x SERVICES
Section 11 - OPERATIONAL x x COORDINATION SERVICES Section 12 - SUPPORT SERVICES IN IRREGULAR OPERATING CONDITIONS x x (REDUCED CAPACITY; CONTINGENCY) Section 14 – ACCESS AND OPERATIONS OF GROUND SUPPORT x x SERVICE PROVIDERS
Rev.: UPDATES AIRPORT REGULATION RS/LIN/3.1
LINATE AIRPORT Effective date: Page 2-2 01/12/2016
2.2 Update summary table Edition 3
Section/ Effective date Contents of the update Paragraph
Update of the document’s regulatory references. 01/12/2016
01/12/2016 Par. 3.4 Revision of the paragraph relating to skills in the light of new regulatory references.
01/12/2016 Chap. 4.3 Integration of the chapter on the general management criteria.
Paragraph added relating to energy consumption and 01/12/2016 Par. 4.4.1 rational use of energy.
Addition of a provision for Operators concerning the 01/12/2016 Par. 4.4.6.B installation of radio frequency equipment.
01/12/2016 Par. 4.4.7 Paragraph added relating to the regulation on access to the fuel distribution system for private use in the airport area.
01/12/2016 Par. 4.6.1.B Update of the paragraph relating to access badges.
01/12/2016 Par. 4.6.2.A Update of the paragraph on environmental protection.
Par. 4.8.1 Update of the paragraph on hand baggage security. 01/12/2016
Par. 4.8.3 Update of the paragraph on hold baggage security. 01/12/2016
Changed the paragraph on the management of open or 01/12/2016 Par. 6.2.3 damaged baggage.
Update of the procedure for assistance to passengers with 01/12/2016 Par. 5.3.1.A reduced mobility and of the service reference parameters.
Added a procedure for unaccompanied minors services. 01/12/2016 Par. 5.3.1.B Rev.: UPDATES AIRPORT REGULATION RS/LIN/3.1
LINATE AIRPORT Effective date: Page 2-3 01/12/2016
Updated the paragraph on Lost & Found management 01/12/2016 Par. 5.3.5 procedures.
01/12/2016 Par. 5.3.6 Added a paragraph on the Shop&Collect service.
Changed the paragraph on the management of tagless 01/12/2016 Par. 6.2.4 luggage.
01/12/2016 Section 6.3 Addition of the procedure for the transport of animals travelling with passengers.
Update of the radioactive goods management procedure. 01/12/2016 Section 7.3
01/12/2016 Par. 8.2.1.A Integrated paragraph on the use of stands.
Added a provision for Operators on the installation of 01/12/2016 Par. 8.2.5 outlets for the charging of electric vehicles.
Update of the de-icing, anti-icing / de-snowing procedure. 01/12/2016 Par. 8.3.1
Updated waste and wastewater management procedures. 01/12/2016 Section 8.4
Update of the aircraft refuelling procedure in accordance 01/12/2016 Section 8.5 with Decree 5-7-2011.
01/12/2016 Chap. 8.6 Apron emergency and fire procedures added.
01/12/2016 Par. 8.7.3 Update of the paragraph on indications for airport operators in the event of a bird strike.
01/12/2016 Section 8.8 Addition of the chapter on aircraft removal.
Addition of the chapter on aircraft removal. 01/12/2016 Section 9.1 Rev.: UPDATES AIRPORT REGULATION RS/LIN/3.1
LINATE AIRPORT Effective date: Page 2-4 01/12/2016
Update of the paragraph on registration for examination for 01/12/2016 Chap. 9.2 the issue of airport license.
Reorganisation and update of procedures for orderly 01/12/2016 Section 9.3 movement of aircraft, vehicles and people on aprons.
Integration of the Safety Management System chapter with paragraphs relating to Investigation on ground safety 01/12/2016 Section 10 events, Risk Management, Ground Safety Recommendations.
Added a paragraph on the distribution of weather alerts as part of the Airport operational coordination; amended the 01/12/2016 Par. 11.1 paragraph concerning Information on airport operational status.
Par. 11.3.3 Change to the paragraph relating to essential 01/12/2016 communications and services in airport services in the case of a strike.
Update to the Operations in conditions of reduced visibility 01/12/2016 Section 12.2 (All Weather Operations) procedure.
01/12/2016 Section 12.3 Addition of the snow-clearing procedure.
Integration of the paragraph on access procedure on 01/12/2016 Par. 13.2.2 personnel requirements.
Change to the paragraph on ascertaining breaches the 01/12/2016 Par. 13.7.3 Airport Regulations.
01/12/2016 Update of the Technical Attachments.
Addition of modules for management of waste with a 01/12/2016 App. 8.4.3 potentially biological risk.
01/12/2016 App. 8.5 Addition of check lists for aircraft refuelling operations.
Rev.: UPDATES AIRPORT REGULATION RS/LIN/3.1
LINATE AIRPORT Effective date: Page 2-5 01/12/2016
01/12/2016 App. 10.3 Addition of the Ground Safety Report module.
Addition of a form for reporting events involving damage to 01/12/2016 App. 10.4 aircraft, vehicles or infrastructure (ASCRA check-list).
Rev.: AIRPORT REGULATIONS AIRPORT REGULATION RS/LIN/3.1
LINATE AIRPORT Effective date: Page 3-1 01/12/2016
3 AIRPORT REGULATIONS
3.1 Foreword
The Airport Regulations (hereinafter Regulations) are prepared by the Airport operator which incorporates the contribution of ENAV for the activities under its responsibility, as provided for by article 2, paragraph 3, of Decree Law no. 237 of 8 September 2004, converted by Law no. 265 of 9 November 2004 and pursuant to art. 705 of the Navigation Code. The Airport Regulations are adopted by the competent Airport Division of ENAC, the Italian Civil Aviation Authority, which then makes it binding by a specific ordinance to be observed by all the parties operating in the airport for whatever reason. The Regulations are an integral and substantial part of the “terms and conditions for airport use” under art. 699 of the Navigation Code.
The contents of this document must always be interpreted in accordance with the Navigation Code; no deviations from the Code are allowed or desired. In reforming the Navigation Code, it was the legislators’ intention – for avoidance of misunderstandings or doubts and consistently with EU Directives - to keep clearly separate the role and functions of service providers who perform their activities under the supervision and coordination of the Airport operator inside the airport, from the responsibilities of the authority who is in charge of technical regulations, certification, surveillance and control, including police functions, and carries out these activities in accordance with all applicable national, EU and international laws.
Rev.: AIRPORT REGULATIONS AIRPORT REGULATION RS/LIN/3.1
LINATE AIRPORT Effective date: Page 3-2 01/12/2016
3.2 Guidelines for the use of these Airport Regulations
This document contains airport use rules and information required to regulate the activities of all the parties involved in the overall airport process. It aims to provide an instrument for the governance of the airport process in terms of levels of the service provided and of airport operating security, defining the set of control tools available to the Airport operator to carry out its tasks under the Airport management agreement in force between SEA and ENAC.
These Airport Regulations are organized according to the layout described below.
General section
Part I answers the questions:
• who are the parties responsible and for which areas of airport operations? • how do they relate to each other? • to whom do the Airport Regulations apply and what type of reference is it?
It contains:
• declarations on the roles of the parties concerned by the contents of these Regulations • their respective tasks within the airport process • structure of relations between the Airport operator and the Operators, and their interaction with ENAC and State Authorities • their obligations as set out in these Regulations.
Part I- airport operations (sections 5-13)
Part I answers the questions:
• how are Operators expected to operate in the Airport? • how is the airport organised in terms of operational infrastructure and its use and functioning?
This part includes:
• all content related to airport operations • a description of airport infrastructure and systems • criteria and rules for their use by Operators carrying out their activities • references to the service levels and standards against which the services provided in the airport are measured and assessed.
The different topics are grouped together by homogeneous processes to facilitate consultation, allowing each Operator to find the references to the activities that concern them directly.
Rev.: AIRPORT REGULATIONS AIRPORT REGULATION RS/LIN/3.1
LINATE AIRPORT Effective date: Page 3-3 01/12/2016
Part II – General rules for Operators and compliance with the Regulations (section 14)
Part II mainly answers the questions:
• what should I do to start providing services in the airport? • what do I have to assure and guarantee to maintain that right? • who intervenes and how if a Regulation is not observed?
This part includes:
• the requirements, rules and procedures to be followed, as well as the qualifications to be obtained to be authorised to carry out activities in the airport • the requirements, rules and procedures to be followed in order to maintain the right to carry out an activity • the description of the monitoring systems • a description of the sanctioning mechanisms and corrective tools 1 applicable to parties subject to Airport Regulations if they should violate the provisions and rules set out herein.
Technical attachments
The attachments contain descriptive tables and technical documents referred to in the parts listed above.
1 With the reform of the Navigation Code, made by Legislative Decree 151/2006, the concept of disqualification measures is introduced, understood as action taken to ensure safety and operational normality at the airport It is to be construed as an action that the Manager may take to directly remove situations that impact the safety and normal operation of the airport. Remuneration of the costs incurred for such activities is also envisaged for the Manager, which must be regulated by the AR. Rev.: AIRPORT REGULATIONS AIRPORT REGULATION RS/LIN/3.1
LINATE AIRPORT Effective date: Page 3-4 01/12/2016
3.3 Contents of the Airport Regulations
Airport Regulations group together the criteria, regulations and procedures established by the Airport operator and ENAV according to their respective purview, to govern and regulate the initiation and conduct of airport service processes, in compliance with national and international laws, in order to ensure the coordinated, regular use of the systems and infrastructure. By adopting the Regulations, having verified their compliance with applicable national and laws, ENAC makes them binding to all the parties operating in the airport.
The processes described in the Regulations are an explicit transposition of standards in functional, application language. The Airport operator and ENAV will not establish procedures in conflict with ENAC provisions, circulars or with airport ordinances. To discipline the activities of all those involved, procedures concerning processes considered are an integral part of Airport Regulations and will be integrated in the main part of the document or referred to in an attachment. All private Operators must train their employees on the contents of these Regulations and ensure that each employee carries out the tasks he/she has been trained for.
The activities of airport operator contractors are considered to be carried out under the responsibility of their respective clients, who shall specify the rules of conduct in the relevant Contractor Agreements and shall duly oversee such activities to ensure compliance with the standards and provisions in force in the airport. In case of violation of Airport Regulations, penalties shall be applied in accordance with the specific procedures set out in the Sanctions paragraph.
In these Airport Regulations, the above contents are organised by operational processes.
Rev.: AIRPORT REGULATIONS AIRPORT REGULATION RS/LIN/3.1
LINATE AIRPORT Effective date: Page 3-5 01/12/2016
3.4 Responsibilities
State Authorities, the Airport manger, ENAV and all the parties operating in the airport must observe these Regulations. They are responsible for any violations related to their respective spheres of activity.
The Airport Operator is the party in charge of the tasks indicated in the Air Navigation Code (Article 705) as well as in the EU Regulations n. 139/2010, together with other activities specified in the Management Assignment document and airport development , including in particular: managing airport systems and infrastructure, • ensuring the presence of ground assistance services, either providing them directly or coordinating the activities of different private Operators present in the airport or airport system, who shall be directly responsible for the level of service provided in their sphere of competence. The Airport Operator coordinates and controls these private companies by requiring them to undertake to carry out all the activities in accordance with the set standards. The Airport Operator shall also inform ENAC, ENAV, the Carriers and any other interested Entities immediately of any reduction in service levels and intervention on the airport movement area, as well as of the presence of obstacles or other air navigation risks concerning the airport structure, also to provide users with correct and timely information.
The Airport Operator, under ENAC’s monitoring and in coordination with ENAV, is the party entrusted with allocating stands to aircraft and ensuring orderly movement of other vehicles and staff on aprons, so as not to hinder aircraft manoeuvres.
With regard to the activities governed by these Regulations, the Airport Operator’s role also involves ensuring access to airport infrastructures according to efficiency, effectiveness, transparency and fairness criteria; all private Operators must ensure safety and operating conditions adequate to meet the set standards for the airport.
Under Airport Regulations, the Airport Operator: • prepares PROCEDURES regulating the operational aspects concerning AIRPORT OPERATIONS as a whole; • defines PARAMETERS AND METHODS to assess the QUALITY OF SERVICES RENDERED (including safety aspects) by the parties operating in the airport through spot audits and checks.
ENAV has specific aeronautical service attributions based on current legislation, statutory norms and its own Planning Agreement. In particular, for the provision of air traffic control services in the airport, under ENAC monitoring and coordinating with Airport Operator, it regulates and controls the movement of aircraft, other vehicles and staff in the manoeuvring area and ensures orderly aircraft movement on aprons. For matters under its competence and in coordination with the Airport Operator, ENAV establishes procedures and resources to ensure compliance with the service levels set in these Regulations. ENAV is responsible for providing information to the Airport Operator relating to any current and future reduction of the airport’s operational capacity due to changes to the standards governed and controlled by ENAV (article 806 of the Navigation Code).
The Airport Operator and ENAV, under ENAC supervision, ensure, through specific procedures and agreements signed between the Parties, coordination of the activities under their respective competence, which due to their nature require them to interact, in compliance with current applicable legislation. Specifically, these activities include the movement of aircraft, vehicles and people on aprons, the allocation of stands and the departure of aircraft from them.
Rev.: AIRPORT REGULATIONS AIRPORT REGULATION RS/LIN/3.1
LINATE AIRPORT Effective date: Page 3-6 01/12/2016
ENAC acts as a national technical, regulatory, certification, supervision and control authority in the civil aviation sector, through its central and peripheral facilities; it handles the presence and application of aeronautical quality systems compliant with EU regulations. In this area, it supervises the administration and management of airport infrastructure, promotes coordination of public bodies and also has air navigation and police functions in compliance with laws in force.
Airport operators must perform their activities in compliance with the Regulations and must ensure, based on the principle of liability for actions and omissions, SELF-CONTROL and SELF-CERTIFICATION of activities, without prejudice to the Airport Operator’s right to carry out planned audits in accordance with ISO reference standards, as well as current legislation on aeronautical safety, on the product provided by each Operator. In agreeing to accept and comply with the content of the Airport Regulations, private entities that enter the airport must provide guarantees as to the ability to meet their obligations, as well as to the conditions under which the services are carried out. In general, if any of the companies providing the services needed or instrumental to air transport and/or airport activities are unable to provide such services within the time limits set in the Regulations, they must inform the Airport Operator immediately. To avoid situations that could prejudice airport activities and cause damage or problems to users, when exercising its supervisory power and authority, ENAC ensures the adoption of regulatory and prevention measures with respect to the Operators, also on the recommendation of the Manager. In compliance with Article 802 of the Navigation Code, in case of repeated non-performance of the obligations or contents of these Regulations, ENAC adopts measures up to forcing an Operator/Carrier to make advance payments to the Airport Operator or ENAV or to other suppliers, or suspends/revokes its qualification to operate.
State Authorities exercise their institutional mandate in accordance with passenger service levels set out in the Airport Regulations and in compliance with airport safety rules. Wherever the operational needs of said Bodies should prevent compliance with such levels, they must inform the Airport Operator immediately.
Airport Regulations define how all Operators transmit information on reduced service level, interventions in the movement area, presence of obstacles or other navigation risk conditions to the Airport Operator, within their concession agreement and/or in general any information concerning operating safety.
Rev.: AIRPORT REGULATIONS AIRPORT REGULATION RS/LIN/3.1
LINATE AIRPORT Effective date: Page 3-7 01/12/2016
3.5 Procedures for issuing and updating Airport Regulations
Issuing/Updating
Regulations and updating are:
- prepared by SEA involving or consulting the other bodies involved (ENAV, which provides the procedures it is competent for, user Committees, Operators) to coordinate activities and informing the ENAC; during this stage, ENAC presence at these discussion tables can be requested. Updating needs for others differing to SEA can be through formal request made to SEA with a copy to ENAV; SEA will then notify this amendment proposal to all those involved; - approved (technical validation) by those involved, where foreseen by law; - submitted by SEA to the ENAC to be adopted and to make updating executive; - distributed by SEA.
Documentation updating method
The document can be updated at two different levels:
1st level - the entire document is updated by issuing a new Version including all updated parts;
2nd level - the document is partially updated by replacing and/or adding single topics and highlighting the amended parts.
Once it has been adopted by the ENAC, the amended part becomes an integral part of Regulations for all effects and is then distributed by SEA in the established way.
Updating procedure as a result of inclusion in the Airport Regulations of texts complying with already approved documentation
Any updates deriving from:
- texts from sources that are hierarchically higher than the Airport Regulations (European Regulations, Laws, Legislative Decrees, etc.); - procedures approved by ENAC Central Departments or Operations Department; - amendments to procedures deriving from updates already approved within the Civil Aviation sector in Italy (AIP, aeronautical provisions, ENAV).
In these cases, the Manager shall incorporate them directly into the Airport Regulations, stating the compliance of such documents and informing the Airport Management and the Operators.
Effective Date
The date the Regulations come into force is the date of adoption of the corresponding Ordinance issued by the Airport Division of ENAC. In special cases, the effective date for individual provisions included in the Regulations may differ from the effective date of the revisions/updates. In order to carry out all the actions required (widespread distribution of the amended part, setup of training course if appropriate, updates to Quality Manuals and Procedures, etc.) SEA shall agree with the ENAC on the effective date of subsequent updates.
Rev.: AIRPORT REGULATIONS AIRPORT REGULATION RS/LIN/3.1
LINATE AIRPORT Effective date: Page 3-8 01/12/2016
Circulation method
The updated version of the Regulation is posted on SEA’s website at www.seamilano.eu; for any additional information or clarifications, please contact [email protected].
It is the recipients’ responsibility to replace superseded copies or parts of the Regulation. For fully effective Regulations and application, in the airport environment all the operators (both public and private) must guarantee knowledge and observance of content by their employees, those in charge and those assigned. However, in consideration of security rules in force in the airport, subject to legal obligations to supervisory bodies and judicial Authorities, Operators undertake to keep all information contained in the Airport Regulations confidential and not to disclose it to third parties.
The recipients are responsible for their suppliers’ activities, which shall be carried out under the responsibility of their respective clients; these shall establish, in the relevant agreements, behaviours compliant with the provisions under these Regulations, and shall perform appropriate monitoring to ensure adherence to airport rules and provisions in force.
AIRPORT OPERATIONS– Rev.: AIRPORT REGULATION GENERAL RULES RS/LIN/3.1
LINATE AIRPORT Effective date: Page 4-1 01/12/2016
4 AIRPORT OPERATIONS– GENERAL RULES
The first part is combined in a process logic. The following are collected for each operating aspect:
• description of airport infrastructures/plants involved in the process considered; • rules re allocation to users; • use rules; • methods and parameters for control and verification of the quality of services provided.
The first part is introduced by a section dedicated to the general regulations identifying conditions and pre-requirements that must be guaranteed by everyone (Airport Operator, service providers / self-producers and users) for the efficiency and security of the airport’s complex operating system. Here below the sections concerning:
• passenger assistance services; • baggage assistance services; • aircraft assistance services; • Apron Management System; • Safety Management System; • cargo and mail assistance services; • general operational services for the coordination of the airport process.
AIRPORT OPERATIONS– Rev.: AIRPORT REGULATION GENERAL RULES RS/LIN/3.1
LINATE AIRPORT Effective date: Page 4-2 01/12/2016
4.1 Airport capacity
4.1.1 Nominal capacity – Coordinated airport parameters
OPERABILITY H24
LIMITATIONS Only scheduled point-to-point flights with N/Body or single aisle a/c type are allowed. Long stopovers are not permitted
TRAFFIC Scheduled, general aviation and air taxi
CAPACITY Limited to 18 scheduled commercial movements/hour, according to Ministerial Decree no. 15 of 3.3.2000, as amended by Ministerial Decree 1.10.2014, and Ministerial Decree 5.1.2001.
14/4 flexibility in the hour and max 6 movements in 20 minutes (any exceeding of the specified values will be allowed only after joint evaluation with the airport operator).
Positioning flights arriving between 22:00 LT and 06:40 LT will be allowed only after confirmation by the Airport operator.
STANDS Total of 40 of which: - 34 for narrow body aircraft at the North Apron; - 6 for narrow body aircraft at the West Apron; (maximum wingspan of 48 metres).
NIGHT STOP Max 32 stands available for overnight stops
All the parameters in this “Airport capacity” section are determinedly the airport Coordination Committee, the party in charge of amending them; each update will include as reference the date of the Committee meeting when the relevant decisions were made.
AIRPORT OPERATIONS– Rev.: AIRPORT REGULATION GENERAL RULES RS/LIN/3.1
LINATE AIRPORT Effective date: Page 4-3 01/12/2016
4.1.2 Terminal capacity
For passenger terminals, the main functions concerning passenger flow arriving and departing in the Schengen and non Schengen areas were examined. Attachment 4.1.2 contains detailed tables of the average number of passengers/hour calculated based on the time needed to carry out operations.
4.1.3 Parameters for calculating check-in desk allocation
The tables in Attachment 4.1.3 are an operating tool to determine check-in desk needs, based on seats offered and type of flight, using the following reference values: scheduled flights, one way, passengers with luggage, Economy Class, and originating passengers only.
4.1.4 Baggage handling system capacity
Attachment 4.1.4 includes the capacity values for the main sub-systems in the Terminal baggage handling systems.
AIRPORT OPERATIONS– Rev.: AIRPORT REGULATION GENERAL RULES RS/LIN/3.1
LINATE AIRPORT Effective date: Page 4-4 01/12/2016
4.2 Airport parameters
4.2.1 Airport Operator parameters - Minimum Connecting Time
Minimum Connecting Time (MCT) is the time, in minutes, available to disembark from one flight and embark on the connecting one.
We would like to remind you that these levels are the safety levels that, if not carried out in the conditions set for the specific activity, mean Airport Operator has to take corrective measures.
Said values are the result of feasibility studies based on the single stages of the transit passenger and baggage handling process.
With no prejudice to any specific cases disciplined by the agreements in force, if there should be any Operator default (Airlines selling transit times that are lower than Minimum Connecting Time), the Airport operator reserves the right to carry out periodical controls to safeguard users, informing the ENAC on the matter.
Attachment 4.2.1 includes details of the Minimum Connecting Time for Linate.
4.2.2 Operator parameters – Transit time
Time, in minutes, needed to carry out the full handling operations cycle. Attachment 4.2.2 includes details of the Linate airport transit times for aircrafts in the different categories.
AIRPORT OPERATIONS– Rev.: AIRPORT REGULATION GENERAL RULES RS/LIN/3.1
LINATE AIRPORT Effective date: Page 4-5 01/12/2016
4.3 General management criteria
Airport assistance services are the result of the integrated airport process by which: • Airport Operator makes available opportune infrastructural and instrumental resources coherent with Airline operating plans, exchanges information to coordinate activities, monitors the process to adopt any corrective intervention needed to optimise resolution of any problems with or alteration to the operating program; • the Airline, directly or represented by a handling agent, defines an operating program coherent with capacity parameters defined for the airport, plans resources for services provided, requests and agrees on availability of what the Airport Operator must supply and supplies airport assistance services fully meeting Airport parameters defined by the Service Charter and fulfilling obligations established by the Passenger Rights Charter; • operational programs published by the Manager are disclosed to State Authorities in order for them to organise their institutional activities in line with the programs themselves.
For each specific service:
• the Airport Operator defines control reference parameters according to which it undertakes to carry out opportune corrective action where performance does not meet the operating limits declared as correct. The economic aspect of said parameters in the relationship between the Airport Operator and the Carriers is the subject of the Planning Agreement; • the Airport Operator sets the conditions (performance levels, operating methods) that must be guaranteed by Operators so that Airport Operator control parameters can be guaranteed and, more generally, the airport operates according to expected performance levels; • Operators must, for what they are competent for, guarantee service levels foreseen by the Service Charter. Airport Operator, should there be serious and/or systematic non- conformities versus said levels, can intervene taking, where necessary and urgent, corrective/interdictory measures. If non conforming behaviour should persist, Airport Operator can signal the case to ENAC for it to take action.
For the different infrastructural and technical resources managed by Airport Operator, allocation is carried out based on fair, transparent principles, starting from total demand stated and from guaranteeing respect for minimum service levels laid out by the Service Charter. Operations assigned to an Airport Operator (whether Airline or its handling agent) will consider resource availability, its logical positioning, its technical supply, limits set by security needs. Based on all these elements, Airport Coordination – Airport Coordination defines a seasonal resource allocation plan, based on scheduled traffic and demand curves typical of sub- processes (typically passengers, baggage and goods) in percentage for Airline and time bracket. Where remaining resources permit it, additional commercial requests will be handled as such by Airport Operator, observing contractual obligations in force. These aspects will be detailed in the following paragraphs for each specific resource.
AIRPORT OPERATIONS– Rev.: AIRPORT REGULATION GENERAL RULES RS/LIN/3.1
LINATE AIRPORT Effective date: Page 4-6 01/12/2016
At the request of the Carriers, SEA is willing to allow the installation of POS payment systems, subject to specific agreements with duly authorised airlines or Operators. The foregoing on condition that payment collections are automated and ensure full transparency, traceability and speed, without hindering or compromising flight processing operations. The above provisions are intended to safeguard passengers, Carriers, and the image of the airport itself.
Payment in cash is allowed only at the ticket office desks, including remote desks in the gate area for collection of excess baggage charges, so as not to create disruption to passengers and ensure normal operation of boarding procedures, without affecting airport punctuality.
AIRPORT OPERATIONS– Rev.: AIRPORT REGULATION GENERAL RULES RS/LIN/3.1
LINATE AIRPORT Effective date: Page 4-7 01/12/2016
4.4 Allocation and use of airport infrastructures and plants
4.4.1 Energy consumption and rational use of energy
SEA has in recent years confirmed, also with its commitment at the international level, the high level of attention to energy. In 2013 a formal Energy Management System was structured and, in this context, in a system approach, we invite all those operating in various capacities at our airport to pay maximum attention to all possible aspects (design, maintenance, management, etc.) that may directly or indirectly involve the rational management of energy. The overall goal is of course to encourage and promote the development and adoption of energy policies that place maximum attention on the analysis of consumption, actions useful to achieve a better use of energy and achievement of the highest level of system efficiency.
4.4.2 Defining resources
We consider “airport resources” those infrastructures, plants and facilities owned by SEA (or managed by SEA) needed to carry out operating activities. These resources can be, for collocation or number, allocated to the Operator supplying the service in either a fixed or revolving way or, if they cannot be divided or duplicated, due to complexity, cost or environmental impact, managed exclusively by SEA directly. The list of resources, allocation method and service levels will be revised periodically, based on how general airport characteristics evolve. Resource availability and efficiency levels are part of defining the airport’s absolute capacity.
4.4.3 Allocation of rotating resources
The planning of resources to be allocated on a rotating basis, i.e. assigned alternately to different Operators, takes place in three stages as described below:
4.4.3.A Pre-allocation
Each season, a preliminary resource allocation plan is drawn up based on scheduled traffic. This plan must be coherent with the existing contract and infrastructural conditions and be aimed at supporting daily allocation of said resources. For those resources where punctual pre-allocation is not possible (e.g. when all necessary information is not available) reference to homogeneous areas from an operating process point of view is guaranteed (pre-allocation per area). Notification of flight operations for each airline must take place within 30 days of the start of the new season, with a change and confirmation margin of 15 days. Work results are made known to the Operators involved through information tools used by Airport Coordination.
4.4.3.B Daily allocation
Daily allocation of resources carried out the day before is based on pre-allocation defined and considering: - real resource availability (which can be modified, e.g. in the presence of breakdowns or interruptions for scheduled maintenance), - any variations in standards emerging after the pre-allocation stage, - the presence of agreements between Operator and SEA not included in the agreement, - force majeure occurrences. AIRPORT OPERATIONS– Rev.: AIRPORT REGULATION GENERAL RULES RS/LIN/3.1
LINATE AIRPORT Effective date: Page 4-8 01/12/2016
If changes are required to what was pre-allocated, existing contractual conditions are, however, considered. Allocation to the Operators involved is confirmed through information tools used by Airport Coordination.
4.4.3.C Operational management
Operational allocation of resources, carried out the same day, is based on the daily allocation defined and considers: - any non releasing of the resource by the previous user, - non availability of resource (e.g. breakdowns), - Operator variations (e.g. change of aircraft type), - variation request by Operator (if they do not penalise other Operators), - variations to flight arrival and departure times, - force majeure motives. If changes are required to what was foreseen in the allocation stage, existing contractual conditions are, however, considered.
Allocation to the Operators involved is confirmed through information tools used by Airport Coordination.
4.4.4 Allocation times
4.4.4.A Resource rotation
Compatibly with airport needs, the resource will be allocated to the user in time for it to prepare staff and equipment needed to supply the service. During use of resources, the owner and/or user must always be identifiable and, if necessary, opportune use recordings for the resource allocated must be carried out. The resource must be left by the user when the service provided has finished and replaced in the space indicated or allocated by SEA, so as not to create any security danger or hinder airport operations. If, for operational reasons, the Operator cannot free the resource, Airport Coordination must be informed immediately and the Operator must collaborate to make said resource available as soon as possible.
Attachment 4.4.4.A includes allocation times and commitment of flight resources.
4.4.4.B Fixed resource allocation times
Scheduling for allocation of fixed resources, where allocated exclusively to an Operator based on existing contractual terms, can take place seasonally, at the same time as the IATA seasonal timetable change or for a duration set in the agreement in force.
AIRPORT OPERATIONS– Rev.: AIRPORT REGULATION GENERAL RULES RS/LIN/3.1
LINATE AIRPORT Effective date: Page 4-9 01/12/2016
4.4.5 Resource use regulations
Each Operator is responsible for laws, regulations, ordinances and procedures in force in the airport being observed by its employees and/or collaborators or people in charge. The user, also in reference to labour safety laws, is the only one responsible for management and correct use of said resources; use must always respond to laws in force and be in a good state of maintenance before and after use. The user is also responsible for any damage caused to anyone and to any problems arising during resource use/management, of which Airport Coordination must be informed immediately. The user must abide by Airport Operator provisions on correct resource use, how to use it, to avoid any disservices caused by the resource itself or by others connected to it.
4.4.5.A Resources managed directly by SEA
Infrastructural resources that cannot be divided for complexity or environmental impact (e.g. water chlorination, aircraft waste treatment plant, garbage collection equipment etc.) needed for airport activities, are managed directly by SEA, which adopts specific methods based on specific laws. Exploiting said resources, occurring related to real need with continuative allocation times, is continually controlled by SEA re procedures adopted, methods used, recordings and suitability of vehicles and/or Operators.
4.4.5.B Cargo area resources
SEA makes a series of operating areas and infrastructures available to Cargo Operators to carry out goods movement and storage activities. The resources made available are directly managed by the cargo handlers. Relations between SEA and Operators are regulated by specific contracts which clearly define their responsibilities both for the interface activities with ramp handlers and for management of resources allocated. Airport Operator the guarantees surveillance activities outside Operator warehouses.
4.4.6 Spaces and systems used on an exclusive basis
The present paragraph describes spaces and plants, allocated exclusively to Operators, needed to carry out ground assistance, strictly linked to supplying direct aeronautical services. Airport Operator allocates said spaces based on adequate, transparent, objective and non discriminatory criteria, with no prejudice to the investment profitability principles needed to create, manage and develop them. Specifically, allocation will be in line with the Operator’s activity volumes, functional to optimising operating resources involved and the total period economy for said activity.
AIRPORT OPERATIONS– Rev.: AIRPORT REGULATION GENERAL RULES RS/LIN/3.1
LINATE AIRPORT Effective date: Page 4-10 01/12/2016
4.4.6.A Delivery and return of the area
Delivery of the area and relative plants must be formalised by a specific delivery report together with the receiving party: said report must state their good condition and suitability for Operator needs and to carry out the activity and describes all equipment and plants. The Operator undertakes to use said spaces and plants with the maximum care and to return them in good state of repair related to their normal use. SEA reserves the right to charge the Operator for any damage deriving from bad use or maintenance. The Operator is forbidden to create blockages, interferences and masking that could compromise the good operations of all plants or hinder access to plants and spaces or prejudice, in any case, their use.
A specific joint report will be drawn up for when they are returned. Any damage to spaces/plants allocated, found at the time they are returned, or as soon as SEA gets to know about it, for damage not noticeable immediately, will be charged to the Operator who will be invoiced for relative repairs. Re-delivery of spaces, empty and free of all Operator property and of relative plants must take place within contractual expiry date or, in the case of early termination, by the term indicated by in its termination communication.
4.4.6.B Installation, maintenance and changes
All ordinary maintenance and preventive maintenance for spaces are at Operator expense, as is any extraordinary maintenance for parts eventually done by the Operator or concerning improvements and changes required by it. Said intervention, agreed on in advance with SEA, will be carried out by companies authorised by SEA, under its supervision, without SEA taking any responsibility for the works carried out. SEA will pay for and carry out any extraordinary maintenance (excluding the above) if requested to do so immediately. SEA will carry out, at Operator expense, where needed, maintenance work that is Operator responsibility as indicated above but not carried out by it after 15 days from being informed by SEA, as well as any works due to bad care or improper use by Operator staff and maintenance of the fire-fighting plant, fitted as base or standard equipment, according to laws in force and conforming to airport quality levels. The Operator undertakes to assist and consent said intervention during normal working hours. No changes, new creations, enlargement of spaces and plants can be done without prior written permission from SEA, within the limits set by it and based on a project presented by the Operator and with all expenses its responsibility. Works will be carried out by the Operator based on a work plan agreed on with SEA. For what concerns plants, reference must be made to laws in force.
Operators may not install radiofrequency equipment for whatever use without written authorisation from SEA. Should the Operator install such equipment without authorisation from SEA, the latter shall have the right to adopt all technical measures required to prevent any interferences caused by the equipment; if SEA authorises the installation of such equipment, all responsibilities and costs connected to compatibility tests shall be borne by the Operator.
AIRPORT OPERATIONS– Rev.: AIRPORT REGULATION GENERAL RULES RS/LIN/3.1
LINATE AIRPORT Effective date: Page 4-11 01/12/2016
4.4.6.C Furnishings and equipment
The Operator must supply all mobile furnishings, internal furnishings and equipment needed to carry out its activities at its own expense.
The Operator must handle, for the kind of activity carried out in the allocated spaces, all fulfilments required by law on furnishings, equipment and setting up exonerating SEA of all responsibility. In particular, all materials used for furnishings and setting up, their assembly and implementation systems, components and the implementation and/or any preparation of plants used, must be with material classified and homologated class 1 for its reaction to fire, conform to laws and standards in force or those issued while works is in progress, even though not specifically indicated in this document. Furnishings must be maintained in such a way as to permanently guarantee the décor of said spaces and equipment must be kept efficient to guarantee correct service management; the Operator shall carry out ordinary and extraordinary maintenance on said furnishings and equipment. Any changes or renewal to furnishings and fittings must be submitted in advance for SEA approval and also be made with class 1 classified and certified materials for their reaction to fire. Prior approval by SEA is also required for systems and furnishings exposed to the public, but not for places used by third parties only.
4.4.6.D Fire prevention
All fulfilments foreseen by the laws in force on fire safety, prevention and protection are Operator responsibility, relating the handling of its specific activities in the spaces allocated. The Operator is solely responsible, in civil and criminal proceedings, for said fulfilments exonerating SEA of all responsibility. All fire-fighting vehicles, plants and devices needed to carry out said activities must be approved in advance by Authorities competent for issuing certification conforming to laws in force. The Operator is responsible for all fulfilment concerning the safety of new plants and adaptation of existing ones and for obtaining relative certification. Any change must be communicated to SEA in advance and be approved by SEA. Costs for organising fire emergency measures, including coordination ones, are the responsibility of the Operator carrying out the activity in said airport spaces belonging to that Operator (or exclusively managed by it) and/or in spaces where the Operator, for number of employees and/or surface occupied is prevalent over other operators. The Operator and SEA undertake, with no prejudice to mutual confidentiality needs, to guarantee an adequate exchange of information, aimed at optimising mutual risk assessment and emergency organisation activities and, to promote the most opportune action for coordination/alignment with what SEA does on fire protection and prevention in the airport grounds. Therefore, SEA will ask the Operator for all information concerning emergency and evacuation plans prepared for its sphere of competence.
AIRPORT OPERATIONS– Rev.: AIRPORT REGULATION GENERAL RULES RS/LIN/3.1
LINATE AIRPORT Effective date: Page 4-12 01/12/2016
4.4.7 Regulation on access to the fuel distribution system for private use in the airport area
4.4.7.A Foreword
At Linate airport there are filling stations for private use for fuelling vehicles circulating inside the customs area for purposes related to the operational activities of the airport. The authorisation granted to SEA, manager of Linate and Malpensa airports, allows refuelling of vehicles owned by SEA or by companies operating exclusively within the airport, which in terms of size and overall dimensions are unable to go outside the airport. The authorisation meets the regulatory requirements, and in particular the provisions of Regional Law 2.2.2010 no. 6 (as amended and supplemented), which qualifies as a vehicle fuel distribution system for private use ”… all fixed or mobile equipment consisting of a dispenser connected to an underground tank, or of containers/distributors above ground, complete with dispenser, of a type approved pursuant to current legislation, located in spaces in plants, construction sites, warehouses and the like, owned or in exclusive use, intended for the refuelling of motor vehicles, or registered and unregistered vehicles owned or subject to a lease contract in use by the authorisation holder, with the exclusion of fixed or movable equipment intended for subsidized fuel for agricultural use. Owned vehicles or those in exclusive use of airlines and all those used exclusively for operational activities within the airport can refuel, in waiver of the prohibition referred to in paragraph 1, at the private use facilities situated inside international airports, subject to agreement with those who manage such airports in the regional territory." For proper access to the facility, the rules which all users must follow are established below.
4.4.7.B Scope of regulation
These Regulations govern access to the fuel distribution facilities located within the Linate customs area as follows. Access to the facility is restricted to vehicles owned or in use by the Management Company, holder of the authorisation, and to special vehicles owned or in exclusive use by Companies providing airport services, which in terms of size and overall dimensions are unable to go outside the airport.
4.4.7.C General principles
Operators authorised to access the abovementioned facilities are required to comply with these regulations, as well as with the rules of conduct in force on airports, and with applicable current legislation. The circulation of vehicles inside the customs area and in the refuelling area must be take place so as not to ever constitute danger or hindrance to other vehicles, to infrastructure present and to airport activity and, in any case, road safety must be safeguarded. Both in transiting and stopping, taxi drivers must make sure that the traffic ways and spaces in the proximity of entrances to the facilities are left free for use in case of emergency or need. Stopping of vehicles is not permitted except for the necessary refuelling time. In any case, with access to the facilities, Operators accept the conditions established by SEA, undertaking to use areas and facilities with due care.
AIRPORT OPERATIONS– Rev.: AIRPORT REGULATION GENERAL RULES RS/LIN/3.1
LINATE AIRPORT Effective date: Page 4-13 01/12/2016
The same are solely responsible for any damage due to causes and/or actions attributable to them, incurred by other vehicles and persons, as well as by properties, facilities, appurtenances and equipment owned by SEA and/or third parties, and they undertake to compensate any damage caused and to indemnify and hold SEA harmless against any claims by users or third parties in general.
4.4.7.D Refuelling procedure
Each Operator accredited for the refuelling service must communicate the data of the vehicles and will be given with a badge for fuel dispensing.
SEA will charge the cost of the service to accredited Operators. In case of failure to pay, SEA reserves the right to inhibit access to the service.
4.4.7.E Prohibitions and obligations
It is forbidden for every operator • to give the fuel to third parties free of charge or against payment; • to refuel vehicles used for private purposes.
Each Operator must ensure that its staff scrupulously comply with the provisions of these regulations and refuel service vehicles only used for operating activities within the airport.
4.4.7.F Environmental media
Operators undertake to put in place conduct to protect environmental media in compliance with current environmental legislation, also in consideration of SEA's ISO 14001 certification.
Should the activity carried out give rise to alteration of the state of the soil or subsoil or otherwise of one of the environmental media due, for example, to fuel spillage or whatever else, the Operator undertakes to report the event to SEA for execution of environmental remediation activities, with charges borne by the same, without prejudice to the sole liability, pursuant to legislation, of the Operator towards SEA and third parties.
It is strictly forbidden to leave equipment, materials in general and hazardous waste in the facility area, in the lateral areas, in aircraft parking areas and in the manoeuvring area.
AIRPORT OPERATIONS– Rev.: AIRPORT REGULATION GENERAL RULES RS/LIN/3.1
LINATE AIRPORT Effective date: Page 4-14 01/12/2016
4.5 Management of airport operations information
4.5.1 The airport information system
The airport information system, called M-AIS (Milan Airport Information System), permits management of the flight timetable database and operational monitoring. This system has to manage generation stages, updating and circulation of airport operating information in a centralised manner. The main information, grouped together and organised based on flight entity, is basically identified by the following data: - origin airport, - arrival time (STA/ETA/ATA), - flight arrival number, - aircraft type, - flight departure number, - departure time (STD/ETD/ATD), - destination airport.
Main functions of the M-AIS system: • keeps memorised seasonal timetables of Airlines operating in the airport, making them available to be read and for periodical upgrading; • produces, starting from preceding ones, operating daily timetables organised by rotation, also including any unknown changes to season timetables and coming directly from the Airlines (flights cancelled, charter flights, replacement flights, etc.) and makes these timetables available to be read by any system needing them; • acquires, during an operating day updated information (Estimated Time, Real Time, etc.) on movement making it available to be read by any system needing it; • keeps operational monitoring data coming from the different systems updated permitting its filing in a specific historical database.
The airport information system makes sub-systems and data available for all Operators, to guarantee correct exchange of information on airport operating activities. The airport manages/distributes the following data categories in standard mode through its M- AIS system: - flight identifiers (rotated movement) and operating timetable data; - movement identifiers, scheduled timetable and operating data; - flight’s operational state; - airport resources associated to flight; - load data to calculate airport duties.
The airport manages/distributes the following data categories on demand through its M-AIS system: - loading data for flight handling; - service specifications; - handling resources associated to flight; - airport parameters.
Further requests regarding data related to the Airlines must be sent to the Airlines themselves or to Assoclearance.
Airlines must strive to plan their own operations in coherence with the routing and the arrival/departure times assigned to them, in compliance with the safety regulations and AIRPORT OPERATIONS– Rev.: AIRPORT REGULATION GENERAL RULES RS/LIN/3.1
LINATE AIRPORT Effective date: Page 4-15 01/12/2016
instructions, thus permitting the airport operator to correctly assign resources and as a result apply the regulations on airport fees.
4.5.1.A Seasonal Scheduling
By seasonal scheduling we mean the defining of operating flight timetables which each airline declares operate from the airport. Scheduling data received directly from the airlines must be in production (acquired in M-AIS through SCR messages) only after approval by the coordinator (Assoclearance), to be issued on the basis of indications from Airport Coordination. Airport Coordination receives the SCR message and must process and check data containing movement identifiers, timetable data and scheduled operations. It must also correctly process automatic procedures or entering of data needed for systems to function correctly. The receipt of scheduling data from Airlines must take place at set times, in agreement with Assoclearance, to allow Airport Coordination to provide the airport with complete and consistent M-AIS data.
4.5.1.B Daily Scheduling
By daily scheduling we mean the defining of updated operating flight timetables, compared to seasonal scheduling, based on the most recent date made available by the airlines. Daily timetable data is supplied through a coordinator (Assoclearance), which collects changes to seasonal scheduling supplied through an SCR message and authorised by Airport Coordination. Airport Coordination receives the SCR message relating to the change to one or more flights and must process and check data containing: - flight identifiers (rotated movement) and operating timetable data; - any updating to resource scheduling data.
4.5.1.C Operational management
Management and monitoring of data on flight operations supplied per competence by Operators concerns: - flight identifiers (rotated movement) and flight timetable data: for this type of data, Airport Coordination ensures that flight information is present, timely and correct; it is also responsible for updating/completing arrival/departure data and for managing and planning airport resources; - movement identifiers, planned timetable and operations data: Airport Coordination makes changes linked to operational variations (CLD, DVT, machine replacements); - airport resources associated to flight; data are generated and managed by Airport Coordination by allocating airport resources; - loading data to calculate airport duties: this data is checked by Airport Coordination and, if necessary, completed for production purposes by the Airport Journal; - loading data for flight handling: this data is only distributed and not checked; - service specifications; the pertinent data normally managed is data concerning centralised services (e.g. disabled people, VIP, etc.) - handling resources associated with flight; loading data for flight handling: this data is only distributed and not checked.
Operating information distributed by Airport Coordination, as it is checked when acquired, is reference data for the airport and all Operators. The reliability and timeliness of information is subject to the quality of the data received where under the responsibility of parties other than AIRPORT OPERATIONS– Rev.: AIRPORT REGULATION GENERAL RULES RS/LIN/3.1
LINATE AIRPORT Effective date: Page 4-16 01/12/2016
SEA: in particular, data under the responsibility of Airlines and handling Agents reproduces the information received from the same.
4.5.1.D Summing up (Airport Journal)1
Summing up of air traffic data, for invoicing purposes, is through the Airport Journal function (AJ). The AJ must contain the data needed by administration for services supplied by SEA to Airlines (invoicing). The correct flow of messages containing AJ data is ensured on a daily basis through a set of actions (corrections and/or additions), using the specific functions available within the M-AIS system. The day after the operating reference day, Airport Coordination checks availability of information needed to draft the AJ, making the opportune changes and/or integration through documents in its possession (standard IATA and DUV messages). The correct AJ is then made available to the company departments interested for bookkeeping and/or statistical purposes. A copy of the monthly AJ is transmitted the following month in a computer format to the Airport Management.
4.5.1.E Feeding airline DCS data into the M-AIS
In order to ensure operations in Linate, the M-AIS (Milan Airport Information System), must received data from airline DCS (Departure Control Systems) according to a standardised procedure, as follows: - the procedures described below are those required by software programmes developed by SEA to feed the airport systems automatically; - information is requested through messages in the IATA standard format, for which SEA has prepared an automatic interpretation program, except for administrative and bookkeeping data for which SEA has to be sent the DUA and DUV documentation required by Italian law.
SEA makes an interface platform available for access to airline DCS. - Standard IATA messages
Airlines must make available messages foreseen by the IATA standards described in the last editions of the AIRPORT HANDLING MANUAL, PASSENGER SERVICE CONFERENCE RESOLUTION MANUAL and CARGO INTERCHANGE MESSAGE PROCEDURES MANUAL and listed below. Messages must be sent in the complete format, including optional parts, foreseen by the IATA standard, early enough to be processed.
Information must be available as soon as it is generated, in accordance with IATA standards, for both arrival and departure flights.
1 References: Airport Manual – PROCOP 100: Records of aircraft movements; the procedure regulates the process for determining final air traffic data in the Airport Journal for the invoicing of said data. AIRPORT OPERATIONS– Rev.: AIRPORT REGULATION GENERAL RULES RS/LIN/3.1
LINATE AIRPORT Effective date: Page 4-17 01/12/2016
IATA message list for arriving flights
CODE RIF. IATA MESSAGE SITA ADDRESS BTM Baggage Transfer Message CPM AHM 587 Container / Pallet Distribution Message LINLAXH DIV AHM 781 Aircraft Diversion Message LINLAXH FFM CIMP Freight Flight Manifest / Airline Flight LINLAXH Manifest LDM AHM 583 Load Message LINLAXH MVT AHM 780 Aircraft Movement Message LINLAXH PSM RP 1715 Passenger Service Message LINLAXH PTM RP 1718 Passenger Transfer Message LINLAXH UCM AHM 424 ULD Control Message LINLAXH
List of IATA messages for departing flights IATA messages for flights departing from SEA airports must also be sent to the airport of origin.
CODE RIF. IATA MESSAGE SITA ADDRESS BSM RP 1745 Baggage Source Message LINLAXH BUM RP 1745 Baggage Unload Message LINLAXH CPM AHM 587 Container / Pallet Distribution Message LINLAXH DIV AHM 781 Aircraft Diversion Message LINLAXH FFM CIMP Freight Flight Manifest / Airline Flight LINLAXH Manifest LDM AHM 583 Load Message LINLAXH MVT AHM 780 Aircraft Movement Message LINLAXH UCM AHM 424 ULD Control Message LINLAXH PNL Passenger Name List To be agreed with the handler PSM RP 1715 Passenger Service Message LINLAXH PTM RP 1718 Passenger Transfer Message LINLAXH
AIRPORT OPERATIONS– Rev.: AIRPORT REGULATION GENERAL RULES RS/LIN/3.1
LINATE AIRPORT Effective date: Page 4-18 01/12/2016
Here are some general notes on the main standard IATA messages:
BSM Message The BSM is obligatory for both transit and local baggage. SEA systems can operate within IATA standards both to read tag barcodes and interpret messages. The Linate BHS (Baggage Handling System) is equipped with scanners that can read 10-digit barcode baggage tags, based on specifications in IATA “resolution 740” (“Passenger Services Conference Resolutions Manual”). Airlines must make the BSM (Baggage Source Message, for local baggage) available at the LINLAXH address, based on the IATA specifications in the “Recommended Practice 1745” table (“Passenger Services Conference Resolution Manual”). SEA has a back-up system to be used if they do not receive the IATA message. To acquire data through that system, each airline must provide SEA with the tag format sent to the Bag Tag Printer and communicate any variation straight away to adapt the programs.
BTM Message With regard to baggage in transit, the Airline that provides the onward flight and has received the BTM (Baggage Transfer Message) from another Airline, is required to send the corresponding BSM to SEA.
BUM Message The BUM message (Baggage Unload Message) is essential for reconciling baggage using the BRS (Baggage Reconciliation System).
FFM Message The FFM message, for departing flights, is issued directly by the FAST system so, for all the airlines using that system, the message need not be sent from the DCS.
LDM Message The information listed below must be made available in the LDM message through the Supplementary Information (data must be interpreted as total embarked for destination from origin airport):
DESCRIPTION Baggage items, number per destination Baggage, weight per destination Cargo, number of boxes per destination Cargo, weight per destination Mail, number of parcels per destination Mail, weight per destination Loose cargo, number of boxes per destination Loose goods, weight per destination Direct transit cargo, weight per destination
AIRPORT OPERATIONS– Rev.: AIRPORT REGULATION GENERAL RULES RS/LIN/3.1
LINATE AIRPORT Effective date: Page 4-19 01/12/2016
A preliminary LDM message containing the information concerning what is transported departing must be made available for each departing flight, at least 20 minutes before the aircraft lands for normal turn around flights lasting about one hour, otherwise at least one hour before departure. The LDM message must be sent by all preceding airports foreseen in flight routing.
MVT Message The MVT message must be sent by all airports listed in the flight routing as previous stops; it must also be sent by the airport following the one run by SEA (Arrival message).
PSM Message The PSM message must be sent soon enough to manage passengers needing special assistance.
- Single Carrier Declaration (DUA-DUV)
Based on what the above mentioned ordinance states, airlines and handlers are obliged to keep loading documents concerning flights operated and/or assisted in the airport and must inform the Airport Operator of where said documents are kept. Failure to send this information, or sending of the information in a manner that does not comply with the technical specification and/or the format required by SEA, is considered non-fulfilment of the Regulations.
The Single Carrier Declaration must be sent to the LINLAXH address for both arriving (DUA) and for departing flights (DUV).
The DUA must be sent when the aircraft block-on operation is performed; the DUV must be sent during the take-off phase.
An example of the standard DUV trace, complete with the required information, is shown below.
AIRPORT OPERATIONS– Rev.: AIRPORT REGULATION GENERAL RULES RS/LIN/3.1
LINATE AIRPORT Effective date: Page 4-20 01/12/2016
Sample DUA:
Sample DUV:
AIRPORT OPERATIONS– Rev.: AIRPORT REGULATION GENERAL RULES RS/LIN/3.1
LINATE AIRPORT Effective date: Page 4-21 01/12/2016
4.6 Access and operation requirements
When carrying out its activities, the Operator must abide by all the provisions issued by the Airport Management, Customs, Public Security and other competent authorities as well as by SEA itself. The Operator must also guarantee that all the activities are carried out in compliance with laws in force. Operators, where required, must give SEA proof that they have drawn up, in compliance with laws on the matter, adequate insurance policies with a primary insurance company to cover activities carried out; minimum coverage conditions must comply with what is indicated by SEA and approved by ENAC.
4.6.1 Personnel safety
4.6.1.A Workplace health and safety
The Operator, as an employer, is fully and uniquely responsible for obligations guaranteeing the health and safety of personnel used on work premises as prescribed by the laws in force, and undertakes to assess and develop, for its own competences, the risk and evacuation plan, in line with the one adopted by SEA. All Operators, when carrying out their activities, must observe the laws in force re labour safety and hygiene.
SEA makes maps available for Operators showing macro dangers present per single activity area, giving reference laws for each one. Similar detail must be supplied to SEA by Operators called to operate inside airport grounds for activities they are competent for.
All equipment used on airport grounds must be supplied with suitable anti-accident protection measures, in compliance with laws on the subject.
The Occupational Health and Safety Management System (OHSMS), implemented by SEA SpA, has obtained certification according to BS OHSAS 18001: 2007 from TUV Italia Accredia in compliance with the Sincert TR 12 technical regulation.
4.6.1.B Access badges2
Personnel of Operators and companies operating at the airport, also for security reasons, must be provided with the specific access identity badge for airport areas, released by ENAC and issued by SEA (after payment of the related fee), duly stamped by the control authority, in compliance with relative ENAC ordinances in force and subject to attendance at a course to raise awareness of security issues as provided for in the Community regulations and the related transposition legislation.
2 References: - Regulations governing the access and movement of persons and vehicles in sterile areas of the airport. AIRPORT OPERATIONS– Rev.: AIRPORT REGULATION GENERAL RULES RS/LIN/3.1
LINATE AIRPORT Effective date: Page 4-22 01/12/2016
Application for access badges must be sent to Airport Operator which will proceed, after preliminary control, with transmission, through the specific database, to control authorities for preliminary authorisation required to issue the document.
All personnel in service on airport premises must wear their badges; it must also be shown to airport authorities if requested.
The airport badge is a different colour based on the airport areas the person is authorised to enter. It only allows access to the areas indicated on the badge during working hours. The pass is strictly personal and cannot be given to third parties.
The issue of "visitor" passes is limited to the cases provided for by the Ordinance; use of the visitor pass is subject to the presence of an escort in possession of a valid permanent badge (with photo).
The applicant provides an original of the necessary documents to SEA Badge Office along with the application form completed electronically for issue of the permanent badge. Having received all the necessary authorisations, the SEA Badge Office, having checked the applicant’s identity document and withdrawn the temporary badge, issues the permanent badge and hands it over. Duplicates are issued if valid badges are lost or stolen. If the badge is lost or stolen, the concerned party must report it to competent State Authorities, completing the appropriate form.
The SEA Badge Office, on receipt of a copy of the report made by the interested party and authorisation letter on headed company paper, issues a duplicate.
If the badge cannot be used (because worn, de-magnetised or broken) its owner must report this to the SEA Badge Office, which will then withdraw the non usable badge and issue a replacement.
In cases of revocation or suspension of badges, in the event of cases in which, definitively or temporarily, the requirements no longer exist, badge holders must return the same to the bodies or companies to which they belong; they must therefore return the badges to the operator or, in the case of Public Bodies, to the Airport Management. In the event of expiry of contract or in the event of termination of the same, the companies of cards holders are required to withdraw the badges and deliver them to SEA Security, who will cancel or destroy them.
Should the airport badge not be issued or be withdrawn by control authorities, the person involved cannot carry out any activity in the airport and/or outside the customs area.
The Linate SEA Badge Office is open to the public from Monday to Friday, except public holidays, from 8.30 am to 3.30 pm. It is located on the 2nd floor of the Passenger Terminal. Visitor passes can be obtained from the Office badge during opening hours. Where the SEA Badge Office is closed, only in cases of real need and urgency, visitor passes can be obtained from the Operations Room, open 24/7, always located on the 2nd floor of the Passenger Terminal.
AIRPORT OPERATIONS– Rev.: AIRPORT REGULATION GENERAL RULES RS/LIN/3.1
LINATE AIRPORT Effective date: Page 4-23 01/12/2016
4.6.2 Environmental management
4.6.2.A Environmental protection
Civilly and criminally, the Operator is the only one responsible for putting environmental protection and anti-pollution laws in force into practice, by undertaking to obtain all authorisations needed to exercise its activity. Operators will also be liable for any pollution deriving from their activities, from Third party activities coordinated by them, or from the management of allocated spaces and appurtenances, for which they undertake to carry out all necessary clean-up and recovery operations. These must always be agreed in advance with SEA and with any other competent control Bodies. Operators undertakes to indemnify and hold SEA harmless from claims brought by any and all parties, and to indemnify SEA and/or any third parties for all damages incurred. Spaces and related appurtenances must be returned to SEA free from all forms of pollution, providing any appropriate documentation. SEA makes available for all Operators, on its website, the “Environmental Report” which, published annually, gives elements of collective interest on all environmental factors. SEA carries out monitoring activities, at its sole discretion, in accordance with applicable laws and regulations.
Third parties operating on airport grounds must abide by the following principles:
Principle of preventive action and principle of corrective action
According to this principle, environmental protection is undertaken first and foremost in the form of preventive measures. This is critically important, not only because prevention is always less onerous than compensation, but also and mainly because the consequences of the damage may go beyond the capabilities of remedial actions to correct them. The best approach to environmental protection is undoubtedly that of avoiding the generation of pollution or any other disruption of ecological equilibrium.
Principle of precaution
This principle is an expression of the essentially precautionary need to pursue environmental protection goals even when there is no scientific evidence of impending damage, i.e. when it is impossible to confirm, based on available evidence, the existence of a cause-effect relationship between a potentially harmful condition and negative consequences for the environment. Said principle is based on the need to ensure the primacy nature of the environment as an asset whose safety must be protected through precautionary measures even in the absence of scientific evidence. One procedure that it is important to mention as an effective tool to bring the precautionary approach to fruition is the inversion of the burden of proof.
This means that in order to avoid the adoption of measures for the protection of ecological balance, it must be proved, if needed, that contractual activities and/or supplies do not seriously harm the environment and do not cause irreversible damage.
AIRPORT OPERATIONS– Rev.: AIRPORT REGULATION GENERAL RULES RS/LIN/3.1
LINATE AIRPORT Effective date: Page 4-24 01/12/2016
Principle of balance: graduality and dynamism of environmental protection
This principle is based on an interpretation of the primacy of the environment whereby the higher value ascribable to the environment cannot be taken a priori as superordinate to other interests; rather, and more realistically, that the interest of the environment should always be adequately weighed in all decision-making processes.
Principle of environmental information
The principle of environmental information arises from the awareness of the need that continuous, complete, objective, reliable and comprehensible information concerning natural phenomena, situations created by human activities, problems, dangers, decisions, choices and strategies affecting environmental protection is promptly made available to all parties, whether public or private, involved in environmental protection actions or in changes of ecological equilibria.
Principle of shared responsibility and principle of cooperation
The principle of shared responsibility and the consequent principle of cooperation are the indispensable pillars of any system that rationally seeks to achieve effective and efficient safeguarding of the constitutional value of the environment. Issues relating to ecological equilibria necessarily involve everyone: private actors, whether individuals, consumers or businesses, as well as public authorities, each acting at a different level to address the different dimensions of a given issue. No-one can be considered as excluded a priori. Hence, according to the principle of shared responsibility, an active role must be attributed to each actor and every level of government. The need addressed by these principles is to view environmental responsibilities in the perspective of a collaborative relationship rather than one of opposition.
Principle of asset value
The environment must be considered a kind of multifunctional asset. This means that an economic value may be assessed for it. The basic criterion for associating environmental costs with legal liabilities is the “polluter pays” principle.
Environmental damage criterion
“Any fraudulent or negligent act in violation of law provisions or of measures adopted in accordance with such provisions, which compromises the environment by damaging, altering, deteriorating or destroying all or part of it, requires the perpetrator to indemnify said damage”.
As part of the regulatory framework, it should also be pointed out that Article 264 of Legislative Decree no. 152 of 3 April 2006 on “Environmental regulations” repeals Legislative Decree no. 22 of 5 February 1997; to ensure a seamless transition from the previous provisions to those contained in 152/2006, the instruments implementing legislative decree 22/97 will continue to apply until the new implementation instruments become effective.
Said Legislative Decree 152/2006 provides for, on environmental issues, application of the principles of "prevention" and "precaution" on the basis of which it is above all necessary to avoid creating risks to the environment, and only secondarily to try to limit those existing or those which might occur as established in art. 311 para. 2 which reads: “In the event of environmental damage caused by operators whose activities are listed in Attachment 5 to this part six, the same are obliged to adopt the remedial measures referred to in Attachment 3 to the same part six according to the criteria foreseen therein, to be carried out within the appropriate AIRPORT OPERATIONS– Rev.: AIRPORT REGULATION GENERAL RULES RS/LIN/3.1
LINATE AIRPORT Effective date: Page 4-25 01/12/2016
period referred to in article 314, paragraph 2, of this Decree. The same obligations apply to anyone else causing environmental damage with intent or gross negligence. Only when adoption of the abovementioned remedial measures is totally or partially omitted or implemented incompletely or different from the prescribed terms and procedures, the Minister of the Environment and Protection of Land and Sea determines the cost of activities necessary for full and correct implementation and takes action against the obliged person to obtain payment of the corresponding amounts”. With special reference to the laws on waste disposal, Article 192 of Legislative Decree 152/2006 prohibits uncontrolled dumping on and into the soil and disposal into surface and ground water.
To provide a complete picture on the subject of liability, it should also be emphasised that the principles set forth in Article 3-III of Legislative Decree, as cited below, also apply to water protection from pollution: “protection of the environment and natural ecosystems and of the cultural heritage must be ensured by all public and private agencies and by public and private natural and legal persons, by means of suitable actions based on principles of caution, prevention and correction, prioritarily at source, of damage caused to the environment, as well as on the “polluter pays” principle which, according to article 174, paragraph 2, of the Treaty of the European Unions, regulate the community's environmental policy." Therefore, those responsible for an event must do everything necessary to eliminate the sources of pollution or reduce their concentration in the soil and in underground waters to a level that is the equal or lower than the concentration levels measured by the risk analysis. The polluter must immediately implement an emergency safety response in case of severe risks. contamination, fire or explosion, and subsequently adopt operating and lasting safety measures to contain the sources of pollution permanently; Article 242 of Legislative Decree 152/2006 provides that, in case of potential pollution, the responsible party must carry out, within 24 hours, all necessary prevention and emergency safety measures and, if values are exceeded, supply competent Authorities with information and prepare a reclamation plan (“characterisation plan”).
Operators should note that SEA contracts include the occurrence of any of the following circumstances as a justified reason for termination: - non-compliance with the above principles/criteria; - failure to notify any ongoing proceedings resulting from violation of environmental laws; - failure to submit any required technical-scientific documents; A. serious non-compliance with environmental laws identified during checks carried out.
SEA also reserves the right to initiate any consequent action for recoupment and damages (including image damages). Specifically, in the case described in section B, SEA, with regard to the proceedings, even if reported, may evaluate at its sole discretion any negative effects (including on its image) and terminate the agreement without the Operator having the right to make any claims.
AIRPORT OPERATIONS– Rev.: AIRPORT REGULATION GENERAL RULES RS/LIN/3.1
LINATE AIRPORT Effective date: Page 4-26 01/12/2016
4.6.2.B Disposal of solid urban waste and special waste
The Operator, at its own expense and responsibility and in compliance with the procedures required by applicable regulations and relieving SEA of any responsibility and consequence, shall provide for the cleaning of the allocated space and for the disposal (as agreed with SEA) of all solid urban and similar waste in the facilities indicated by SEA. If SEA requests it, the Operator shall select and dispose of its urban waste separately in accordance with applicable separate waste collection regulations or with the specifications provided in a specific notice, whether resulting from the cleaning of assigned spaces or from waste on board aircraft (e.g.: collection of newspapers/magazines in aircraft).
The Operator undertakes to refund to SEA, pro-rata for the portion under its responsibility, the charges for solid urban and similar waste removal and for the transport and disposal of said waste by the companies designated by competent Agency. Special waste, as defined in Legislative Decree 152/2006, as amended, must be handled directly by the producing party in accordance with industry regulations; the operator and producer of special waste undertakes to adjust its waste management procedures in accordance with any new provisions or updates to existing ones which should be issued from time to time. Failure to comply with special waste regulations shall constitute a violation of contractual obligations.
4.6.2.C Water protection
SEA guarantees, through its aqueduct, the supply and distribution of high quality water for uses within airport grounds. Each Operator has to pay SEA for its share of water supply and disposal- discharge costs. Based on applicable provisions, and in collaboration with supervisory Authorities, SEA shall carry out a scheduled monitoring programme of primary and effluent waters, and check the underground water table: in light of the growing importance of said basic collective property, saving actions and initiatives shall be taken which all Operators are required to adhere to.
4.6.2.D Quality of the environmental management system
SEA, as Airport Operator, is in charge of environmental management for Linate and Malpensa. Without prejudice to the observance of all legal obligations relating to environmental management and any pollution of the airport site linked to their activities, Operators shall undertake to identify all activities that may have a significant impact on the environment, causing effects such as: territorial pollution, use of water resources, sewage discharge, atmospheric emissions, waste production and management, production and management of toxic, harmful waste, noise, ionising effects and radiation. In all the cases listed above, in agreement with SEA, Operators must determine the maximum acceptable values and reference goals, drawing up operating procedures to minimise ecological damage caused by its activities, for which in any case they may be required to adopt methods consistent with SEA’s general Environmental Management System. A copy of this list of activities and relevant environmental quality indicators, limited to those considered critical from a territorial protection point of view, must be transmitted to SEA.
AIRPORT OPERATIONS– Rev.: AIRPORT REGULATION GENERAL RULES RS/LIN/3.1
LINATE AIRPORT Effective date: Page 4-27 01/12/2016
The Operator must also provide SEA on a periodic basis (at intervals to be determined case by case) with data relating to the critical elements of its environmental management including but not limited to air emission measurements; quantity, quality and type of discharge; quantity and quality and type of waste disposal (normal, special, toxic); management of primary resources. The Operator must also be transparent about its environmental management activities and these aspects shall be subject to checks as agreed case by case. The Operator shall transmit to SEA, together with a copy of the above-mentioned periodic report, a summary of events causing possible or potential pollution and the consequent measures adopted. In case of significant non-conformities in environmental management, reported by customers/users or otherwise, SEA may perform further inspections at any time, without prior notice, and subsequently suggest the most suitable corrective actions; in any case, the case should be reported to the Authorities having jurisdiction on the matter. Non recovery of the environmental protection and respect level, to the above mentioned quality standards, will constitute breach of contract.
4.6.3 Quality of services provided
As Airport Operator, SEA manages directly the aeronautical infrastructure classified as “centralised” as defined in Law Decree no. 18/99. The company is ISO 9001 Quality certified. The Quality system, besides defining how the service supply process is governed and controlled, refers to the Service Charter drafted by SEA and approved by ENAC, to give airport users proof of the service levels SEA undertakes with ENAC to guarantee all Operators. The Service Charter is published yearly and has unlimited circulation. The Quality system is subjected to periodical control certifying maintenance of requirements needed to keep the certification issued to SEA for the airport operating processes it is competent for.
In accordance with the provisions initially provided for in ENAC Circular APT 31, cancelled and subsequently replaced by GEN06, the “Service Charter Management Unit”, was established involving the manager, handlers and airlines under the supervision of ENAC and whose decisions are binding on all airport Operators. The controls will be shared based on the results of the different enquiries; any incongruent results can then be analysed more thoroughly also for what concerns the enquiry techniques used. If there should be any important ‘Non Conformities’, also reported by customers and users, SEA can carry out further control at any time, even without prior notice, and then suggest the best corrective actions.
The measures adopted in the Service Charter are monitored by the “Service Charter Management Team”; summoned and coordinated by ENAC, this multi-member body is formed by all the persons entitled to define, modify and verify the contents of the Service Charter.
On the basis of the Airport Operator’s commitment to ENAC and to all the parties operating in the airport, the different Operators present in the airport as providers of direct or indirect aeronautical services are also required to regulate their activities under a Quality Plan; the purpose of this is to ensure adequate operating stability of the airport as a system, and allow the Airport Operator to conduct overall supervision of the services provided in the relevant airport, as required by law.
On the basis of the above, handlers, commercial operators and carriers commit to meeting the operating standards required by SEA and set out in the Airport Regulations, also through audits of their activities.
AIRPORT OPERATIONS– Rev.: AIRPORT REGULATION GENERAL RULES RS/LIN/3.1
LINATE AIRPORT Effective date: Page 4-28 01/12/2016
The Operator undertakes to guarantee high quality standards, based on the perception of airport clientele. For this, it accepts that its customers be interviewed by a SEA or by a surveying company specifically assigned to do so and results will be duly transmitted to SEA, in order to carry out any Customer Satisfaction surveys that SEA considers opportune.
Non recovery of the quality level, based on the above mentioned standards, will constitute breach of contract.
AIRPORT OPERATIONS– Rev.: AIRPORT REGULATION GENERAL RULES RS/LIN/3.1
LINATE AIRPORT Effective date: Page 4-29 01/12/2016
4.7 Land-side traffic3 The organisation of City-Side traffic at Linate Airport technically has the objective of regulating traffic flows with the establishment of regulated accesses for the different types of users through free or reserved lanes, entrance barriers and/or parking areas and of ensuring improved circulation in terms of safety and security, efficiency, order and fluidity. Regulating access flows and the related controls with automatic devices allow real-time surveillance of the transit of users, Authorities and Operators and their monitoring, discouraging illegality among operators and irregular parking, defining in a precise manner the areas dedicated to each service.
The access control system regulates access of vehicles with different levels of access to the airport, with a maximum period of stay for private users, after which a penalty is applied by the local police. The time, for passenger loading and unloading purposes only, is established in agreement with the competent authorities, ENAC and the local police and is governed by the ENAC Ordinance.
The local police of the City of Milan monitors roads in areas open to the public, directs the traffic and controls and represses phenomena such as abusive transport services and car parks.
To this end it is necessary that all Operators accessing the airport on a professional and continuous basis are in possession of the necessary permits for the activity carried out and reach agreements with SEA governing the activities and use of airport facilities.
Unless otherwise agreed with SEA, Operators cannot place installations outside the assigned spaces. In any case, the activity must be carried out so as not to create hindrance, obstacles or detriment to the normal conduct of activities in the area outside the business/space or decrease the visibility for passengers of adjacent businesses. The Operator must immediately remove unauthorised installations, including those of a temporary nature.
3 References: ENAC Ordinance no. 7/2015, as amended and supplemented.– Regulation of City-Side traffic at Milan Linate Airport. AIRPORT OPERATIONS– Rev.: AIRPORT REGULATION GENERAL RULES RS/LIN/3.1
LINATE AIRPORT Effective date: Page 4-30 01/12/2016
4.8 Airport security
4.8.1 Hand baggage Security
As set out in the National Security Program, passengers and their hand baggage are subject to security controls before accessing the so-called “sterile” areas. Controls are carried out in such a way as to ensure no prohibited articles are introduced into sterile areas and/or on board an aircraft, service quality and compliance with airport operating schedules. All passengers are controlled using fixed and manual metal detectors, X-ray machines, ETDs (Explosive Trace Detectors) and LEDs (Liquid Explosive Detection Systems). In the presence of alarms generated during transit and/or the need to verify the contents of hand baggage, the SEA security control officer, with the consent of the passenger, performs the prescribed manual controls on the person and/or hand baggage. For PRM passengers or those with pace-makers, there is a dedicated channel with manual controls. If after manual inspection the alarm is not resolved or if weapons, weapon parts, explosive/incendiary devices or parts thereof are found, the SEA security control officer calls for the intervention of the Police.
4.8.2 Escorting weapons
In accordance with Law no. 694 of 23 December 1974 on the transport of weapons on board aircraft, and with Ministerial Decree no. 85/99, the Carrier’s obligation to escort weapons or ammunition from and to the aircraft must be performed by personnel qualified as Security Officer, not necessarily employed by the Airport Operator, but in any case belonging to an authorised security company.
Procedure for transportation of firearms and/or ammunition accompanying passengers in arrival, in departure and in transit
In departure Passengers in departure who intend to transport firearms and/or ammunition must go with an appropriate container to the check-in to compile, in triplicate, the appropriate form, which must be countersigned by the check-in clerk. Those forms prepared by Airlines for the same purpose, reproducing the same items, are also suitable. The check-in clerk, on completion of check in, must send the passenger to the Border Police Office on the second floor of the terminal for continuation of operations and at the same time contact a Security Company, in order to send a Special Security Guard (SSG) to ensure a proper escort and custody of the weapon and/or ammunition. Having completed the necessary checks with the State Police, the passenger acquires the transport authorisation visa. Then, the passenger returns to the check-in to finalise check-in of the weapon and/or ammunition to be embarked, where he meets the SSG with whom he goes to Counter 75 (dedicated to "oversized" baggage) to submit it to x-ray control. On completion of this check, the passenger is free to go to the gate for boarding, while the SSG sends the weapon and/or ammunition, by hoist, to the BHS, where another SSG is ready to receive it. This latter SSG goes with the weapon and/or ammunition alongside the relevant flight, taking care to take the shortest route possible. At this point, the ramp personnel stows the weapon in the constant presence of the SSG. To perform this service the SSG may be armed. The SSG ensures that, in the event that the aircraft type has holds communicating with the cabin, the weapons and/or ammunition are placed below the other baggage. AIRPORT OPERATIONS– Rev.: AIRPORT REGULATION GENERAL RULES RS/LIN/3.1
LINATE AIRPORT Effective date: Page 4-31 01/12/2016
Once the stowage operations have been completed, the SSG remains alongside until the doors of the holds are closed and the chocks are removed from the aircraft wheels. In arrival In the case of weapons and/or ammunition in arrival, the airline, sufficiently in advance and in writing, must notify a Security Company which sends an SSG alongside to attend hold door opening operations. Once the holds are accessible, the SSG monitors all baggage unloading operations, until the container with the weapon and/or ammunition is identified, immediately taking charge of the same. The SSG then goes to the Border Police Office, located at Passport Control "International Non- Schengen Flight Arrivals", where he hands over the container with the weapon and/or ammunition, in the same condition in which he collected it. The Police Office, having concluded the document checks under its responsibility, returns the weapon and/or ammunition to its rightful owner. Under no circumstances can the escort activities of the SSG be interrupted, leaving that entrusted to the same unattended. In transit In the event that a weapon is reported accompanying a passenger in transit to another airport, the airline, sufficiently in advance and in writing, must notify a Security Company which sends an SSG alongside to attend entry of the incoming aircraft in the parking area, after which he takes charge of the weapon and takes it alongside the departing aircraft. If the departure of the aircraft is protracted over time (waiting time longer than 2 hours), the SSG delivers the weapon to the Police office and, at the time of departure of the aircraft, picks it up again, takes it alongside and supervises its stowage. In the event of Rush weapons and/or ammunition, the SSG takes charge of and delivers them in the shortest time and with the shortest route possible to the Border Police office, located on the second floor of the terminal building. Should suspicious situations be identified, the SSG must immediately report these to the Border Police. General conditions of acceptance All firearms and/or ammunition must be declared to the airline and the weapons must be unloaded. Firearms and/or ammunition may be accepted for carriage as checked baggage that must be inaccessible to passengers during the flight (unless there is a specific exemption from the Authority). Ammunition must not exceed 5 kg gross weight and must be firmly secured (inside the container bullets must be protected from impact and against the movement so that they cannot accidentally detonate). The outside of the container must bear the wording "AMMUNITION" or "WEAPON". Loose ammunition is not accepted and must not be placed in checked baggage. Exemptions Transport of weapons in the aircraft cabin is allowed only by persons specified by Law 694/74.
Police and Armed Forces representatives travelling with weapons for duty reasons are required to inform the Police at the security checks.
AIRPORT OPERATIONS– Rev.: AIRPORT REGULATION GENERAL RULES RS/LIN/3.1
LINATE AIRPORT Effective date: Page 4-32 01/12/2016
4.8.3 Hold baggage security
4.8.3.A X-RAY 100%
In accordance with EU Regulation no. 300/2008 and EU regulation no. 185/2010 on civil aviation safety, and in line with ENAC’s requests (see Circular no. 420178 of 8 February 2002 and National Safety Programme), as of 1 January 2003 X-ray controls are performed on 100% of hold baggage in the airports operated by the Milan Airport System. in order to prevent the introduction of prohibited articles in security restricted areas and on board aircraft, as provided for by section 5.1.1.1 of the National Security Program. Hold baggage control operations are carried out by Security SEA personnel trained and certified by the ENAC under Chapter 11 of Regulation EU 1998/2015, using equipment that meets the requirements of Chapter 12 of Regulation EU 1998/2015 and of the separate Decision of the European Commission.
Said control is through a multi-level system, organised at 5 decision-making levels. At levels 1 and 2, EDS (Explosive Detection System) x-ray machines are used, at a high hourly treatment rate, carrying out control automatically. At level 2 a visual check is carried out, through appropriate workstations, only on baggage requiring an additional check at level 1. Baggage for which the operator believes that there is still suspicion is sent to level 3 control. At level 3, automatic EDS tomographic machines are used. Baggage that is still suspicious at level 3 is visually examined by an operator (level 4) and, if appropriate, sent on to the final level (level 5), which uses x-ray equipment and trace-detectors, and the baggage is opened in the passenger’s presence; otherwise, Police presence is required and if possible that of a representative of the Carrier involved.
4.8.3.B Reconciliation
For flight security, a passenger-baggage correspondence check is ensured by the Airline, making sure all passengers registered with their hold baggage have actually been embarked. Such correspondence may take place via manual and/or automated procedures. In the event of lack of correspondence, the baggage of the passenger missing on embarkation is identified and unloaded. The Airline may, in addition to the reconciliation procedure, ask passengers to recognise their baggage alongside the aircraft. In this case, the presence of a security officer is envisaged. In the presence of baggage not recognised by passengers present alongside (having checked that it is not rush baggage sent to destination) the baggage is taken to a specific zone for the most appropriate actions to be taken.
SEA has developed the Baggage Reconciliation System (hereinafter “BRS”), whereby passenger baggage is automatically recorded both at the time of loading onto the containers/trailers, at the pier/carousel, and upon being loaded onto the aircraft hold during operations alongside the aircraft. The system consists of a software programme that interfaces with the systems in use at the airport and appropriately manages IATA messages (International Air Transport Association); in turn, this system communicates through databases with handheld devices equipped with scanners, through a wireless network.
The BRS allows real-time tracking of the loading of baggage on board the aircraft and to verify whether the owner of said baggage is on board the airplane through data received from airline DCS systems. AIRPORT OPERATIONS– Rev.: AIRPORT REGULATION GENERAL RULES RS/LIN/3.1
LINATE AIRPORT Effective date: Page 4-33 01/12/2016
Therefore, the BRS meets the requirements set forth in the NSP (National Security Plan) with high levels of reliability and is compliant with hold baggage security regulations in force in Europe, Canada and the United States, which require baggage to be disembarked if the passenger is not on board.
By allowing baggage tracking, the system also improves operational standards as well as baggage embarking/disembarking times. Subject to the obligation to ensure baggage reconciliation, with a view to enabling operators (handlers, security companies) present in the airport to use a hi-tech service with lower margins of error during handling, SEA makes the BRS available to Carriers and handlers that request it, under terms and conditions to be agreed with SEA. Handlers or Carriers that use their own BRS system must ensure that the system is compatible with SEA’s; therefore, any request to this effect shall be submitted in advance to SEA for the necessary assessments. In any case, handlers or Carriers using a BRS shall still ensure the transmission of baggage data according to the methods and under the terms to be set out in a specific agreement with SEA regulating all technical and commercial aspects. The handling agent, security company, or any party in charge of performing baggage-passenger reconciliation on behalf of the Airline using an automated system other than SEA’s BRS shall provide the Airport Operator with data concerning: - baggage loading onto the container; - baggage loading into the hold; - confirmation that unauthorised baggage has been disembarked (pax no show, etc.) With regard to baggage in point 2 above, this should include baggage arrived by hoist and delivery baggage; additionally, the operators must provide the procedures adopted for the management of baggage to be disembarked upon receipt of a BUM message. These data shall be transmitted in real time to the Airport Operator through the protocol indicated by the latter.
Rev.: PASSENGER SERVICES AIRPORT REGULATION RS/LIN/3.1
LINATE AIRPORT Effective date: Page 5-1 01/12/2016
5 PASSENGER SERVICES
5.1 Description of main terminal resources
Check-in desks with baggage Linate check-in desks all have a workstation interfacing with the airline DCS (Departure Control System) and Automated Ticket and Boarding pass (ATB) peripherals to print boarding pass, as well as Bag Tag Printers (BTP). Attachment 5.1.1 includes detailed tables and maps of baggage check-in desks.
Check-in desks for hand baggage only Linate hand baggage only check-in desks all have a Work Station interfacing with the airline DCS (Departure Control System) and ATB peripherals to print boarding passes. Attachment 5.1.2 includes detailed tables of hand baggage only check-in desks in the Terminal.
Arriving passengers transit desks Transit desks all have a Work Station interfacing with the airline DCS (Departure Control System) and ATB peripherals to print boarding passes. Attachment 5.1.3 includes detailed tables of transit desks in the Terminal.
Lost & Found counters Attachment 5.1.4 includes detailed tables of Lost & Found desks in the Terminal.
Information desks Attachment 5.1.5 includes detailed tables of information desks in the Terminal.
Security checks - Body checks Attachment 5.1.6 includes detailed tables of body checks in the Terminal.
Boarding Gates All boarding gates are equipped with workstations interfacing with airline DCS (Departure Control Systems) and ATB peripherals to print boarding passes, automated boarding pass reading through 2D barcode scanners, and DPT to print flight documentation. Attachment 5.1.7 includes detailed tables and maps of gates in the Terminal.
Fingers Attachment 5.1.8 includes detailed tables of fingers in the Terminal and the type of a/c allowed.
Lounges for reduced mobility passengers Attachment 5.1.9 includes the detailed table and plans of the lounges for reduced mobility passengers in the Terminal.
Rev.: PASSENGER SERVICES AIRPORT REGULATION RS/LIN/3.1
LINATE AIRPORT Effective date: Page 5-2 01/12/2016
5.2 Allocation and use of terminal resources
5.2.1 Check-in desks
5.2.1.A Allocation
Allocation is based on transparency and fairness, starting from total demand and guaranteeing respect for minimum service levels established by the Service Charter. Operational allocation to an airport Operator (Airline or its handler) will consider total number of desks, their distribution and equipment present for each desk (workstation, printing peripherals, belts, etc.), limits imposed by security needs (e.g. areas dedicated to “high risk” flights and passenger profiling) and/or by special baggage handling methods (e.g. x-ray baggage control). Based on all these elements, Airport Coordination will draw up a seasonal check-in desk distribution plan, based on traffic scheduled and passenger presence curve in percentage per Airline and time bracket, coherent with contractual and infrastructural conditions in force. Where remaining resources permit it, additional commercial requests will be handled as such by Airport Operator, observing contractual obligations in force. Pre-allocation data is distributed to Operators involved (Handling Agent, Airline, other Operators on request). Airport Coordination confirms, on the day before the operating one, the daily allocation schedule, based on the following: • flight timetable, • variations to scheduled times or flight cancellation, • any critical situations causing delays in leaving allocated desks, • requests for supplementary desks. Airport Coordination supervises desk use by the Airlines or their Handlers. If a change to daily allocation should be needed, due to operating changes such as: • emergency situations (e.g. fog) that could disturb normal activities, • desk saturation Where possible, contractual conditions in force will be considered and limits due to where desks are located. If supplementary desks are granted, written evidence is required. If there are variations, the final allocation is communicated to Operators involved (Handling Agent, passengers, Airlines for flights with specific boarding procedure needs). There must be exchange of information between Airport Coordination and Operators involved on critical or abnormal situations arising from: • specific busy desk situations, • flight cancellation for unforeseeable events, • malfunctioning or breakdown of infrastructures or equipment compromising the desk allocation program.
Rev.: PASSENGER SERVICES AIRPORT REGULATION RS/LIN/3.1
LINATE AIRPORT Effective date: Page 5-3 01/12/2016
5.2.1.B Use
Use of check-in desks must comply with all standards and laws in force. The check-in system used must be able to generate IATA standard bag tags. The tag barcode must preferably be ‘T’ shaped and placed at the end of the tag itself. The check-in desk user must guarantee the desk is left for the next user in the best possible conditions; all unused paper must be removed (tag, sticker, boxes etc.) and the specific rubbish bin used for all paper removed from the tags. Collection of baggage excess payments is a separate activity from passenger check-in. At the request of the Carriers, SEA is willing to allow the installation of POS payment systems, subject to specific agreements with duly authorised airlines or Operators. The foregoing on condition that payment collections are automated and ensure full transparency, traceability and speed, without hindering or compromising check-in operations or flight departure operations in general. The above provisions are intended to safeguard passengers, Carriers, and the image of the airport itself. SEA has signed an exclusive agreement with an advertising concessionaire; the definition of the guidelines regarding advertising is the responsibility of SEA. SEA ensures its willingness to evaluate, agree and - where deemed appropriate - accept all observations of the case in question, particularly where Operators deem that the advertising may be detrimental to or inconsistent with their commercial image.
5.2.2 Gates
5.2.2.A Allocation
Based on the total number of gates, their position and equipment present at each gate, rules attributed for customs and security limits, Airport Coordination draws up a seasonal gate distribution plan, based on scheduled traffic, for both remote gates and those with a loading bridge. Where remaining resources permit it, additional commercial requests will be handled as such by Airport Operator, observing contractual obligations in force. Pre-allocation data is distributed to the Operators involved Airlines and/or Handlers. Scheduling depends logically on stand/finger scheduling. Airport Coordination draws up, on the day before the operating one, a daily allocation plan, based on the following: • scheduled departure times; • number of passengers departing on flights, when available; • variations to scheduled times or flight cancellations; • any critical operating factors that could cause delays in the issuing of gates allocated; • standards or commercial/operating agreements for commitment times and position.
If a change to daily allocation should be needed, due to operating changes such as: • emergency situations (e.g. fog) that could disturb normal activities, • gate saturation (specific or generalised situations of departing flight delays) where possible, contractual conditions in force will be considered and limits due to where gates are located. If there are changes, final allocation is communicated to Operators involved (Handling Agent, passengers, Airlines for flights with special boarding needs: e.g. transits).
Rev.: PASSENGER SERVICES AIRPORT REGULATION RS/LIN/3.1
LINATE AIRPORT Effective date: Page 5-4 01/12/2016
The units coordinating airport activities and Operators must exchange information on critical and problem situations due to: • ground activities, • changes to flight arrival times, • cancellations or diversion communicated during the day, • plant or system malfunctioning or breakdowns that can disturb normal airport operations.
5.2.2.B Use
Use of passenger boarding gates must comply with all standards and laws in force, and particularly minimum and maximum occupation times foreseen per type of flight handled. Boarding gate allocation is displayed through the public information system whose data are supplied by M-AIS. Any specific gate allocation requests for special flights, in daily operations, must be addressed to the Airport Coordination Duty Manager. Boarding gate availability stops 10 minutes after STD or the last ETD known at the time boarding starts; as soon as any additional engagement is known, it must be communicated to the Airport Coordinator who will reserve the right to intervene for the proper overall functioning of boarding operations. Boarding gates must be left empty of materials of any kind after use. Boarding gate opening and closing must be done by the Operator involved using existing systems (personal badge or other).
Rev.: PASSENGER SERVICES AIRPORT REGULATION RS/LIN/3.1
LINATE AIRPORT Effective date: Page 5-5 01/12/2016
5.3 Terminal services
5.3.1 Special assistance
5.3.1.A Reduced mobility passengers1
5.3.1.A.a Foreword
With regard to assistance to disabled and reduced mobility passengers, (hereinafter “PRM”), regulations in force, and more specifically Regulation EU 1107/2006, ECAC document no. 30 and the latest ENAC Circular Gen-02 A of 19.12.2014 on the quality of services provided to people with disabilities and reduced mobility in air transport, so-called “PRM” envisage that the Airport Operator is responsible for providing assistance to such passengers. Linate Sala Amica is available on 02 74853970 and has the following e-mail address: [email protected].
Sala Amica has the responsibility of accompanying PRM starting from 05.00 fours, 365 days a year, until 24.00 hours. During the night, from 24.00 to 05.00 hours, Sala Amica areas remain available to welcome PRM only and exclusively under the responsibility and the physical presence of the Airline through its representative.
The Manager is responsible for the infrastructure, vehicles and tools that contribute to the provision of such service. Operators whose activity is carried out in contact with the travelling public, including passengers with disabilities or reduced mobility, undertake, at their own expense, to subject personnel used to appropriate training in assisting PRM, as specifically mentioned in Regulation (EC) No. 1107/2006 and ENAC Circular GEN 02 A.
To use these services, passengers shall inform the airline when booking and at least 48 hours before departure. The Airline Company will inform Airport Management at least 36 hours’ in advance, so it may arrange for necessary assistance. The types of message to be used to comply with the 36-hour notice period is PAL and CAL sent to SITA addresses MXPKAXH and LINMAXH. A standard format IATA message ([email protected]) will be accepted in the event of emergencies or if the SITA network is down. PAL and CAL format messages are the first choice for notices. For notifying assistance services actually recorded on each flight, PSM messages remain the tool to be used.
1 Referencces: - ECAC/CEAC Doc. 30 Part I, Section 5 and Attachments E, F, J, K, N; EC Regulation 1107/2006 and transposing Legislative Decree no. 24 of 24 February 2009; - ENAC Circular GEN-02 A of 19.12.2014, as amended and supplemented; - UN Convention on the Protection of the rights of persons with disabilities of 13-12-2006; - technical Regulatory Document SEA TÜV IT 005 MS. Rev.: PASSENGER SERVICES AIRPORT REGULATION RS/LIN/3.1
LINATE AIRPORT Effective date: Page 5-6 01/12/2016
5.3.1.A.b Service provision operating procedures
While check-in and gate services remain the responsibility of the Carrier/Handler, PRM services ensure full assistance to departing, arriving and in-transit PRMs. The Carrier must notify the presence of PRM passengers in advance; assistance services that are not notified shall be managed as provided for in the regulations. PRMs included in the assistance service are identified with the following IATA codes:
- Wheelchair ramp (WCHR) (passengers that require a wheelchair for long distances. They can climb up/down the aircraft steps and reach their seat without using the wheelchair.) - Wheelchair steps (WCHS) (passengers that cannot climb up/down the aircraft steps, but can reach their seat on board, albeit with difficulty). - Wheelchair cabin (WCHC) (passengers that are practically immobile and require a wheel chair during embarkation/disembarkation and to reach their seat in the aircraft). - Malati (MEDA): passengers whose mobility is compromised because of medical/clinical problems, that may require oxygen therapy (OXYG) authorised to travel by medical officers; passengers travelling on stretchers (STCR) may be included in this category. - Passengers who are blind and/or deaf (BLND or DEAF). - Disabled Passenger Needing Assistance (DPNA): passengers with mental health problems that do not result in acute mental illness but who, for example, suffer from Down syndrome or Alzheimer's disease at an early stage that leads to disorientation, the elderly in need but who do not need a wheelchair, autistic, illiterate passengers, etc.
The European Regulation does not envisage assistance for unaccompanied minors (UNMR) and for certain types of passengers belonging to the MAAS category: pregnant women, people with language problems (do not speak Italian or English), families with children. The operational aspects of Reduced Mobility Passengers assistance services with are governed by operating instructions/service notices indicated in the quality procedure
The areas designated as “SALA AMICA PICK UP POINTS” are located in: door 1 departures, floor 2 multi-storey car park.
Sala Amica is located on the first floor near the ALITALIA ticket office (check-in area). Linate airport also has lifts with visual and acoustic indications, telephones with Braille keypads and parking spaces for people with reduced mobility with specific sticker.
The assistance service consists of the following stages:
Departing Passengers
- Passengers are met at the car park/air terminal/lounge/check-in desk - They are accompanied and their baggage is taken to the check-in desk - They are accompanied through security checks to the gate 1. They are accompanied to the aircraft
Rev.: PASSENGER SERVICES AIRPORT REGULATION RS/LIN/3.1
LINATE AIRPORT Effective date: Page 5-7 01/12/2016
Passengers who have requested assistance may contact the Sala Amica lounge at the “SALA AMICA PICK UP POINTS”. They will be accompanied from the pick-up point by check-in staff for registration. For registration procedures, reference is made to specific procedures certified by Handlers and time limits indicated by individual Airlines. For registration procedures, reference is made to specific procedures certified by Handlers and time limits indicated by individual Airlines. Staff will then accompany passengers through security and passport controls, until they board the aircraft. If embarkation is by bus (remote boarding), an ambulift is provided for PRMs classified as WCH S and C to take them to the aircraft and to board the aircraft. If a passenger wishes to embark with a guide dog, the airline company, its agent or tour operator must be notified and transport will take place in compliance with any national regulations applicable to the transport of guide dogs on board aircraft. If special medical equipment is also required (a stretcher/oxygen therapy/MEDA), the PRM must observe indications from the Airline Company when booking, to obtain authorisation and have assistance arranged. STRC passengers embark by ambulance (MEDA passengers are priority transported by ambulift) accompanied by specialist staff, subject to the Health Authorities of the Airport Operator being notified.
STRETCHER ASSISTANCE The Carriers are required to report the presence of STCR passengers to Sala Amica with as much advance as possible and in any case at least 24 hours before flight arrival or departure; the following information must be transmitted to [email protected]: - flight/date of the STCR service; - passenger’s name; - passenger’s date of birth; - name of the person accompanying the passenger in the ambulance, if any; - Hospital of origin; - entity name (Red Cross, White Cross, etc.) On the day the assistance service at departure is provided, the Carrier or a representative shall: - inform Sala Amica that a STCR passenger is present and arrange assistance procedures; - inform the authorities concerned (Police, Customs, security) of the passage of a passenger on a stretcher, and arrange for security controls and passport control if applicable; - send a representative (with ID document) to the infirmary to assist passengers and perform the necessary controls; - arrange with Airport Coordination for the Follow-me car to escort the ambulance to the apron; - notify to Sala Amica authorisation to embark the passenger; - accompany the STCR to the stand with follow-me and ambulance
Arriving Passengers
- Passengers are met at the aircraft or in the arrivals hall - They are accompanied to the baggage pick-up point - They are accompanied and their baggage is taken to the car park/taxi rank/bus stop/train station
Rev.: PASSENGER SERVICES AIRPORT REGULATION RS/LIN/3.1
LINATE AIRPORT Effective date: Page 5-8 01/12/2016
An assistant waits for the passenger at the aircraft and accompanies him through passport control to arrivals, to collect baggage and then outside the building. If disembarkation is by bus (remote disembarkation), an ambulift is provided for PRMs classified as WCH S and C to take them from the aircraft to the air terminal.
If special medical equipment is also required (a stretcher/oxygen therapy/MEDA), the Airline is responsible for taking action to ensure suitable assistance for the needs of the PRM. STRC passengers disembark by ambulance (MEDA passengers are priority transported by ambulift) accompanied by specialist staff, subject to the Health Authorities of the Airport Operator being notified. All necessary assistance shall be provided to passengers travelling with a guide dog.
The operational aspects of Reduced Mobility Passengers assistance services with are governed by operating instructions/service notices indicated in the relevant Operator quality procedure.
5.3.1.A.c Service level metrics
As envisaged by ENAC Circular GEN 06 (Guidelines, Paragraph 3), for service level metrics reference is made to compliance with the quality standards laid down in the Airport Operator Service Charter.
For information requests the e-mail address [email protected]; s available; to report service problems, complaints or suggestions concerning the PRM service, the following contacts can be used: - via the website: www.seamilano.eu - Section “Contacts”; - by fax: + 39 02 7485 2047; - by letter: Customer Care SEA Aeroporti di Milano Linate Airport 20090 Segrate (MI).
A Customer Satisfaction questionnaire is available at the Sala Amica lounges and on the website www.seamilano.eu in the section dedicated to reduced mobility passengers.
Rev.: PASSENGER SERVICES AIRPORT REGULATION RS/LIN/3.1
LINATE AIRPORT Effective date: Page 5-9 01/12/2016
5.3.1.B Unaccompanied minors
Arriving, departing and transiting passengers are assisted under the direct responsibility and expense of the Operator they bought their ticket from. In case of assistance to in-transit unaccompanied minors, the applicable regulation is the Recommended Practice 1753 of the IATA Passenger Services Conference Resolutions Manual, which assigns responsibility to the Carrier handing over the minor up to the time of boarding the receiving flight.
The operating procedure for this type of assistance service in the case of responsibility for the minor being handed over from one handler to another is described below:
A. minor debarking from a flight managed by one handler, in transit to a flight of a Carrier managed by another handler - the handler handing over the minor shall accompany him/her to the Sala Amica lounge; - the handler handing over the minor shall coordinate with the receiving handler to see to the minor’s boarding the continuation flight; 1. the handler handing over the minor shall ensure custody of the minor until arrival of the receiving handler’s personnel, and in any case no longer than 15/20 minutes before boarding starts; 2. the receiving handler shall be responsible for the minor’s boarding the aircraft.
B. in-transit minor not yet registered, including baggage claim - the handler handing over the minor shall accompany him/her to collect his/her baggage; - once the baggage is collected, the releasing handler shall coordinate with the receiving handler for check-in on the continuation flight; 1. in case of immediate check-in, the minor shall be accompanied directly to the departing flight check-in desk; 2. the receiving handler shall take charge of the minor at the check-in desk and assist him/her during check-in; 3. if check-in is not immediate, the minor shall be accompanied to the Central Sala Amica lounge by the releasing handler’s personnel; 4. the releasing handler shall ensure custody of the minor at least until 10 minutes prior to the opening of the check-in desk of the receiving handler; 5. the receiving handler shall assist the minor during check-in and boarding.
C. in-transit minor not yet checked in, without baggage claim - the handler handing over the minor shall accompany him/her to the Sala Amica lounge; - the handler handing over the minor shall coordinate with the receiving handler to see to the minor’s boarding the continuation flight; 1. the releasing handler shall ensure custody of the minor at least until 10 minutes prior to the opening of the check-in/transit desk of the receiving handler; 2. the receiving handler shall take charge of the minor at the appropriate Sala Amica lounge and accompany him/her to the check-in/transit desk; 3. the receiving handler shall assist the minor during check-in and boarding.
Timely and mutual information must be exchanged for both types of passengers to ensure effective coordination between the two handlers.
Rev.: PASSENGER SERVICES AIRPORT REGULATION RS/LIN/3.1
LINATE AIRPORT Effective date: Page 5-10 01/12/2016
5.3.2 Health services
5.3.2.A Airport Health Office
The Airport Health Office is the State peripheral body which carries out, in its territorial District, international disease prevention and health policing for air navigation. The structure is specialised in cross-border health, with a series of competences found in the following regulations:
- Air navigation health police Regulations; - International health Regulations.
The office Manager has ordinance powers in compliance with Article 4 of the health police regulations.
5.3.2.B Medical service
The first-aid service, managed by SEA (Health Service - Servizio Sanitario) is guaranteed for the 24 period and has an emergency first-aid unit. The request for medical assistance under the plane for an arriving passenger must be sent by the Flight Captain to the Control Tower which will then transmit it to SEA (Duty Manager); the latter will inform the Doctor on Duty in the SEA Emergency Unit. If the Captain should request, through the control tower, the presence of a doctor on board, the latter will board the plane, before passengers start to disembark. Flight assistants will make sure medical personnel can reach the passenger needing assistance immediately, keeping the corridors free of all obstacles, until the passenger assisted is disembarked.
5.3.2.C Ambulance service
SEA has specific emergency assistance vehicles in the airport, suitably placed and operating 24 hours a day. For any emergency transport need to outside hospitals, the Health Service will call in outside ambulances, calling 118, the national emergency number.
Rev.: PASSENGER SERVICES AIRPORT REGULATION RS/LIN/3.1
LINATE AIRPORT Effective date: Page 5-11 01/12/2016
5.3.3 Public information systems
5.3.3.A Speaker
The information service, available at Linate and Malpensa airports, is through centralised speakers. Requests for announcements to provide adequate information to the public must be made by phone or other means of communication by authorised parties (Airport Coordination, Airlines or Handlers representing them, State Bodies). The staff available makes the announcement, standardised or not, through an audio system, observing foreseen times and methods. Non standard requests, repeated, or requested by unauthorised bodies, must be authorised by the Duty Manager. In foreseen cases, announcements are made in Italian and English; in special cases they can be made in other languages.
5.3.3.B Information desks
Information desk staff provide users with information on flights, using available information tools. They also provide general indications on available airport services, using paper support if necessary.
5.3.3.C Free text messages
In particular situations of altered operational status of the airport, the Airport Coordination Duty Manager intervenes using free text messages on the monitors displaying airport information to the public available in airports and in connected sites. The same information is disseminated through the channels that supply data to the interactive information services provided by airports (Televideo, web pages, etc.).
5.3.3.D General information to passengers
Linate airport has specific passenger information panels, handled by the manager, on: - items that cannot be transported in hand baggage, as per Regulation EU 1998/2015; - passenger rights charter, drafted by the ENAC, guaranteeing quality of services supplied to the user; - service information, including that on health, security or customs measures.
On each check-in desk, passengers can also find the notice specified in art. 14 item I of Community Regulation no. 261/04, foreseeing that the Airline, also through its handler, inform passengers of their rights, in particular on monetary compensation and assistance, if embarking should be refused or the flight cancelled or delayed by at least two hours.
To uniform and make information circulation criteria effective, each request to display additional information must be presented to Airport Coordination, which will assess it together with ENAC, to rationalise display methods.
Rev.: PASSENGER SERVICES AIRPORT REGULATION RS/LIN/3.1
LINATE AIRPORT Effective date: Page 5-12 01/12/2016
5.3.4 Trolleys available to passengers
SEA provides baggage trolleys for passengers at its airports in the departure area (duty free zone) and in the arrival area (near the baggage claim carousels).
TERMS AND CONDITIONS FOR THE USE OF BAGGAGE TROLLEYS
- Baggage trolleys are the property of SEA and, by taking the trolley out of the rack, are provided to passengers for the exclusive purpose of temporary use in the areas open to the public of Linate Airport. - The temporary use of trolleys is only allowed to passengers (hereinafter also referred to as users) departing from or arriving at the airport, exclusively for baggage transport. - After using the trolleys, users are required to place them in any of the racks located within the airport area. - It is expressly prohibited to take trolleys outside the airport area or inside the sterile area. - Any abandoned trolleys in the airport area may only be moved and replaced into the racks by SEA personnel. - The terms and conditions for taking a trolley and the contacts in case of damage or defective operation are displayed on the side of the dispensing machine. - Users are solely responsible for any consequences arising from improper use of the trolleys. - Operators and users and anyone present in the airport are expressly forbidden to: interfere with the management of the service, which is reserved to SEA personnel; take possession of trolleys; use them for purposes other than those mentioned above, or gain undue profit from them. - By taking a trolley, users accept these terms and conditions as an offer made to the public by the provider of the service. - For safety reasons, the area may be monitored to ensure the proper use of the trolleys.
Rev.: PASSENGER SERVICES AIRPORT REGULATION RS/LIN/3.1
LINATE AIRPORT Effective date: Page 5-13 01/12/2016
5.3.5 Items found
5.3.5.A Items found on board an aircraft
For the first twenty days after finding, custody and handling of objects lost on board aircraft is the liability of the specific airline. The airlines must inform Airport Operator and the ENAC of what is done to enable owners of the objects found to get in contact with them and check the presence of their personal lost baggage and get it back again. After these first 20 days have gone by, with relative documents indicating finding date and circumstances, they will be transferred to SEA for the subsequent stages. SEA contacts to be used to organise the transfer of said items are as follows: - tel. 02.74852359; - mail: [email protected].
5.3.5.B Items found in the airport and on airport grounds
SEA will collect and register all items found in the airport and on airport grounds, delivered by Airport Authorities and SEA Security to the collection point on the second floor of the airport (corridor B); the office has the following opening hours: - Monday to Friday 08.00 am – 12.00 pm and 1.00 pm – 4.00 pm, excluding public holidays. The collection point is not open to the public so any items brought to that space by third parties will not be accepted. The items are delivered to the owners or to their delegates at the aforesaid location by appointment.
Lost property may be reported: - online at the website http://www.milanolinate-airport.com/it following the path ->assistenza- clienti ->oggetti smarriti (english: http://www.milanolinate-airport.com/en -> Help Centre-> Lost Property) - by sending a fax to 02.74863018, specifying the item description, the date and place of it was lost, your personal details, along with a telephone contact and possibly an e-mail address.
SEA, or a person designated to act on its behalf, will carry out the preliminary search to identify the owners, handle the reports of passengers and/or users requesting information on these items, arrange with them a method to hand over the property (collection by the owner or a designated person at the SEA office) following the required procedures. SEA will provide a telephone number dedicated to this service to the airport authorities and operators concerned (Police, customs, airlines).
All items for which SEA cannot trace the owner or for which it is not contacted by the owner within 30 days from finding will be kept for the time established by law with no further search for the owner being carried out.
After expiry of the time limits established by law, unclaimed items are sold by public auction; unsold items may be given for charity to a non-profit organisation.
Rev.: PASSENGER SERVICES AIRPORT REGULATION RS/LIN/3.1
LINATE AIRPORT Effective date: Page 5-14 01/12/2016
5.3.6 Shop & Collect Service
Shop&collect is a service that the Airport Operator offers as part of the ViaMilanoProgram initiative and in compliance with customs legislation, through its promotion by Commercial Operators present at the airport.
The service is addressed to originating or transit passengers, with the exception of passengers to a destination outside the EU, and provides the possibility to leave purchases made in airport shops at the Lost & Found Office until their return.
In order to make this opportunity as efficient as possible, the service envisages: - at the time of purchase, subscription by the passenger to the ViaMilanoProgram (if not already a member); - indication of the date and time of the return flight; - issue an appropriate receipt containing all info useful for collection; - collection path clearly identified; - identification of an appropriate area inside Lost & Found dedicated to the Shop&Collect Service (Collection Point desk); - dedicated Customer Care telephone number to contact in case of anomalies/changes.
The service cannot be provided in the case of purchases of perishable goods.
Rev.: BAGGAGE SERVICES AIRPORT REGULATION RS/LIN/3.1
LINATE AIRPORT Effective date: Page 6-1 01/12/2016
6 BAGGAGE SERVICES
6.1 Baggage Handling System (BHS)
Attachments 6.1.1 to 6.1.6 show Baggage Handling System (BHS) data for: - check-in takeaway belts; - outbound baggage piers; - arrival belts and baggage claim carousels; - scanner bridges: the Linate BHS is equipped with scanners that can read 10-digit barcode baggage tags, based on specifications in IATA “resolution 740” (“Passenger Services Conference Resolutions Manual”). - manual coding; - inbound and outbound oversize baggage.
6.2 Allocation and use of BHS resources
6.2.1 Baggage sorting piers
6.2.1.A Allocation
Allocation is based on transparency and fairness, starting from total demand and guaranteeing respect for minimum service levels established by the Service Charter. Based on plant and infrastructure use possibility (e.g. saturation level, connection to desks, presence of x-ray control points), legal limits or special baggage handling requests from the Airline or Transport Ministry (e.g. request for baggage x-ray control), Airport Coordination defines a seasonal program, based on planned traffic, of pre-allocation baggage sorting piers considering any contractual conditions in force on plant and infrastructure use. Scheduling considers check-in desk scheduling. Pier allocation to Operators is based on aircraft size and (palletised/loose). Pre-allocation data is circulated to interested Operators. Airport Coordination defines, the day before operations, a daily schedule based on the following: - scheduled departure times - variations to scheduled times - number of bags departing and transiting on flights, when available - real resource availability (e.g. planned bulk maintenance) - any legal norm variations emerging after the scheduling stage. If there is need for a change to be made during the daily allocation stage, due to operating situation changes, existing contractual conditions will be considered where possible. In the case of variations, changes will be communicated to all internal (e.g. BHS Operators) and external (Airlines or their Handlers) operators involved. Information concerning any critical or abnormal problems must be exchanged between Airport Coordination units and Operators involved deriving from: - any critical operating problems that could cause delays in baggage masses being released - changes to flight times and aircraft types (e.g. palletised or loose) - malfunctioning or breakdowns in infrastructures or instruments that can involve mass allocation programs.
Rev.: BAGGAGE SERVICES AIRPORT REGULATION RS/LIN/3.1
LINATE AIRPORT Effective date: Page 6-2 01/12/2016
6.2.1.B Use
Each Operator must only stay in the baggage collection area for the time strictly needed to carry out the baggage collection activity for each flight, avoiding leaving any trolleys in the area. Any specific requests for special temporary operating needs for an allocation other than the one previously assigned must be addressed to the Airport Coordination Duty Manager. Each Operator must collect the baggage from the piers fast and regularly to avoid their becoming saturated and plant congestion with repercussions on all departing baggage acceptance and sorting operations. Similarly, each Operator shall staff the “pier” (hoist at desk 75) dedicated to the transport of packages that do not meet baggage size requirements (oversize), or which cannot be transported using the automated sorting system (baggage with sharp edges or whose contents could be damaged or could damage the system or whose weight exceeds the limits). In the case of default, to protect the good functioning of baggage sorting operations as a whole, SEA reserves the right to remove the non collected baggage from the piers and send it to other piers, and to take any other action, if necessary up to blocking acceptance operations of the defaulting Operator, informing the Operator itself and the Airline immediately. Pier opening and closing times are established by Airport Coordination (based on flight STD/ETD times) in agreement with Operators. Departing/transit baggage handled before the pier opens is carried out by Airport Coordination in agreement with Operators. If a plant should be functioning badly or out of order/damaged a recovery service will be activated.
6.2.2 Inbound baggage delivery belts
6.2.2.A Allocation
Based on the possibility of using plants and infrastructures (e.g. saturation level), legal limits or special baggage handling requests from Airline or State Bodies (e.g. Customs positioning request) contractual agreements with Airlines, Airport Coordination draws up a seasonal reference plan for arriving baggage delivery positions. This plan is the initial allocation layout for the airport operating system which automatically assigns flights to delivery carousels, based on actual flight arrival time. Positioning of several flights arriving on the same belt is based on aircraft size and type (palletised/loose). Flight distribution on delivery belts is visualised through the airport information system on indicators for users and Operators.
Rev.: BAGGAGE SERVICES AIRPORT REGULATION RS/LIN/3.1
LINATE AIRPORT Effective date: Page 6-3 01/12/2016
6.2.2.B Use
Each Operator can occupy areas next to the delivery belts for the time strictly needed to carry out belt unloading operations, removing trolleys or empty baggage containers straight away. If an Operator should find the area coming up to the belt assigned to it still occupied by the previous user, it must wait its turn in a position that does not block the normal trolley and tractor flow. If trolleys are not removed fast by the Operator who has finished unloading, SEA has the right to have the equipment removed to allow turnover of flights being delivered. If a plant should be functioning badly or out of order/damaged a recovery service will be activated.
6.2.3 Open or damaged baggage
Any open or damaged bags found during handling must be inspected immediately by the handler/Carrier, to assess the damage and check whether the contents have been tampered with. If the baggage should not be seriously damaged, no signs of voluntary tampering have been found and no baggage content has been found to be missing, the baggage will be taped and delivered based on methods used or sent to be embarked, leaving trace of the occurrence in the specific forms. However, if the baggage is seriously damaged and/or something could have been removed, the baggage will be taken to Lost & Found and given back to the passenger along with all the necessary information for the person, if needed, to report the matter to competent authorities if something is found to be missing.
If an open bag is found in the BHS area, the handling company Operator must call Airport Coordination which will send an Operator to the open bag. In the presence of the Airport Coordination Operator, the handling Operator will then close the bag (using tape and/or a sack) to stop any more personal items coming out. The Airport Coordination Operator will then fill in the specific form entering all bag data. Subsequently: - if the bag is at its destination, it has to be taken to the its flight delivery belt; - if it is departing (or in transit) it has to be taken to the TC belt and enter the plant to be security checked. If there is no tag, the AC Operator will enter bag description in the form and it will then be sent to Lost & Found and handled like other tagless bags.
The forms filled in by the AC Operator must be attached to the Duty Manager report.
Rev.: BAGGAGE SERVICES AIRPORT REGULATION RS/LIN/3.1
LINATE AIRPORT Effective date: Page 6-4 01/12/2016
OPEN BAG FORM
Name of AC Operator: Date:
Ten digit bag: Time:
Passenger name: Type: Arriving Departing
Destination: From: Description (if
tagless):
6.2.4 Untagged baggage
Baggage in arrival not collected by passengers from baggage claim belts will be removed: - by the handler if tagged, - by the Manager if not tagged, within two hours of arrival of the corresponding flight. For untagged baggage, the Manager will affix a note with the date, time and belt from which they were taken.
Any untagged baggage found airside must be collected by the first handler finding it; after applying a note indicating the date, time and place where it was found, the baggage must be taken to the Airport Handling Lost&Found service in Terminal 1 (temporary storage area) for the required procedures. Storage in this area is allowed for a period of 120 hours after arrival of the baggage; the procedures to locate and forward the baggage to the recipient shall be performed during this period (by the handler in question if the Carrier is identified) as provided under IATA Resolution no. 743.
Rev.: BAGGAGE SERVICES AIRPORT REGULATION RS/LIN/3.1
LINATE AIRPORT Effective date: Page 6-5 01/12/2016
6.3 Transport of live animals (AVI) accompanying the passenger
6.3.1 Responsibility of dog owners or keepers
Responsibility for the welfare, control and management of the animal always lies with owner who is responsible, both in civil and criminal law, for damage or injury to persons, animals and property caused by the animal itself. This responsibility automatically passes to anyone, for any reason, who agrees to take charge of someone else's dog for the related period. The owner or keeper of the dog must: - put in place all measures to prevent their dogs soiling the airport grounds; - also take appropriate action to prevent any damage to infrastructure.
6.3.2 Introduction of dogs in airport grounds
The airport infrastructure and the airport area are subject to the jurisdiction of ENAC - Lombardy Airport Division. The introduction of animals in the sterile area is only permitted for dogs accompanying passengers embarking/disembarking from aircraft.
Passengers must ensure they have the appropriate systems envisaged by the airline for the air transport of animals. Excluded from this provision are: • police dogs; • guide dogs; • dogs engaged in rescue operations or in aid of specific activities of public interest.
6.3.3 Supervision
No dog may be left free without a leash inside the airport infrastructure and the airport area subject to the jurisdiction of ENAC - Lombardy Airport Division. For the prevention of damage, injury to persons, property and/or animals, dog owners or keepers must take the following precautions: - always use a leash not exceeding 1.50 m when accompanying the animal in a place open to the public; - have a rigid or soft muzzle to apply to the dog in case of risk to the safety of persons, animals or at the request of the Police Authority operating inside the airport; 1. carry, for immediate verification, documentation certifying registration in the canine or import/export, register depending on the country of origin, as well as the veterinary booklet attesting proper vaccination.
Rev.: BAGGAGE SERVICES AIRPORT REGULATION RS/LIN/3.1
LINATE AIRPORT Effective date: Page 6-6 01/12/2016
6.3.4 Additional preventive measures
The dog owner or keeper must apply a muzzle to the animal during check-in operations, security checks and boarding, unless the dog is transported in specific containers provided by the airline. It is pointed out that the containers must meet the criteria established by the International Airline Organization (IATA - International Air Transport Association). In addition, verification of proper closing of the container is the responsibility of the owner or keeper of the animal. Airport operators assigned to check-in and embarkation/disembarkation operations must ensure they correctly apply the procedures established by the competent handler and in the airline GOM. The muzzle must also be applied to the dog whenever the same comes into contact with or is in close proximity to people. The muzzle must also be applied at the request of police officers at the airport. It is also the responsibility of the Airport Operator to affix public information signs in airport areas.
6.3.5 Escape prevention
During transportation and loading/unloading of live animals it is extremely important to ensure that the animal cannot escape. The escape of an animal in the cargo hold can have serious consequences and endanger the safety of the flight; escape during ground transport may impair airport operations causing temporary closure.
For the transport of cages containing live animals, a specific and suitably equipped cart must always be used.
Back-up procedure in case of unavailability of the animal transport cart If the specific animal transport cart is not immediately available, the following must be complied with: • the animals must be placed on open carts with waterproof sheet; • only the AVI container(s) must be placed on the cart, no other loads must be placed along with the AVI containers; • the AVI containers must be spaced to ensure ventilation for the animals; • the AVI container must be anchored to the cart to avoid moving or falling during transport using rope; • when possible, the AVI container must be tied to prevent accidental opening of the door during transportation.
6.3.6 Precautions to be observed during AVI loading/unloading
In departure, transport of AVIs must be coordinated so that the container arrives alongside and is loaded without undue delay, respecting the estimated time of departure, avoiding unnecessary exposure to noise, extreme temperatures, bad weather conditions or conditions such as to affect the well-being of the animal. In arrival, live animals must be unloaded and delivered with the highest priority.
CARGO AND MAIL Rev.: AIRPORT REGULATION SERVICES RS/LIN/3.1
LINATE AIRPORT Effective date: Page 7-1 01/12/2016
7 CARGO AND MAIL SERVICES
7.1 Security aspects
Cargo and mail support activities are subject to the provisions of the National Security Program, with specific reference to Chapter 6. Each Operator is therefore required to comply with the aforementioned regulations. The infrastructures and facilities made available by the Manager are compliant with regard to the aspects under its responsibility, as verified and established in the appropriate documents (CSA).
7.2 Interfacing between ramp and cargo handlers – Standards and operating process
7.2.1 Purpose To define the procedures and standards that need to be met by all parties operating within the scope of Linate cargo activities, for the following processes: - delivery of incoming and in-transit cargo and mail and of the relevant documents at the interfacing point between cargo warehouses and aircraft apron; - collection of outgoing cargo and mail and of the relevant documents from the interfacing point between cargo warehouses and aircraft apron; - management of rolling material (carts and dollies) owned by aircraft handlers and used for transport between aircraft and cargo warehouses; - management of the gate between the sterile area and the regulated area.
7.2.2 Scope
This provision regulates the activities of all cargo handlers, and of all handlers who transport cargo on the apron (aircraft handlers), for all collection and delivery activities in connection with incoming and outgoing cargo, mail and documents to be transferred between cargo warehouses and aircraft at Linate Airport. The procedure is applicable in the cases where the Operator in charge of the transport (aircraft handler) is different from the party who handles goods in the warehouse (cargo handler). The provisions of this procedure form an integral part of the Linate Airport Regulations and incorporate both the compliance obligations as well as the envisaged control criteria and procedures.
7.2.3 Processes, standards and operating responsibilities
7.2.3.A Incoming cargo and related documents
7.2.3.A.a Reference elements for the delivery of incoming cargo
Delivery of incoming cargo to the cargo handler must be completed by the aircraft handler for the entire flight for which the transport is carried out, within the time frames shown below:
CARGO AND MAIL Rev.: AIRPORT REGULATION SERVICES RS/LIN/3.1
LINATE AIRPORT Effective date: Page 7-2 01/12/2016
CODE PARAMETER DESCRIPTION VALUE APPLICABLE REFERENCE TO PASSENGER EVENT FLIGHTS MI01 Time required for cargo delivery GENERAL CARGO: ATA – Actual by the Aircraft handler to the ATA + 60 minutes Time of Arrival Cargo handler (interfacing point) URGENT GOODS(*): ATA + 30 minutes (*) Urgent Goods: Live animals, Perishable goods and Corpses and Radioactive materials. For express cargo this treatment may be ensured if a specific agreement exists between the aircraft handler and the Carrier
The time frames shown above are applicable to flights with a delay at arrival of less than 30 minutes after the scheduled time, and must be met by aircraft handlers in at least 95% of the cases (with the exception of delays not falling under the responsibility of the latter).
Delivery must take place within the cargo handler’s spaces located inside the area assigned to the latter, and carts containing loose cargo or mail must be marked with a sign indicating the relevant flight and date. For the purposes of cargo delivery process management, the cargo handler shall identify a location adequately staffed by its personnel (interfacing point), who shall be responsible for managing the processes described below.
7.2.3.A.b Recording of incoming cargo delivery process
To certify delivery, the aircraft handler shall provide and complete a specific form for each of the flights involved in the transport, indicating: - flight - date - origin - actual time of arrival (ATA) - details of units of goods to be delivered (cartloads, pallets, containers etc.) Upon delivering the cargo, the form shall be handed over to the cargo handler, who shall affix the time stamp and the signature of the person responsible for interfacing with the aircraft handler. The same form must be signed also by the person in charge of the transport, who will keep a copy and leave the original to the cargo handler.
For flights with a high number of ULD or the simultaneous presence of general cargo and urgent goods, the transport may generate multiple deliveries by the aircraft handler, the last one of which must in any case be made within the indicated time frame. In this case the form must be delivered to the cargo handler’s employee by the person in charge of the first delivery. The cargo handler’s employee shall certify the first delivery by affixing the time stamp and recording in the appropriate box the amounts delivered at each trip (the first one and the following ones). When the last delivery is made, the time stamp shall be affixed on the form, followed by the signatures of the individuals who made and collected the last delivery.
The paper delivery form may be managed or replaced by computer-based procedures aimed at enabling the electronic management of delivery data. In any case, the information content must be at least equivalent to that of the paper document.
CARGO AND MAIL Rev.: AIRPORT REGULATION SERVICES RS/LIN/3.1
LINATE AIRPORT Effective date: Page 7-3 01/12/2016
7.2.3.A.c Identification of irregularities in incoming loads and responsibilities for their management
Upon taking charge of the goods, it is the cargo handler’s responsibility to check them against the information in the delivery form and to visually inspect them, noting any reserves or anomalies in the appropriate space in the form (or in the electronic database, if a computerized procedure is used). No claims for anomalies found in the transported load at the time of delivery may be made against the aircraft handler if such anomalies were not duly recorded. In addition, in order to ensure proper management of Airline material used to transport goods, the Cargo handler must promptly report to the Airline in question any visually identifiable anomalies on incoming containers delivered by the aircraft handler.
7.2.3.B Outgoing cargo and related documents
7.2.3.B.a Completion of the cargo to be loaded and information for the aircraft weight balancing
Once cargo loading is completed, the Cargo handler shall communicate all data relating to the cargo to be loaded to the entity in charge of the loading layout and aircraft weight balancing, according to the following time frames and methods:
To the Operator To the Airline or its representative in charge of weight & balance Data to be Final Distribution Determined according to direct transmitted and summary agreements between the Carrier and its (UWS) handler Method of Fax/email or SITA Determined according to direct transmission message agreements between the Carrier and its handler Time frame PAX NB flights Standard airport times, to be modified STD-60 minutes according to agreements between the Carriers and the Operator in charge of Weight and Balance. The Carrier shall inform the cargo handler of such agreements
The cargo handler is responsible for the correctness of the data sent and their consistency with the prepared loads. The Operator in charge of Weight and Balance must promptly inform the cargo handler of any problems preventing the correct balance of the aircraft on the basis of the transmitted data. If the cargo handler is unable to meet the data transmission time frame (even for reasons attributable to third parties, such as delayed delivery of goods to the warehouse), it shall promptly inform the Weight and Balance Operator by telephone. The same applies for flights not included in the list of scheduled flights (or flights expected to have no cargo).
CARGO AND MAIL Rev.: AIRPORT REGULATION SERVICES RS/LIN/3.1
LINATE AIRPORT Effective date: Page 7-4 01/12/2016
7.2.3.B.b “In line” availability and collection of outgoing cargo and mail
Outgoing cargo must be prepared by the cargo handler according to the time frame shown below, and must be placed onto dollies or carts, properly loaded and packaged (nets, straps etc., in accordance with each Airline’s prescriptions) and ready to be transported. In particular, with the exception of the cases described below, at the time of exiting the cargo handler’s spaces, the carts used for loose goods containing “general cargo” and/or mail must be completely free of plastic sheets/stretch film not belonging to the cart structure. Whenever these items have been used to protect the cargo before transport, they must be removed by the cargo handler before collection. Cargo protection on carts may be allowed: - if expressly requested by the aircraft handler; - in case of adverse weather conditions, if the carts are not equipped with adequate cargo protection devices; - in the presence of oversize loads exceeding the size of the carts, and/or of hazardous materials or live animals, whose accidental fall off the cart may constitute a source of danger.
In all these cases the use of stretch film is not allowed, and the cargo must be protected using polyethylene sheets secured with adhesive tape.. The aircraft handler shall be responsible for removing the protections before cargo embarkation, and for disposing of the material avoiding the generation of FOD.
If more than one cart/dolly is used for the same flight, the vehicles must be attached to each other taking care not to exceed trailer length limits set by applicable regulations, and to observe compatibility between the structural characteristics of rolling materials. Any trains of carts that do not meet these requirements shall not be collected by the aircraft handler until the cargo handler corrects them in compliance with these restrictions. Each transport unit (cart or ULD) shall be marked with a sign indicating at least the following data: - flight code (Carrier and flight number) and date of departure - list of shipments contained in the cart, container or pallet.
Carts containing outgoing cargo must be positioned as close as possible to the interfacing point. Carts containing outgoing cargo must be made available for collection in accordance with the above prescriptions and the following time frames:
CODE PARAMETER DESCRIPTION VALUE APPLICABLE REFERENCE TO PASSENGER EVENT FLIGHTS ME01 Time required for outgoing GENERAL CARGO: STD – Scheduled cargo to be available for STD – 40 minutes time of departure collection by the aircraft URGENT GOODS(**): handler STD – 30 minutes (*) With the exception of special flights carrying exceptionally large cargo (**) Urgent goods: Live animals and Corpses and Radioactive materials. For express cargo and/or perishable goods, this treatment may be ensured if a specific agreement exists between the aircraft handler and the Carrier
For flights with a high number of ULD or the simultaneous presence of general cargo and urgent goods, the aircraft handler may perform multiple collections, which must be completed in time for correct loading of the aircraft.
CARGO AND MAIL Rev.: AIRPORT REGULATION SERVICES RS/LIN/3.1
LINATE AIRPORT Effective date: Page 7-5 01/12/2016
Under no circumstances may the aircraft handler demand cargo availability in greater advance of flight departure than indicated in the table above. In case of cargo unavailability within the prescribed time, due to delays by the cargo handler in preparing the goods, the latter shall promptly inform the aircraft handler in writing and as far in advance as possible to agree on a new collection time frame. In the absence of such notice, if the cargo is not available at the set time, the aircraft handler shall collect it later, compatibly with its own availability of resources, informing the relevant Carrier of the inconvenience. In case of delayed collection by the aircraft handler of goods prepared for embarkation within the time specified above (including in cases where one or more collections involving the same flight are delayed), the cargo handler shall not be held responsible for failure to meet the departure times of the aircraft affected by the delayed cargo transport. For the purpose of certifying the time of reporting of the aircraft handler to the interfacing point with the cargo handler and of goods collection, reference shall be made to the time stamps on the collection forms signed by the handlers.
At the time of cargo collection by the aircraft handler, cargo handler personnel staffing the interfacing point shall indicate to the person in charge of the transport the location of all the carts containing the cargo to be loaded onto the relevant flight and the total number of carts to be collected. In case of unforeseen difficulties, cargo handler personnel shall cooperate with the driver of the collecting vehicles to attach the carts to the tractor and manoeuvre them, if required. The aircraft handler is responsible for cargo integrity and safety from the time the transport starts. Therefore, the person in charge of the transport shall make sure that loose goods are correctly loaded onto the carts, the ULDs are properly positioned on the dollies, and that the rolling material used for the transfer is suitable for this purpose.
7.2.3.B.c Special cargo transport services
Certain types of cargo require special treatment during transport to the aircraft, in order to ensure maintenance of the goods’ safety characteristics and/or protect shipment contents. The cargo handler shall be responsible for reporting to the aircraft handler the presence of this type of cargo, in accordance with the envisaged timing.
For radioactive goods, in order to avoid potential accidents and contamination harmful to people and the environment, the procedures set forth in these Regulations must be strictly observed.
7.2.3.B.d Recording of the outgoing cargo collection process
To certify delivery of outgoing cargo to the aircraft handler, shall provide and complete a specific form for each of the flights involved in the transport. The form shall indicate: - flight - date - destination - scheduled departure time (STD, to be updated in case of rescheduling of flight departure time) - details of cargo to be collected (loose goods carts, pallets, containers etc.)
At the time the cargo exits the aircraft handler’s space, a time stamp shall be affixed on the form and the latter shall be signed by both handlers.
CARGO AND MAIL Rev.: AIRPORT REGULATION SERVICES RS/LIN/3.1
LINATE AIRPORT Effective date: Page 7-6 01/12/2016
The original form shall be handed over to the person in charge of transport, and a copy shall be left with the cargo handler. If more than one collection is performed for the same flight, the cargo handler’s employee shall certify the first collection by affixing the time stamp and subsequently recording in the appropriate box the amounts delivered at each trip (the first one and the following ones). When the last collection is made, the time stamp shall be affixed on the form, followed by the signatures of the individuals who released the last collection. The paper delivery form may be managed or replaced by computer-based procedures aimed at enabling the electronic management of delivery data. In any case, the information content must be at least equivalent to that of the paper document.
7.2.3.B.e Identification of irregularities in outgoing loads and responsibilities for their management
Upon taking charge of the goods, it is the aircraft handler’s responsibility to check them against the information in the delivery form with respect to the number and type of carts to be collected. The aircraft handler is also required to verify whether the vehicles (dollies and carts) on which the cargo is loaded are suitable for transport and are not affected by anomalies that may compromise their proper use. Otherwise, the aircraft handler may request, as a prerequisite for collection, the repositioning of the cargo onto other suitable equipment. Any delays caused by these operations shall be charged to the cargo handler. On the other hand, no claims for anomalies found in the transported load and on the carts at the time of delivery may be made against the cargo handler if such anomalies were not duly recorded. In addition, in order to ensure proper management of Airline material used to transport goods, the aircraft handler must promptly report to the Airline in question any visually identifiable damage to departing containers prepared by the aircraft handler. In the event that the damage identified is such as to preclude putting the container on the aircraft in accordance with the necessary safety requirements, the aircraft handler must also ask the cargo handler to promptly prepare a suitable container, transferring the contents of the damaged one,, also in this case immediately informing the airline.
7.2.3.B.f Restorage of non-embarked cargo
The aircraft handler assigned to the relevant flight shall be responsible for transporting any non- embarked cargo and mail to the cargo handler’s warehouse and to notify the latter in writing of the reasons for non-embarkation. Delivery of non-embarked cargo shall be notified to cargo handler personnel staffing the interfacing point by communicating the event and returning the form used for collection, which shall be completed in the dedicated section (“Non-embarked cargo”). A time stamp certifying the time of return shall then be affixed on both copies of the form, which shall be signed by the aircraft handler’s and the cargo handler’s employees. The cargo handler’s employee shall only do this after checking the cargo or mail against the return document and inspecting the external physical conditions of the returned cargo. Any irregularities (e.g. damage or tampering) found during such inspection shall be recorded in the form before the two employees sign it. The cargo/mail shall be returned as soon as possible after occurrence of the event that caused its non-embarkation.
CARGO AND MAIL Rev.: AIRPORT REGULATION SERVICES RS/LIN/3.1
LINATE AIRPORT Effective date: Page 7-7 01/12/2016
7.2.3.C Management of rolling material used for cargo transport between warehouses and aircraft
7.2.3.C.a Availability of cargo transport equipment
The availability of dollies and cargo carts must be requested by cargo handlers to the aircraft handlers for the flights under their respective responsibility. For this purpose, each cargo handler shall send the following to each aircraft handler concerned (by fax or email): - at 20:00 hours: a request stating the expected use of equipment, including all expected needs for flights scheduled in the next 12 hours; - at 08:00 hours: a request stating the expected use of equipment, including all expected needs for flights scheduled in the next 12 hours.
The requests should be drawn up on the basis of equipment that is actually necessary to prepare outgoing cargo, and shall take into account the quantity of equipment already present at the handler’s warehouses, which shall become available after the processing of imported goods.
The delivery times for the requested equipment shall allow the cargo handler to prepare cargo for departing flights in adequate advance, so as to be able to perform all the necessary checks and controls. Equipment delivery shall take place in accordance with the following indicators:
CODE PARAMETER DESCRIPTION VALUE REFERENCE EVENT APPLICABLE TO PASSENGER FLIGHTS MA01 Delivery of empty equipment to At least 2 hours Time required for the cargo handler for prior to outgoing cargo to be preparation of outgoing cargo placement in available for collection by line the aircraft handler (placement in line)
Any shortage of equipment previously requested as described above or delay in its delivery must be reported in writing (via telex, fax or email), to the Carrier involved and to the relevant aircraft handler; if non-performance persists, the notice shall be repeated after one hour. If the aircraft handler fails to deliver the equipment in time for cargo preparation in accordance with the indicators shown above, the cargo handler may be held responsible for non-embarkation or delayed departure of the aircraft.
Each cargo handler may require a number of pieces of equipment not exceeding the amount needed for flights departing foreseen over the course of planning period, taking into account the time limit, which must be complied with for delivery of the equipment made available, as a result of processing flights in import.
CARGO AND MAIL Rev.: AIRPORT REGULATION SERVICES RS/LIN/3.1
LINATE AIRPORT Effective date: Page 7-8 01/12/2016
7.2.3.C.b Prescriptions for the use of cargo transport equipment
Under no circumstances shall transport equipment be used as tools for the storage of goods pending processing. As only correct turnover time allows the avoidance of critical issues with respect to the number of carts of all types in possession of aircraft handlers, cargo handlers shall: - use carts with outgoing cargo for the minimum time required for the correct placement in line of cargo within the required time limits; - promptly remove incoming cargo from the carts and transfer it to suitable areas (roller tables, mechanized system or similar systems), operating at all times in accordance with IATA regulations and workplace safety laws. It should be noted that, in any case, incoming loose or palletized cargo may not remain on a cart for longer than 4 hours after delivery to the cargo handler.
During the preparation of cargo for a specific flight, cargo handlers may not use the equipment of an aircraft handler different from the one that serves that flight, unless otherwise agreed between the parties (also on a temporary basis), and such agreements shall be notified in writing by the owner of the requested equipment to the cargo handler concerned. In case of failure to comply with this prescription, the aircraft handlers may request the cargo handler to release its equipment used for non-client Airlines immediately, and the cargo handler shall be obliged to fulfil the request promptly.
The equipment shall be handled by the cargo handler with great care and attention, avoiding impacts, collisions and other improper operations or uses which may damage them or compromise their operation, with potential loss of critical safety requirements.
Specifically, the following is strictly prohibited: - handling equipment (even if empty) by lifting all or part of them (on a single axis) using a lift truck. Lifting causes damage to the vehicles’ mechanical parts and compromises their operation; - using equipment not suitable for transport due to visible previous (one or two wheels missing, damaged drawbar, missing clamps for blocking the ULDs, etc.)
The cargo handler shall separate defective from properly operating equipment by placing it in an appropriately identified area under its control, pending collection by aircraft handler technicians. Any damage to the equipment must in any case be reported in writing by the cargo handler to the aircraft handler as soon as discovered or, as provided in the previous sections of this provision, at the time of entering the handler’s spaces. Any damage the time the carts are in the areas of the cargo handler will be charged to the latter (with obligation of reimbursement of repair costs) except in cases where it is established that the same are due to obvious natural wear and tear of the vehicle.
CARGO AND MAIL Rev.: AIRPORT REGULATION SERVICES RS/LIN/3.1
LINATE AIRPORT Effective date: Page 7-9 01/12/2016
7.2.3.D Apron access gate management
In the Linate airport cargo area there is only one gate that allows the passage of goods and authorised personnel between the sterile area and the regulated area (where the warehouses of the cargo handlers are situated) which is used for delivery and collection of arriving and departing cargo managed by all the Operators concerned. According to the current regulations issued ENAC: - this gate must be continually manned for the entire period of flight operations (agreed between the aircraft handlers and cargo handlers) transporting cargo, by a Security Guard who has the task of carrying out the required security checks; - the responsibility for management and manning this gate lies with the cargo handlers operating in the cargo warehouses.
It is the responsibility of said personnel to control, open and close the gate according to the agreed timetable, continuously manning the gate without interruption for the entire period of time defined as operating hours, taking care not to jeopardise the activities of each of the operators concerned and ensuring continuity of service. Any shortcomings in this respect must be promptly reported to the Manager by the Operator affected by the problem. The Manager, in turn, will report them to the handler concerned.
CARGO AND MAIL Rev.: AIRPORT REGULATION SERVICES RS/LIN/3.1
LINATE AIRPORT Effective date: Page 7-10 01/12/2016
7.3 Handling radioactive cargo1
7.3.1 Access security requirements
Operators handling radioactive cargo in transit at the airport and who keep it temporarily during transport, must: a) be in possession of an authorization pursuant to Legislative Decree 230/95 as amended and supplemented; b) operate, for the part under their responsibility, in compliance with the "operating procedures for handling and temporary storage of radioactive cargo in transit at Linate airport", in Sections 1 and 2 of this chapter. SEA, the Airport Operator (already the holder of a Clearance Authorization obtained pursuant to Article 93 of Presidential Decree 185/64 previously in force), in line with that stated in the application for conversion of said Clearance in a category "A" authorisation in accordance with Article 28 of Legislative Decree 230/95, guarantees, according to the operating procedures defined in section 3 of this chapter, the following operations with its own qualified and properly equipped personnel: • prior instrumental control on the emissions of all radioactive packages entering the airport; • management of any emergencies related to the handling of radioactive packages in transit at the airport; this to protect all Operators and to safeguard the airport standards at all times and regardless of the handler Operator involved.
Therefore, all handlers (ramp or cargo), operating within the process of handling radioactive packages in transit at the airport, must liaise with the Manager in order to: 1. verify the existence of the necessary requirements for carrying out the activities in question; 2. verify adoption, to the extent applicable, of the procedures referred to in point b), also for correct management of the interface with the other handlers and with the Airport Operator.
In the absence of that provided for in point 1, the Manager will extend its authorisation coverage to the handler in question by entering into a specific contractual agreement that envisages,
1 References: - Navigation Code; - ICAO Convention and documents; - SEA/CAA agreement dated 04.09.2001 for the management and development of Linate and Malpensa airports; - ENAC Airport Construction and Management Regulations - Legislative Decree No. 250 of 25-7-1997 establishing the Ente Nazionale per l’Aviazione Civile (ENAC); - Legislative Decree 230/95, as amended and supplemented; - Consolidated Code on Safety – Legislative Decree 81/08, as amended and supplemented; - Ministry of Transport Circular of 3 December 1992, as amended; - IATA Dangerous Goods Regulations CARGO AND MAIL Rev.: AIRPORT REGULATION SERVICES RS/LIN/3.1
LINATE AIRPORT Effective date: Page 7-11 01/12/2016
among other things, mandatory adoption by the handler of all radiation protection requirements for which the Manager is guarantor.
7.3.2 General notes This procedure, in order to facilitate its use by the various parties concerned, consists of 3 mutually consistent sections, which define and regulate the operational procedures that must be implemented and complied with in handling and temporary storage of radioactive cargo packages during transportation at Linate airport. In particular: section 1 – RAMP HANDLERS: operations on aircraft aprons In this section, the operating procedures with which ramp handlers must carry out radioactive package management activities are defined and regulated: - in arrival (handling and transfer from the aircraft hold to cargo warehouses); - in departure (transfer and handling from cargo warehouses to aircraft hold). section 2 – CARGO HANDLER: operation in cargo warehouses In this part, the operating procedures with which cargo handlers must carry out radioactive package management activities are defined and regulated: - in arrival with aircraft (acceptance by the ramp handler, transfer to temporary storage and/or delivery to the receiving freight forwarder); - in arrival by motor vehicle (acceptance by the freight forwarder, transfer to temporary storage and/or delivery to the ramp handler); - temporary storage premises management. section 3 – AIRPORT OPERATOR: prior control operations and emergencies management In this part the operating procedures with which the Airport Operator (SEA) verifies prior safety and manages environmental emergencies are defined and regulated, in support of the operating activities performed by handlers in handling radioactive packages, through: - prior instrumental control on the emissions of radioactive packages entering the airport - management of all possible environmental pre-emergency and emergency situations related to radioactive substances, in airport areas in which loading, unloading, handling, transport and temporary storage activities are carried out, also by handling companies.
CARGO AND MAIL Rev.: AIRPORT REGULATION SERVICES RS/LIN/3.1
LINATE AIRPORT Effective date: Page 7-12 01/12/2016
7.3.3 Purpose
Define and harmonize the operational standards of all parties involved in the management of packages containing radioactive substances in transit at Linate airport, in order to: • organise a single coordinated system of reference for all those involved in the various segments of the process of transit of radioactive packages at the airport, which is compliant with the managerial and procedural model outlined by SEA to competent ministerial bodies within the scope of the procedures for issue of the category "A" authorisation, pursuant to art. 28 of Legislative Decree 230/95, as amended; • render accountable and safeguard, through the most suitable measures (e.g.: labels certifying emission control - verification forms which certify transfer of radioactive packages between the various Handlers), all parties involved in the process and their Operators; • ensure a high level of safety during handling and storage of radioactive packages, in order to maximise protection of Operators, airport users and the environment.
7.3.4 Definitions
Packages containing radioactive substances The definition does not include so-called "exempts", provided that they meet the requirements contained in the I.C.A.O. doc. “9284-an905 technical instructions for the safe transport of dangerous goods by air”. In fact, "exempt" packages contain a minimum quantity of radioactive material and have no emissions outside of the container; for this category, therefore, the provisions concerning the instrumental prior controls on emissions of radioactive packages entering the airport do not apply; while the procedures related to pre-emergency and emergency situations are applied to all types of radioactive packages, including those "exempt".
Authorised airline Airline which, with adequate requirements, has regular permission to transport radioactive material, in compliance with national and I.A.T.A. regulations, issued by ENAC.
RRR Inter-runway trolley Trolley for transporting loose packages of radioactive goods between the Cargo Warehouse and aircraft and vice versa, with: - adequate cargo containment supports on all four sides; - a cover, also of the mobile type, for protection from rain; - identification wording "RRR".
Parking area for RRR inter-runway trolleys Area the empty RRR inter-runway trolleys are parked on.
L/U team Ramp handler staff responsible for loading and unloading cargo from the aircraft hold.
L/U operations manager Ramp handler staff responsible for aircraft loading and unloading operations, controlling that security regulations are enforced.
CARGO AND MAIL Rev.: AIRPORT REGULATION SERVICES RS/LIN/3.1
LINATE AIRPORT Effective date: Page 7-13 01/12/2016
Cargo Handlers Cargo handler staff responsible for handling cargo in the temporary storage warehouses and annexed premises for temporary storage radioactive packages.
Cargo operations manager Cargo handler staff responsible for receiving and handling goods, controlling that security measures are enforced.
Temporary storage premises These are two specific brick-built stores: - one situated near the Import Cargo Warehouse used for temporary storage of packages containing radioactive substances arriving from aircraft and waiting to be collected by the shipping agent; - the other situated near the Export Cargo Warehouse used for temporary storage of packages containing radioactive substances waiting to be loaded on aircraft.
Security and Invigilation Service Officer (SIS Off.) Staff duly trained and authorised to carry out, aided by specific tools (Geiger counter), measurement of radiation released by packages in standard situations.
Security and Invigilation Manager (S.I.M.) Duly trained person authorised to carry out, aided by specific tools (Geiger counters and ionisation chambers), measurement of radiation released by packages containing radioactive substances both in standard and pre-emergency situations; also in charge of filling the releasing letter when pre-emergency cases do not become emergency ones.
Security and Invigilation Service Operating Room (Operating Room) The room where the Airport Operator’s security control and coordination activity take place, staffed on a 24/7 basis, responsible for: - receiving reports regarding the entry of radioactive packages at Linate airport and activating the SIS Off. responsible for controls; - receiving reports of pre-emergency and emergency situations and activating the entities and staff in charge of their management; - supporting the SIM in managing communications and anything else required, during the pre- emergency and emergency phases.
Specialised Company Company (and relative employees) authorised to manage, following the instructions of the Qualified Expert, removal and disposal of damaged radioactive packages and any decontamination of areas involved.
Qualified Expert Person in possession of specific technical requirements provided for by Legislative Decree 230/1995, as amended and supplemented, who, assigned by SEA for Linate airport, is responsible for: - assisting the SIM in managing pre-emergency situations in the manner specified in this procedure; - managing, by direct intervention, emergency situations in the manner specified in this procedure; - coordinating, under his own responsibility, the work of the Specialised Company; - preparing the release report at the end of the emergency phase; - preparing and delivering the most appropriate training content for staff carrying out the operational tasks set out in this Procedure.
CARGO AND MAIL Rev.: AIRPORT REGULATION SERVICES RS/LIN/3.1
LINATE AIRPORT Effective date: Page 7-14 01/12/2016
Pre emergency situation indicating any kind of problem found that could possibly be an emergency situation, through: - the instrument signal on exceeding the defined threshold, with alarm inserted in the detector device used by the SIS Off. during the standard phase of emission control of radioactive packages; - evident signs of damage to the outside of the package, or when the packaging has collapsed, is wet or deteriorated.
Emergency situation in which, following an accident, screening of the radioactive source inside the package is seriously compromised, bad enough to cause the release of higher radiation than expected or the dispersion of radioactive substances. Despite the fact that packaging used to pack radioactive packages transported by the aircraft is made to withstand destructive events of a certain size (according to I.A.T.A. standards in force), the following emergency situations can occur: - packaging errors; - package fall or crushing; - marked damage to packaging.
7.3.5 Section 1: ramp handler
7.3.5.A Foreword
1. Prior to carrying out the activity in question, the ramp handler must: • appoint its Qualified Expert in accordance with art. 77 of Legislative Decree 230/95; • perform a risk assessment for operators engaged in the activities in question in accordance with Art. 61 of Legislative Decree 230/95; • ensure training in radiation protection and the related knowledge of the operating and emergency procedures, for all its personnel handling radioactive packages; • adopt and comply with the operating procedures and radiation protection measures contained in this document and any other operating procedure or radiation protection measure that SEA or the relevant bodies might request on this subject; • define and manage first aid procedures for its staff in the event of an accident with suspected contamination; • ensure procurement as well as maintenance of the envisaged characteristics, of an adequate number of RRR inter-runway trolleys.
2. When carrying out the activities in question, that foreseen by labour safety and hygiene regulations must be observed, specifically mentioned in the note “References”, and in provisions communicated by SEA. In particular, each single subject involved in carrying out the procedure must, coherent with activities to be carried out: • check Individual Protection Equipment foreseen for said activity; • scrupulously observe operating measure and instructions received; • use I.P.E. available correctly; • use vehicles and work equipment needed correctly; • not carry out operations or manoeuvres that can compromise his/her own or others’ safety of his/her own initiative.
CARGO AND MAIL Rev.: AIRPORT REGULATION SERVICES RS/LIN/3.1
LINATE AIRPORT Effective date: Page 7-15 01/12/2016
7.3.5.B Operations on the aircraft apron: cargo in arrival
Only authorised Airlines can transport radioactive substance packages. Authorised Airlines must inform the destination airport in advance that there are radioactive goods aboard the aircraft through a load message or similar. If radioactive goods are found on unauthorised Airlines the Airport Management must be informed for the appropriate decisions and actions. When the Load Message or similar notice indicates the presence of radioactive goods on board an aircraft in arrival, the L/U operations manager must: - communicate the flight and stand or finger number to the Security Operations Centre (telephone extension: 2280), who ensures the SIS Off. is sent; - inform the L/U team in order to prepare the appropriate RRR inter-runway trolleys.
The L/U team, before unloading the aircraft, must wait for the radioactive emissions to be controlled by the SIS Off.
In the event of no prior notification concerning the presence of radioactive packages and therefore their subsequent identification on opening the holds or during the unloading phase, the L/U team must: - inform the L/U operations manager who will promptly activate the intervention of the SIS Off., indicating the flight and stand or finger number; - prepare the appropriate RRR inter-runway trolleys; - await execution of the control by an SiS Off. before continuing unloading the aircraft, remaining at a safe distance.
7.3.5.B.a Handling procedures
The L/U team, on termination of control of radioactive emissions by the SSI Off. and having obtained clearance from the same to continue operations, with the aid of the appropriate equipment, unloads the baggage, mail and cargo, taking care: - if radioactive packages are among the loose cargo, place them directly on the RRR inter-runway trolley, positioning them in the correct way and distributing them evenly on the loading platform; - if radioactive packages are inside load unit (pallet or container), place it on a suitable cart. Subsequently and in both cases, the cart with the radioactive packages must be hooked behind the other trailers and, as per IATA regulation, if among the load disembarked there is cargo incompatible with radioactive material, said cart must be towed separately.
In addition, the L/U Manager must: - check that the full expected load has been disembarked from the aircraft; - ensure that the related documents have been collected; - ensure that radioactive load is transferred to the warehouse. Radioactive goods can never be left unguarded.
CARGO AND MAIL Rev.: AIRPORT REGULATION SERVICES RS/LIN/3.1
LINATE AIRPORT Effective date: Page 7-16 01/12/2016
The L/U team operator, driving a tractor, has been instructed to transfer the goods from the aircraft to the Cargo Warehouse; before performing the operation he must check the proper arrangement of the radioactive packages on the appropriate trolley and the position of the latter at the end of the convoy. Once arrived at the point of delivery of the goods to the Cargo handler, only in cases where the radioactive packages are in loose form, he assists the latter in verification of the radioactive packages, particularly with regard to: - the physical integrity of the packaging; - presence of the “SEA security” stamp certifying emissions testing has taken place; - counting the packages and, subsequently, sign the verification form containing the data verified.
7.3.5.C Operations on the aircraft apron: cargo in departure
7.3.5.C.a Taking delivery of radioactive packages from the ramp handler Operator
The ramp handler operator in charge of transferring the goods from the warehouse to the aircraft, at the time of taking delivery of the radioactive packages in loose form, must verify: - the physical integrity of the packaging; - presence of the “SEA security” stamp certifying emissions testing has taken place; (in the absence of these conditions, the operator must suspend operations and activate the SIS Off. to carry out emission control) - the number of packages and, subsequently, sign the verification form containing the data verified.
7.3.5.C.b Transport of radioactive packages from the warehouse to the aircraft
Subsequently, the L/U team operator, driving a tractor, transfers from the warehouse to the aircraft stand the entire load to be embarked, either in loose or palletised form, making sure to check the proper positioning of the radioactive packages on the appropriate RRR inter-runway trolley (in the case of loose packages) and the position of the latter at the end of the convoy.
7.3.5.C.c Handling procedures
The L/U team, with the aid of appropriate equipment, loads the radioactive goods on the aircraft taking care: - if the radioactive packages are among the loose cargo, take them from the RRR inter-runway trolleys and, based on the information provided by the L/U operations manager, ensure the proper distribution, positioning and anchoring of the radioactive packages (in accordance with the IATA standard), inside the aircraft holds; - if the radioactive packages are inside a load unit, transfer the same from the trolley positioned alongside to the aircraft cargo deck and ensure proper anchoring of the load unit in the planned position.
The L/U operations manager must: - verify that the entire expected load and related document, have been embarked on the aircraft; - inform the Airline or its agent of the loading position/hold of the radioactive packages, whether in loose or palletised form, also for the purpose of compiling the Load Message and/or pre-alert message to the destination. When the radioactive material has been embarked, an operator must return the RRR inter- runway trolleys to the specific parking area. CARGO AND MAIL Rev.: AIRPORT REGULATION SERVICES RS/LIN/3.1
LINATE AIRPORT Effective date: Page 7-17 01/12/2016
7.3.6 Section 2: cargo handler 7.3.6.A Foreword
1. Prior to carrying out the activity in question, the cargo handler must: • appoint its Qualified Expert in accordance with Art. 77 of Legislative Decree 230/95; • perform a risk assessment for operators engaged in the activities in question in accordance with Art. 61 of Legislative Decree 230/95; • ensure training in radiation protection and the related knowledge of the operating and emergency procedures, for all its personnel handling radioactive packages; • adopt and comply with the operating procedures and radiation protection measures contained in this document and any other operating procedure or radiation protection measure that SEA or the relevant bodies might request on this subject; • define and manage first aid procedures for its staff in the event of an accident with suspected contamination.
2. When carrying out the activities in question, that foreseen by labour safety and hygiene regulations must be observed, specifically mentioned in the note “References”, and in provisions communicated by SEA. In particular, each single subject involved in carrying out the procedure must, coherent with activities to be carried out: • check Individual Protection Equipment foreseen for said activity; • scrupulously observe operating measure and instructions received; • use I.P.E. available correctly; • use vehicles and work equipment needed correctly; • not carry out operations or manoeuvres that can compromise his/her own or others’ safety of his/her own initiative.
7.3.6.B Operations in the cargo warehouse area: goods arriving by aircraft 7.3.6.B.a Goods arriving from the stand in loose form
The cargo handler operator, on taking delivery of radioactive packages in loose form, must verify:: • the physical integrity of the packaging; • presence on each package of the “SEA security” adhesive label certifying emissions testing has taken place; (in the absence of these conditions, the operator must suspend operations and activate the SIS Off. (by calling the SEA Security Operations Centre on ext. 2280) to carry out emissions control) • the number of packages, and then sign the verification form including the data verified, and hand a copy to the ramp handler Operator. Attachment 7.3.6 shows the loose radioactive goods packages delivery/collection form. After verification also of compliance of the radioactive goods packages with the instructions contained in the documents accompanying the load, the Cargo operator transfers the RRR goods: • to the delivery area if the shipper is there to collect them; • to the temporary deposit room if the shipper is not there to collect them or when the load is in transit and has to be embarked on a second flight not yet ready for loading. Under no circumstances can radioactive packages can be left outside the temporary deposit area. CARGO AND MAIL Rev.: AIRPORT REGULATION SERVICES RS/LIN/3.1
LINATE AIRPORT Effective date: Page 7-18 01/12/2016
7.3.6.B.b Goods arriving from the stand in palletised form
The Cargo operator, on arrival of the load in the unpacking area of the Import warehouse, immediately checks for the presence of the "SEA security" adhesive label on the container/pallet, certifying that emissions testing has taken pace and compliance of the radioactive packages with the information contained in the documents accompanying the load. In the absence of the "SEA Security" adhesive label, the operator must suspend operations and activate the SIS Off. to carry out emission control. Immediately after verification, the Cargo operator transfers the radioactive goods:
• to the delivery area if the shipper is there to collect them; • to the temporary deposit room if the shipper is not there to collect them, or if subject to customs release operations, or when the load is in transit and must be embarked on a second aircraft. Under no circumstances can radioactive packages can be left outside the temporary deposit area.
7.3.6.C Operations in the cargo warehouse area: goods arriving by motor vehicle
When the cargo handler personnel responsible for receiving the goods transported by land identifies the presence of radioactive goods on a vehicle, they must: • suspend unloading operations and activate the SIS Off. responsible for emissions control (by calling the SEA Security Operations Centre on extension number 2280); • prepare an adequate number of RRR inter-runway trolleys. Such control is carried out for all deliveries by motor vehicle that indicate the presence of radioactive packages in the documentation. Should the measurement indicate to have exceeded the alarm threshold, the SIS Off. prohibits the commencement of operations, has personnel present move away and activates the pre- emergency provisions, otherwise, the SIS Off. authorises unloading and affixes the "SEA security" adhesive label on each package, certifying that emissions testing has taken place.
7.3.6.C.a Goods to be shipped in loose form
The Cargo operators, with the aid of suitable equipment, collect the packages containing radioactive substances, delivered by the driver of the forwarder and place them on RRR inter- runway trolleys. They verify compliance of the radioactive packages with the instructions contained in the accompanying documents, and make sure that the load is sent as soon as possible to its destination and does not wait in the cargo warehouse.
CARGO AND MAIL Rev.: AIRPORT REGULATION SERVICES RS/LIN/3.1
LINATE AIRPORT Effective date: Page 7-19 01/12/2016
Immediately after verification, a Cargo operator must: • transfer the RRR inter-runway trolleys into the temporary storage premises, if the timing of preparation of the load for embarkation on the destination flight is not immediate; • hook the RRR inter-runway trolleys at the end of the other trolleys with the remaining goods, when the load is close to departure and must be embarked in loose form in the aircraft cargo holds.
7.3.6.C.b Goods to be shipped in palletised form
The Cargo operators collect the radioactive packages from the RRR inter-runway trolleys coming from the warehouse acceptance gate or from the temporary storage premises and assemble them with the remaining goods in the palletised unit. In performing this operation, utmost attention must be given to ensuring that: • packages containing radioactive substances are anchored or blocked, in the correct position and such as to prevent jolts or crushing; • inside said loading unit there are no types of goods incompatible with radioactive materials; • the total transport index of radioactive packages in said loading unit does not exceed the limits set by the IATA regulations according to the aircraft type.
7.3.6.D Temporary storage premises operational management
7.3.6.D.a Access procedure
The temporary storage premises of radioactive packages must remain locked. The keys must be kept by the cargo operations manager and a copy, for emergency situations, by the SIS Operations Centre. The access of personnel, charged with the deposit and/or collection of radioactive packages from the temporary storage premises, must take place with the following procedures: • the cargo operator, assigned with the deposit or collection operation, goes to the office of cargo operations manager to take delivery of the key; • The cargo operations manager, on handing over the key, notes the name of the operator and the time in a specific register; • the cargo operator, assigned with the deposit or collection operation, having completed activities at the temporary storage premises, closes the door and locks it using the padlock and returns the key to the cargo operations manager's office; • The cargo operations manager collecting the key notes the time of return in the register.
7.3.6.D.b Management of the maximum storage limits envisaged for each storage premises
1. The cargo handler must provide documentary evidence of the loading and unloading of radioactive goods in transit/temporary storage at the airport, with precise indication for each package of: • origin (if arriving or departing at/from the airport and indication of the person from which it was received); • type of radionuclide and its activity; • transport index; • date and time of entry - date and time of exit; • storage (if there was a storage period or the package was immediately transferred to the recipient); CARGO AND MAIL Rev.: AIRPORT REGULATION SERVICES RS/LIN/3.1
LINATE AIRPORT Effective date: Page 7-20 01/12/2016
2. Management of the above must envisage application of a method for controlling that the retention limits declared for each store are not exceeded, with the possibility of real-time verification. 3. If the limit is exceeded in a store, there must be timely communication to SEA and, simultaneously, temporary storage of the packages having exceeded the limit in the second store present. 4. The documentation of the provisions of this point 2 must available for consultation by SEA at any time.
7.3.7 Section 3: Airport operator - Control of radioactive emissions and emergency management
When carrying out the procedure, what is foreseen by labour safety and hygiene regulations must be observed, specifically mentioned in the chapter “References”, and in provisions communicated by SEA. In particular, each single subject involved in carrying out the procedure must, coherent with activities to be carried out: • check Individual Protection Equipment foreseen for said activity; • scrupulously observe operating measure and instructions received; • use I.P.E. available correctly; • use vehicles and work equipment needed correctly; • not carry out operations or manoeuvres that can compromise his/her own or others’ safety of his/her own initiative.
7.3.7.A Standard control on the emissions of radioactive packages entering the airport
7.3.7.A.a Foreword
Only authorised Airlines can transport radioactive substance packages. Authorised Airlines must inform the destination airport in advance that there are radioactive goods aboard the aircraft through a load message or similar. If radioactive goods are found on unauthorised Airlines, the person in charge of loading and unloading must inform Airport Coordination immediately which will inform the ENAC District Operating officer for any decisions or actions they need to take.
7.3.7.A.b Control activation
Control of the emissions of packages containing radioactive substances on their entry in the airport is activated in the following cases: • the Load Message or similar indicates the presence of radioactive goods on board an aircraft; • identification, by the unloading operators, of radioactive goods are not indicated in the Load Message; • the goods warehouse receives departing radioactive goods from the shipper;
CARGO AND MAIL Rev.: AIRPORT REGULATION SERVICES RS/LIN/3.1
LINATE AIRPORT Effective date: Page 7-21 01/12/2016
7.3.7.A.c Controlling emission before unloading the aircraft
The S.S.V. employee checking emission on the flight in question with the presence of radioactive goods, is informed by the ramp handler employee in charge of loading and unloading operations as to where the radioactive packages are inside the hold and, with the specific counter turned on, takes measurements as follows.
if the aircraft is a third level or narrow body or measuring can be done one metre away from the packages; the S.V.V. employee goes up to the hold opening containing the radioactive packages and holds the counter in his/her hand at one metre from the package or group of packages for at least five (5) seconds, possibly inside the hold or otherwise standing outside the fuselage. If the instrument alarm does not go off, the SIS Off. authorises unloading and places an adhesive label proving the goods have been checked on each single package; otherwise pre- emergency measures are taken. If the loose packages are a consistent number and the SIS Off. considers a probable self- screening effect, after measuring as described above the SIS Off, takes part in the unloading of each single package with the counter on, remaining one metre from the packages or the conveyor belt as the radioactive packages are coming down.
if the aircraft is a wide body: (wide body): • if the radioactive load is in the load unit and it is therefore impossible to ensure measurement at one metre from the goods, the SIS Off. must wait until the single units have been unloaded and lowered by the cargo loader to then measure the container from one metre away; • If the instrument alarm does not go off, the SIS Off. authorises unloading and places the adhesive label proving control on the tag containing flight data on each radioactive material package, otherwise activates pre-emergency measures. • If the radioactive load is in loose form in the rear cargo hold, the SIS Off., with the aid of a ladder, controls the emissions in the manner envisaged for a narrow body aircraft mentioned above.
7.3.7.A.d Checking import goods in vehicles
The SIS Off. asks the driver where the radioactive packages are in the vehicle and with the specific counter on goes up to the vehicle. Then the SIS Off. measures emissions, keeping the counter one metre from the packages for at least five (5) seconds. If the packages are a consistent number and considering a probable self-screening effect the SIS Off. is present with the counter on until the vehicle has been unloaded. If the alarm does not go off, the SIS Off. authorises unloading and places an adhesive label proving the goods have been checked on each single package; otherwise pre-emergency measures are taken.
CARGO AND MAIL Rev.: AIRPORT REGULATION SERVICES RS/LIN/3.1
LINATE AIRPORT Effective date: Page 7-22 01/12/2016
7.3.7.B Pre-emergency measures
Pre-emergency measures are applied to all situations where one of the following occurs:
1. when the counter alarm rings during emission control; 2. when there is obvious damage to packaging or, in any case, when the outer packaging of a package is seriously compromised; 3. when a substance is coming out of the package; 4. when an occurrence can create the suspicion that the package has been seriously damaged in an accident (fall – squashing etc.).
For occurrences in point 1: The SIS Off. gets people present to move to at least 10 metres from the suspect package and informs the Operations Room immediately which warns: → the S.I.M.; → the Qualified expert; → he fire brigade; → Airport Coordination which, in turn, warns the Station Manager for the Airline involved (who informs the Captain). The S.I.M. intervenes (as indicated below) to check the danger situation, consulting the Qualified Expert alerted by phone directly or through the Operations Room. If package emission is no higher than expected and the package is not damaged, the S.I.M. authorises loading/unloading operations to start up again and then fills in the register, also in the case mentioned, indicating: date – time – flight/courier – brief description of the event and recording of data measured and the number of the personal dose-metre used. Having controlled, the S.I.M. who has done the measuring must fill in a releasing letter to be delivered to the Airline/Courier with a copy to the SEA Prevention and Protection Service. If package emission is higher than expected or in the presence of obvious leakage of radioactive substances, emergency measures are started.
For occurrences in points 2 - 3 - 4: Anyone realising the fact must: • move back and get all those present to move back to at least 10 metres from the suspect package; • inform the Operations Room which in turn will do everything indicated for point a. above.
7.3.7.B.a How to control emissions in pre-emergency situations
When a pre-emergency situation occurs, following one of the events in the preceding paragraph, the Operations Room sends a S.I.M. to inspect the situation. The S.I.M., specifically trained by the Qualified Expert and with a personal dose-metre, intervenes taking along the case containing the radio-protection devices, measuring instruments and personal dose-metres, to check: • respect of the emission with the expected package transport index; • presence of radioactive contamination. The abovementioned case is kept in the Operations Room.
CARGO AND MAIL Rev.: AIRPORT REGULATION SERVICES RS/LIN/3.1
LINATE AIRPORT Effective date: Page 7-23 01/12/2016
7.3.7.B.b Measuring the dosage emitted by the package
The operations the S.I.M. must do are as follows: 1. turn on the ionisation chamber before leaving with the instrument case; 2. go close up to the package to be checked, starting the ionisation chamber measurement from a few metres away; 3. interrupt operations, move back and start emergency procedures if the instrument exceeds the threshold value of 100 microsievert/hour(μSv/h); 4. stop when the ionisation chamber is about one metre from the package if the measured dose ratio does not go over 100 μSv/h; 5. go around the package measuring with the chamber at about one metre away and record the maximum value; 6. compare the maximum value recorded with the package transport index. If the emission recorded is higher than what the package transport index foresees, the emergency procedure is activated.
DOSE RATIO AT 1 METRE TRANSPORT INDEX CORRESPONDENCE (Sv/h) TABLE BETWEEN DOSE 1.0 0.1 RATIO AND TRANSPORT 10.0 1.0 INDEX 50.0 5.0 100.0 10.0
If the emission recorded confirms what the package transport index foresees, the test is continued by searching for possible anomalous neutron emission:
• review transport documents, and package labels if appropriate, and check whether the transported radionuclide is one of those listed in the table below.
SYMBOL NOTES Ra-226 Be or 226Ra-Be It is important that B should be specified alongside Ra-226 Am-241 Be or 241Am-Be It is important that B should be specified alongside Am-241 Po-210 Be or 210Po-Be It is important that B should be specified alongside Po-210 Po-210 B oppure 210Po-B It is important that B should be specified alongside Po-210 Pu-239 Be or 239Pu-Be It is important that B should be specified alongside Pu-210 Cf-252 or 252Cf The symbol Cf-252 is sufficient to emit neutrons Cm-244 or 244Cm The symbol Cm-244 is sufficient to emit neutrons
• If the radionuclide contained in the package is included in the list, or in the absence of sure indications concerning the content of the package, perform the neutron emission measurement, then: • take the PDS-100GN neutron counter from the case, turn it on following the attached instructions and contact the Qualified Expert via telephone; • explain the observed situation to the Qualified Expert by telephone and read the displayed values carefully; the right side of the display shows the neutron measurement values. On the basis of indications received, the Qualified Expert shall determine whether to initiate the emergency procedure.
CARGO AND MAIL Rev.: AIRPORT REGULATION SERVICES RS/LIN/3.1
LINATE AIRPORT Effective date: Page 7-24 01/12/2016
If the measured emission confirms the values indicated in the package transport index and there is no anomalous neutron emission (absence of radionuclides listed in the table above or positive assessment by the Qualified Expert), the possible presence of contamination should be considered.
7.3.7.B.c Assessing radioactive contamination
The S.I.M. must check for obvious signs of packaging damage and suspect leakage of substances from the package;
- in the case of a positive outcome and if condition eliminates all doubts (e.g. package destroyed), the S.I.M. must start emergency procedures;
- otherwise proceed as follows: • turn on the AUTOMESS Geiger counter at a few metres from the package and record the instrument’s basic measurement; • approach the surface to be evaluated (e.g. floor, trolley loading plane, aircraft hold flooring etc.) and turn the front window on the instrument to the surface at a few centimetres from the substance; • check whether the dose ratio increases moving the counter surface from 10 cm to 1 or 2 cm; if the dose value increases the emergency procedure is started; if it does not increase the inspection continues; • turn off the Geiger counter, insert the external alpha and beta radiations probe, turn on the AUTOMESS Geiger a few metres from the package and record the measurement; • go up to the surface to be checked and turn the front window on the probe instrument to the surface at a few centimetres from the substance; • check whether, moving the counter from 10 cm away to 1 or 2 cm away from the suspicious substance the measured counts per second increase, and proceed as follows: if the dose value increases the emergency procedure is started; if it does not increase, the loading/unloading and handling operations can start again normally; the person who did the measuring fills in the register found in the suitcase with the radio-protection devices, noting date – time – flight/courier – description of occurrence and recording of measurement data giving the personal dose-meter number used.
CARGO AND MAIL Rev.: AIRPORT REGULATION SERVICES RS/LIN/3.1
LINATE AIRPORT Effective date: Page 7-25 01/12/2016
7.3.7.C Emergency measures
If during the pre-emergency control the S.I.M. finds once of the following situations: a) during emission control with the ionising chamber the value of 100 microsievert/hour is exceeded; b) from the control of the emissions of a package the maximum measured value was higher by more than 10% than the value indicated as the transport index; c) the telephone conversation with the Qualified Expert revealed a neutron emission anomaly; d) during contamination control with the Automess Geiger counter (gamma emissions), the dose measured at 1 – 2 cm from the substance was higher than the 10 cm one; e) during contamination control with an alpha beta probe, the counts per second found at 1 – 2 cm from the substance were higher than the 10 cm one; f) there is no doubt that radioactive substance has leaked from the package; start emergency procedures and activate directly or through the Operations Room: → the Qualified Expert (already in pre-alarm) who, when the emergency procedure is activated, has to get to the airport as fast as possible; → Airport Coordination (Duty Manager).
The following must be informed by Airport Coordination (Duty Manager) that a state of emergency has been activated: → the Airline’s Station Manager (in pre-alarm); → the Airport Division District Operating Unit; → the fire brigade (already in pre-alarm); → Airport Health Office. Attachment 7.3.7 contains all the telephone numbers to contact in an emergency.
Upon arrival of the Fire Brigade team, the S.I.M. updates it on the current situation and liaises with it in managing the measures to be activated and in monitoring the area concerned. In addition, the S.I.M. verifies with the ionisation chamber that outside the demarcated area the dose ratio is less than 10 μSv/h, otherwise it expands the demarcated area until a dose ratio value of less than 10 μSv/h is obtained. When the Qualified Expert arrives, the S.I.M. updates him/her on the situation and then proceeds, either directly and/or with the aid of the personnel of the Specialised Company (activated by the same), to remove and dispose of the package in question, and any contamination of the area involved. Then, along with the pre-emergency data already entered, the S.I.M. enters a brief description of how the accident occurred and what happened after the Emergency situation was declared in the register, with the names of those involved.
CARGO AND MAIL Rev.: AIRPORT REGULATION SERVICES RS/LIN/3.1
LINATE AIRPORT Effective date: Page 7-26 01/12/2016
7.3.7.D Managing emergencies
The Qualified Expert manages removal and relative disposal of the package involved and any decontamination of the area, in compliance with methods described below, using the equipment and work of the specialised Company.
7.3.7.D.a Removing a non screened package
If radiation is higher than the transport indexes given, the Qualified Expert does the following: 1. measures the contact dose ratio at one metre away from the package in question; 2. checks that values measured are coherent with radio-nuclides and activity indicated on the package; 3. if values are not coherent, he/she opens the package and checks its content. Possibly identifies the radionuclide by gamma spectrometer (provided by the Specialised Company); 4. if necessary, he/she screens the source with lead sheeting or containers; it is placed in a double polyethylene sack and this is placed in a 60 or 200 litre barrel based on size.(The containers and lead screening sheeting, polyethylene sacks, barrels and protection garments - overalls, gloves, masks, footwear - are provided by the Specialised Company, which maintains its presence with the necessary material in the Security Control Room in the BHS area). The barrel containing the damaged source, having been made safe, is temporarily stored in one of the two warehouses for temporary storage of radioactive packages, waiting to be disposed of by the Specialised Company, in compliance with current regulations.
After the source has been removed from the area, it is checked for any residue contamination using an alpha beta contamination meter and a Geiger counter. If there are any doubts on residue contamination, the area is mapped with surface contamination checks (smear test), with results checked immediately by the Specialised Company Any contamination above 0.4 Bq/cm2 means a decontamination procedure and new control. This is done as described below.
7.3.7.D.b Decontamination operations
If radioactive contamination is found, the Qualified Expert does the following: 1. measures the contact dose ratio at one metre away from the contaminated surface; 2. if necessary screens the surface with lead containers or sheeting; 3. checks contamination using an alpha beta contamination meter and a Geiger counter; 4. if there are any doubts on contamination, the area is mapped with surface contamination checks (smear test), with results checked immediately by the Specialised Company. Any contamination above 0.4 Bq/cm2 means a decontamination procedure and new control; 5. if surfaces are wet or damp, they are delimited by the Qualified Expert using sawdust.
Together with the Specialised technicians, the Qualified Expert proceeds with decontamination starting from the high contamination areas and then to the lower ones or, alternatively, removes the contaminated surface.
CARGO AND MAIL Rev.: AIRPORT REGULATION SERVICES RS/LIN/3.1
LINATE AIRPORT Effective date: Page 7-27 01/12/2016
All decontamination material used is placed in metal barrels used to collect radioactive waste. After decontamination operations are over, the Qualified Expert measures residue contamination directly using an alpha beta contamination counter and a Geiger counter. The Qualified Expert then maps the area with surface contamination checks (smear test), with results checked by the Specialised Company, to guarantee contamination values under 0.4 Bq/cm2. If smear test results show that contamination is over 0.4 Bq/cm2, the decontamination operation must be repeated or the contaminated surface removed. Another possible deferred operation, besides the one above, is that if after observations and control it is felt that the first operation cannot be carried out. In this case, an intervention and safety plan must be drawn up. The area involved must be isolated and made safe to avoid any radioactive substances getting dispersed in the environment.
7.3.7.E Emergency measures for an alarm in temporary storage premises
The two temporary storage warehouse have a sound and visual alarm, both inside and outside, which goes off if an emissions ceiling is exceeded corresponding to a transport index of 10 (equal to 100 μSv/h at a metre). Whoever realises that the alarm has gone off must warn the Operations Room immediately and, while waiting for emissions control to take place, stay near the entrance to the premises, at least five metres away protected by the masonry walls, to make sure no-one enters the deposit. Anyone inside the deposit when the alarm goes off must leave immediately closing the door. The Operations Room will send over the S.I.M. straight away equipped with the necessary instruments (ionisation chamber and/or Geiger counter) who, in contact with the Qualified Expert (directly or through the Operations Room), after turning off the alarm controls radioactive emissions with instruments on and wearing a personal dose meter. If the total transport index is respected and there is no sign of damage or leakage from packages, the pre-emergency stage is considered over and all normal operations can start up again. If the emission measured is higher than the total transport index foreseen, emergency measures are activated.
7.3.7.F Provisions in case of fire
In case of fire, it is felt that hazards from the presence of radioactive packages are low, so the main attention goes to saving people involved in the fire as quickly as possible. If this happens, the Fire Brigade and the Qualified Expert must be informed immediately. The Person Responsible for the area involved must inform the Fire Brigade if there is any radioactive material present and where it is placed. When extinguishing the fire or start of fire, all staff involved and carrying out actions assigned to them must observe the following: a) remove, where possible, any radioactive sources from the fire area and if there is a fire or it is starting in the temporary radioactive material deposit, close the doors; b) reduce use of water to a minimum to avoid spreading contaminants, using extinguishing, suffocating or inhibiting powders instead; c) reduce staff involved to a minimum; d) try to fight the fire from a distance; e) use, possibly asking the Fire brigade, breathing apparatus.
CARGO AND MAIL Rev.: AIRPORT REGULATION SERVICES RS/LIN/3.1
LINATE AIRPORT Effective date: Page 7-28 01/12/2016
When the situation has been resolved, the Qualified Expert draws up, based on what occurred, an intervention plan to make the radioactive packages and area involved safe. When this has been done, the Qualified Expert allows normal operations to start up again and drafts the releasing letter. At the same time, the S.I.M. must: - inform the Operations Room that the alarm is over; - fill in the register found inside the radio-protection device suitcase, noting date, time and description of what happened, measurement data, names of those involved and personal dose meter number. The Operations Room warns the Duty Manager and Fire Brigade that the alarm is over.
7.3.7.G Provisions in case of flood
The way radioactive substances are packaged makes it very unlikely for them to break and contaminate the area in case of flooding. However, in case of flooding Fire Brigade intervention and control of contamination by the Qualified Expert are foreseen; these activities must be activated following PRE-EMERGENCY. Initial intervention staff must: a. be equipped with rubber gloves and boots; b. remove, if possible, any radioactive sources form the flooded area; c. if there are any manholes and/or rainwater gutters in the vicinity, outlets must be blocked immediately to avoid any contaminants getting into the collection network.
When the situation has been resolved, the Qualified Expert draws up, based on what occurred, an intervention plan to make the radioactive packages and area involved safe. When this has been done, the Qualified Expert allows normal operations to start up again and drafts the releasing letter. At the same time, the S.I.M. must: - inform the Operations Room that the alarm is over; - fill in the register found inside the radio-protection device suitcase, noting date, time and description of what happened, measurement data, names of those involved and personal dose meter number. The Operations Room warns the Duty Manager and Fire Brigade that the alarm is over.
Rev.: AIRCRAFT SERVICES AIRPORT REGULATION RS/LIN/3.1
LINATE AIRPORT Effective date: Page 8-1 01/12/2016
8 AIRCRAFT SERVICES
8.1 Apron configuration1
Attachment 8.1.1 provides detailed tables and maps of the Linate airport apron configurations.
Attachment 8.1.2 provides detailed tables of the aircraft stand characteristics.
8.2 Allocation and use of airside resources
8.2.1 Stand and loading bridge allocation and use2 Airport Coordination based on - total stand and loading bridge number; - aircraft type; - limits due to nature (passengers or goods) and nationality (Schengen, non-Schengen) of arriving and departing flights; - contractual agreements with airlines; - legislative limits; draws up a seasonal schedule, based on scheduled traffic, pre-allocating aircraft stands. Pre-allocation data is distributed to the Operators involved through the airport and report systems, (handling agents, airlines, other Operators on request).
Based on flight schedule characteristics available (detail, stability, completeness) the stand allocation plan comes under different forms: - allocation for the entire season considered or periods of it; - indication of preferential allocation zones (flight group –stand group); - general operating criteria to be applied in the executive stage (flight-stand priority). Airport Coordination defines, on the day before operations, the daily allocation schedule, based on real airport traffic conditions and the possibility to use infrastructures (e.g. out-of-order, scheduled maintenance). In the operating stage, Airport Coordination (Control Room) allocates a stand to the arriving flight checking real stand availability. If daily schedule changes are needed, because of operating situation changes, Airport Coordination will consider existing contractual conditions. If a flight arrives off-schedule, a stand will be allocated so as not to penalise scheduled flights. Flights are considered off-schedule when ETD=ATA + transit time > STD +15’ unless ETD does not hinder the next scheduled allocation for said resource.
1 References: Airport Manual – CARAER: Airport characteristics - Detailed description of the physical characteristics of Linate airport. 2 References: Airport Manual - PROCOP 130: Apron and parking area management; the purpose of this procedure is to define the essential elements for the safe management of the apron and parking areas. Rev.: AIRCRAFT SERVICES AIRPORT REGULATION RS/LIN/3.1
LINATE AIRPORT Effective date: Page 8-2 01/12/2016
It must be understand that occasional off-schedule is not important compared to assessment of correct slot use as such. The noting of systematic changes will lead to informing the ENAC so that it can intervene in compliance with the law. Information that could interest airport operations must be exchanged between units allocating stands and Operators involved, concerning: - variations to ground activities (updated by handling) - flight schedule changes (updated by Airlines) - infrastructure or instrumental malfunctioning or breakdowns: anyone finding a problem or technical malfunctioning must inform, for plants affecting aeronautical capacity directly, the plant/system/equipment owner then the Airport Coordination Control Room which will then inform maintenance departments; while for plants with no direct affect on operating capacity maintenance departments must be informed which will then inform the Airport Coordination Control Room
8.2.1.A Stand use
The Operator must give Airport Coordination confirmation of stand use starting and ending time through standard MVT message. When use has finished, each Operator must leave the stand free of all material, equipment, vehicles of any kind so that it can be used straight away for the next flight. Any problem found by the Operator with respect to stand use must be communicated to the Airport Coordination Duty Manager. Also note that any object abandoned on the apron represents a danger and can cause damage to an aircraft or injury to a person; prior to the arrival or departure of an aircraft it is compulsory for the Operator to inspect the stand and the surrounding roads, collecting any FOD. Any problem found by the Operator with respect to stand use must be communicated to Airport Coordination tel. 02 7485 3477).
8.2.1.B Loading bridge use
To ensure planning and optimisation of the use of loading bridges, SEA has the exclusive right to assign to the Carriers fingers that are not being used, so as to maximise occupation levels and productivity, making their use by Carriers mandatory. In any case, SEA shall ensure that transparency, objectivity and non-discrimination criteria are met, by assigning the fingers on a rotation basis, taking into account time range, flight type and aircraft type. Each Operator must train its staff to use the loading bridge safely, to avoid damage to people and things and disservice or damage to arriving and departing aircraft. If it is necessary to connect the outside generator present on the loading bridge to the aircraft with anti-collision lights on and motors on idle, placing the loading bridge in safety can only occur after the aircraft has stopped, is parked and has brakes on. Ramp staff moving in to attach the generator must only come from the aircraft’s nose. At the end of operations, the Operator must leave bridges with the stop position highlighted by the red rectangle where bridge wheels must stand.
Rev.: AIRCRAFT SERVICES AIRPORT REGULATION RS/LIN/3.1
LINATE AIRPORT Effective date: Page 8-3 01/12/2016
Any technical information needed by the Operators to use centralised systems correctly is made available by SEA in agreement with Airport Coordination ([email protected]) based on specific operating needs.
If the loading bridge is not working correctly, the Operator must inform the following Airport Operator number straight away: Airport Coordination Duty Manager Tel. 02.74853477
8.2.2 Optical guides
8.2.2.A Optical guide setting
Before the aircraft enters the stand, the Operator must set the incoming aircraft model on the specific panel to enable the optical guides to operate correctly based on real aircraft size. A preliminary, indispensable condition to activate the optical guides safely is checking that the finger is parked in the right rest position highlighted by a red rectangle which must contain bridge wheels.
8.2.2.B Using optical guides for stands with a loading bridge
The optical guide uses a laser scanning system controlled by a micro-processor. The system directs, in real time, the aircraft to a stop position through a display unit, clearly visible from the plane cockpit. The display unit gives the pilot information on aircraft position compared to distance from stop position and the azimuth referred to the stand center-line. All information is visualised through alphanumerical indicators. The Safedock system incorporates a diagnostics program to inform the pilot of any risks during docking. As the aircraft comes up to the terminal, the docking guide system automatically confirms aircraft identification. If identification has not been confirmed before 12 metres from the stop position, the display unit will show the azimuth in RED and indicate STOP, followed by ID- FAILED on the display. During this time, about ten seconds, when ‘WAIT’ shows up on the display unit, the system will confirm entering aircraft identity before docking. If the system cannot identify the aircraft, the display returns to ‘STOP’.
In all cases when the optical guide is out-of-order or not available, parking assistance is done through a marshalling service. If there is any malfunctioning or inefficiency, the Operator must inform the following Airport Operator number straight away: Airport Coordination Duty Manager Tel. 02.74853477
Rev.: AIRCRAFT SERVICES AIRPORT REGULATION RS/LIN/3.1
LINATE AIRPORT Effective date: Page 8-4 01/12/2016
8.2.3 Fixed generator
The 5 stands with loading bridge have a fixed 400 Hz electric power supply system for aircraft. The system type can be a rotary machine or static machine with roller-cable.
Details of the 400 Hz plant use instructions are made available by SEA.
If there is any malfunctioning or inefficiency, the Operator must inform the following Airport Operator number straight away: Airport Coordination Duty Manager Tel. 02.74853477
8.2.4 Fixed air conditioning system
All stands with a loading bridge are equipped with a fixed aircraft conditioning plant. Using the pipe means winding it up with the pipe winder using the specific command and connecting it to the aircraft inlet. The pipe must be fully extended to avoid any bends that could block correct air flow and damage the pipe itself.
If there is any malfunctioning or inefficiency, the Operator must inform the following Airport Operator number straight away: Airport Coordination Duty Manager Tel. 02.74853477
8.2.5 Equipment areas, vehicle parks, electric vehicle charging points
At Linate airport there are areas for parking stand equipment and Operator vehicles. The areas identified at the airport are as follows:
Area No. Sqm
23 11,870
Equipment areas can be allocated to an Operator or be available for common use. SEA allocates the areas to Operators, based on assisted traffic quota and Operator vehicle fleet. SEA reserves the right to vary said allocation, to be able to satisfy all Operator needs, in particular following the entry of new Operators or changes to the traffic quotas or existing ones.
Each Operator must place its vehicles in the areas allocated exclusively or in common use, observing existing markings and without blocking movement.
Electric vehicle charging points are assigned by the Airport Operator based on contractual agreements with each individual Operator and on the areas where the latter mainly operates. Charging points have different connecting plugs to ensure their consistent use; each assignee Operator is responsible for installing customised plugs.
Rev.: AIRCRAFT SERVICES AIRPORT REGULATION RS/LIN/3.1
LINATE AIRPORT Effective date: Page 8-5 01/12/2016
8.3 De-icing / de-snowing3
8.3.1 Foreword
The procedures for the de/anti-icing service at Milan airports provided by SEA SpA Aeroporti di Milano are given below:
1. prices for the above airport services (excluded those described under point 6, 7, 8) are published in the “Price list for centralised services” which may be downloaded from the website: http://www.seamilano.eu/en/b2b/airlines;
2. SEA ensures that the de/anti/-de-icing services for Airlines operating at Linate and Malpensa are provided in accordance with the current edition of “AEA Recommendations for De-icing/ Anti-icing of Aircraft on ground” and the Airline De-Icing Manual (DAM) if given to SEA4;
3. SEA also ensures that staff are trained based on AEA requirements;
4. the SEA operator applies “Type II” de/anti icing fluids to the aircraft , in accordance with the ISO 11076 document and removes contaminations according to the instructions and under the supervision of the Airline/Captain; the treatment (1 or 2 steps) once started with a fluid must in any case be completed using the same fluid;
5. fluid may be applied pure (100%) or mixed with hot water (80 °C / 176 °F): in these cases the percentage of fluid may be 10%, 50% (for de-icing, de-snowing) or 50%, 100% (for anti- icing);
6. the SEA Operator conducts post de-icing visual checks5;
3 References: - Navigation Code; - AEA Recommendations for De-icing/ Anti-icing of Aircraft on ground - Current edition; - AEA Training Recommendations for De-icing/ Anti-icing of Aircraft on ground- Current edition; - FAA Official Holdover time tables – Winter 2014.15, rev.10; - EASA Information Notice no. 2008-29 of 4/04/2008 as amended; - ENAC Airport Construction and Management Regulations; - Airport Manual - PROCOP 230: De-icing /Anti-icing, De-snowing; - Consolidated Code on Safety – Legislative Decree 81/08, as amended and supplemented; - UNI EN ISO 9001:2000 Rules; - Operating Procedures – Airport Coordination Area Quality System; - “Learning aid for Follow-me car drivers” – Training manual; - “Learning aid for apron operators” – Training manual. - 4 In the absence of explicit indications in the DAM, aircraft types not present in “AEA Training Recommendations for De-icing/ Anti-icing of Aircraft on ground” - Current Ed. – Annex A Aircraft Types, par 1.2 No spray Areas, will be treated as per standard SEA procedure.
5 Post de-icing visual check in terms of Post De-icing/Anti-icing Check as per “AEA Recommendations for de-icing/anti-icing of aircraft on the ground” Par, 3.11 – Current Ed. The tactile check (clear ice check) is not offered by SEA SpA. Rev.: AIRCRAFT SERVICES AIRPORT REGULATION RS/LIN/3.1
LINATE AIRPORT Effective date: Page 8-6 01/12/2016
7. he SEA Operator transmits the post de-icing code6 to the Captain via headset (scenario A);
8. An airline technician or a person designated by the Airline transmits the post de-icing code to the Captain (scenario B).
For details, please refer to the SEA de-icing questionnaire in attachment 8.3.1; if any further information is required or if an audit on winter operations is to be scheduled, it is possible to contact Mr. Sergio Sangalli ([email protected]), of SEA Customer Care – Airport Operator Quality Certification, for any necessary clarification.
8.3.2 Purpose
This procedure gives instructions for de/anti-icing and de-snowing aircraft, in order to remove and/or prevent the formation of ice and snow deposited on aircraft
8.3.3 Scope
This procedure is applicable in all situations where the de/anti-icing or de-snowing of aircraft is necessary. These operations are carried out by SEA personnel in conjunction with ENAV, under the responsibility of the Airline captain (Ref. JAR OPS 1.345, AEA manual, current edition, paragraph 3.11,12,13,14,15).
6 Transmission of the Post de-icing Code, as per “AEA Recommendations for de-icing/anti-icing of aircraft on the ground” Par. 3.14.3 – Current Ed.; communications made in English with certified operators as per “AEA Training Recommendations for De-icing/ Anti-icing of Aircraft on ground” - Current Ed. – Annex D – ICAO Language Level 4. Rev.: AIRCRAFT SERVICES AIRPORT REGULATION RS/LIN/3.1
LINATE AIRPORT Effective date: Page 8-7 01/12/2016
8.3.4 Responsibilities
The following table lists the responsibilities of main persons involved in de-icing/anti-icing, de- snowing operations:
Person responsible Actions Performance or non-performance of treatment Captain / (contamination check) and relevant Airline technician or person designated specifications Successfully carries out operations, as of SEA operator training and certification SEA operator Post de-icing visual check
Airline technician or person designated Tactile check (if required)
SEA Operator (scenario A) Transmission of post de-icing code to the Airline technician or person designated Captain (scenario B)
8.3.5 Definitions and abbreviations
Activity to remove the formation of ice and/or frost and/or snow which has Anti-icing accumulated on treated surfaces of the aircraft, for a limited period of time. Professional operative position of Coordinamento Scalo (Airport Apron Operator Coordination). De-icing/de- Dedicated areas where de/anti-icing and de-snowing operations are carried snowing areas out. Part of the airport used by aircraft for take-off, landing and ground Manoeuvring movements relating to these operations, excluding stands. area
Part of the airport for aircraft ground movements, including the Manoeuvring manoeuvring area, APRONS and any part for aircraft maintenance. area
AC Air Navigation Company (Airline) Operational Coordinator of Apron operations: head of manoeuvring COP coordination West apron. CSO Operating Room Supervisor: operating role of ENAV SpA. Activity to remove the formation of ice and/or frost from the aircraft, to carry De-icing out before aircraft departure. The de-icing area, situated near the Control Tower in the “Delta” area, has a main stand ICE1 and a secondary stand ICE2 , to be activated only in De-icing area case of operational needs. • stand ICE1 (in alternative to stands 72 and 73):compatible with Rev.: AIRCRAFT SERVICES AIRPORT REGULATION RS/LIN/3.1
LINATE AIRPORT Effective date: Page 8-8 01/12/2016
aircraft with wingspan of up to 48 m (ICAO Code D limited); • stand ICE2 (in alternative to stand 69):compatible with aircraft with wingspan of up to 36 m (ICAO Code C); De-snowing Activity to remove snow which has deposited on parts of the aircraft. SEA Airport Operator: SEA Airport Coordination operations professional. Duty Manager
Ente Nazionale per l’Aviazione Civile (National Body for Civil Aviation - ENAC). A public non-financial body established by legislative decree 250 of ENAC 25 July 1997, with administrative and technical functions in aviation, as specified by the decree. Company limited by shares as of law 665/1996, assigned flight assistance ENAV S.p.A. services. Estimated Off Block Time – present in the ATC flight plan, expected stand EOBT release time. Operating in de-icing areas. They coordinate with TWR the stand the Follow-me aircraft is to be led. They provide assistance in manoeuvring towards access to the stand. International Civil Aviation Organization. The International Civil Aviation I.C.A.O. Organisation which issues aviation standards and recommendations.
Terminal SEA Airport Coordination operations professional. Operator Airport control tower – ENAV S.p.A. controls air traffic in relation to airport TWR traffic (movement area excluding stands where an AMS service operates).
Rev.: AIRCRAFT SERVICES AIRPORT REGULATION RS/LIN/3.1
LINATE AIRPORT Effective date: Page 8-9 01/12/2016
8.3.6 Actions
RESPONSIBLE No. PHASE ACTIONS PARTY
ARRANGES activation of the service, establishing Duty Manager in advance the number of stands to be used based on the requests received. In the case of particular weather conditions, the de- icing service can always be activated at any time of the working day.
SEA de-icing COMMUNICATES by telephone to the Duty De-icing/de- coordination Manager the number of available crews. 1 snowing stations personnel
enabled Duty Manager COMMUNICATES the information received via direct telephone to the CSO. The amount of available equipment is not directly related to the number of active stands to process aircraft. Production capacity will be conditioned by the equipment on the field, the management of the equipment and the type of aircraft processed.
Ramp / Airline or INFORMS the SEA Apron station by PDA or delegate phone*, 45’ from the STD/EOBT, of the intention to use the treatment for the flight in its remit and the request to perform a tactile check in the de-icing area.
If a PDA is used, a message confirming the booking is received from the system. Booking 2 treatment SEA Airport ENTERS the reservation in the system using the Coordination Apron de-icing application (in case of recovery, they will Operator communicate the information via direct line to SEA De-icing Coordination).
In situations of declared snow emergency, all departing flights shall be automatically booked for treatment. *For telephone contacts, see Attachment 8.3.1.D.
Rev.: AIRCRAFT SERVICES AIRPORT REGULATION RS/LIN/3.1
LINATE AIRPORT Effective date: Page 8-10 01/12/2016
Ramp / Airline or COMMUNICATES, 30’ from STD/EOBT, by PDA delegate or phone, to the SEA de-icing coordinator, confirmation of providing service for flights that fall within their competence, providing information on: • type of treatment requested (de-icing/de- snowing) • part to treat (wings, tail, horizontal/vertical, fuselage) • kilfrost % (10%, 50%, 100%) • step (1, 2)
*For telephone contacts, see Attachment 8.3.1.D.
The fluid used is Type II.
Any changes to the requirements applicable to this Confirming phase may be notified directly at the de-icing area 3 treatment via headset by the Captain to the SEA Operator (scenario A) or to the Airline technician or a person designated by the latter (scenario B).
SEA de-icing ENTERS (for commercial aviation and general coordination aviation flights) the confirmation into the system personnel using the de-icing application (in case of recovery, they will communicate the information via direct line to the SEA Airport Apron station).
In case of not receiving confirmation, the De-icing Coordinator will consider the operation as tacitly cancelled.
Requests or confirmations received late will be processed at the end of the current sequence of operations. Rev.: AIRCRAFT SERVICES AIRPORT REGULATION RS/LIN/3.1
LINATE AIRPORT Effective date: Page 8-11 01/12/2016
SEA Airport MANAGES the treatment requests received that Coordination Apron can be viewed from all SEA and TWR Operator workstations.
If required, the list of reservations can be sent, via the SITA network, to the Handlers and, via fax, to the TWR.
Sequence 3 the sequence of operations is defined based on the generation Scheduled Time of Departure (STD) or Estimated Off-Block Time (EOBT), taking into account any departing SLOTS. Subsequent changes depend on the actual needs of ATC and on the checks by the Apron Management Service.
The sequence will be constantly updated according to the changes to be made.
The Captain INFORMS the TWR, when requesting authorisation to start the engines, that the de- icing/de-snowing operation is required.
TWR GIVES aircraft instructions to taxi to the de-icing area.
The stop self-manoeuvring bar will be used to stop the aircraft; if the stand visibility and/or contamination conditions prevent visibility of the Aircraft 4 stop bar, the follow-me service and appropriate manoeuvring marshal assistance will be available.
See Attachment 8.3.1.B. for the number of aircraft being treated and waiting/manoeuvring for treatment towards the de-icing area.
SEA Airport ENTERS the stand at which the aircraft will be Coordination Apron treated in the system, using the de-icing Operator application function, making use of the cameras available and possibly listening to the ATC ground frequency.
Rev.: AIRCRAFT SERVICES AIRPORT REGULATION RS/LIN/3.1
LINATE AIRPORT Effective date: Page 8-12 01/12/2016
SEA Operator MAY communicate any changes concerning the (scenario A) type of treatment requested (de-icing/de-snowing, or parts to treat, percentage of fluid) Airline technician or a designated person (scenario B) IT IS REITERATED that an Airline technician or his connected via representative MUST be present in the de-icing headset area to assist the flight (commercial set aviation/general aviation) under his responsibility. In the case of absence of the Airline technician or his representative in the de-icing area, commercial aviation flights will not be released by the AMS service to the TWR; for general aviation flights, release will not be required by COP to the AMS service.
SEA de-icing ASSIGNS and SENDS the mission to operating coordination equipment using the appropriate function of the de- Starting personnel icing application or, in recovery situations, 5 operations transmitting these data via radio on the SEA 1 frequency.
SEA personnel driving After RECEIVING visual confirmation (OK from the operating vehicles Captain or from the Airline Engineer in headphone contact with the Captain) to start operations, the aircraft is approached with operating vehicles.
Airline technician/ SUPERVISES and is responsible for de-icing/de- designated person snowing operations. /Captain For de-icing/de-snowing procedures and for the regulations relating to the status of the a/c engines during treatment see Attachments 8.3.1.B and 8.3.1.C.
SEA de-icing on RECEIPT of information on the end of treatment coordination by the operating equipment*, enters the personnel information in the system using the appropriate function of the de-icing application. Ending 6 operations *The END OF TREATMENT means the completion of de-icing operations and that the area is free of personnel and equipment.
Rev.: AIRCRAFT SERVICES AIRPORT REGULATION RS/LIN/3.1
LINATE AIRPORT Effective date: Page 8-13 01/12/2016
SEA personnel driving PERFORMS the post de-icing check and operating vehicles communicates the result to SEA Operator (scenario A) or to the Airline technician or a person designated by the latter (scenario B)
Airline technician/ Performs the tactile check and reports the results designated person to the SEA Operator (scenario A) or to the Airline /Captain technician or a designated person (scenario B) in connection with the Captain via headset. Requests new treatment if needed.
SEA Operator COMMUNICATES to the Captain, via headset, the (scenario A) post de-icing code (e.g. type II /100 15:38 31/12/09 or "fluid brand name" Post de-icing/anti-icing Airline technician or a completed) and, if performed, the tactile check designated person result transmitted by the Airline technician or (scenario B) designated person. connected via headset
The Captain RECEIVES the post-de-icing code and confirmation, after operations have been completed, from the Airline technician, or operating personnel, that treatment has been completed and the area is free of personnel and equipment. CONTACTS the TWR, after carrying out controls indicated in airline manuals, informing “Ready to Move” status.
TWR After OBTAINING confirmation from the Captain to move, it guides the aircraft to the planned position.
If the aircraft does not take off after de-icing, the TWR shall inform the SEA APRON if the Captain requests via radio a new treatment and special application procedures. The SEA apron, by direct intercom, will report the particular situation and flight number to SEA Handling de-icing coordination.
In the event of snowfall:
The Captain If, instructed by the TWR to move from the de-icing stand to the holding position, evaluating the last available friction coefficient values, the captain DECLARES take-off impossible, the flight will be redirected by the TWR to an area to free the de- icing stand.
Rev.: AIRCRAFT SERVICES AIRPORT REGULATION RS/LIN/3.1
LINATE AIRPORT Effective date: Page 8-14 01/12/2016
The Captain Instructed by the TWR to the holding position, shall immediately move to the position and when authorised, SHALL go to the runway for take-off. If, after evaluating the last available friction coefficient values, the captain DECLARES take-off impossible, he will be instructed by the TWR to “quickly clear the runway” via the first possible link road.
TWR Will instruct the pilot to clear the runway using the first link road possible, to a free stand, previously coordinated with SEA.
8.3.7 Attachments
Attachment 8.3.1.A contains the standard AEA questionnaire concerning the de-icing service provided at Linate airport.
Attachment 8.3.1.B regulates the number of aircraft being treated/waiting/moving to the de-icing area.
Attachment 8.3.1.C contains telephone contacts of bodies/organisations involved in the de- icing/de-snowing process.
Attachment 8.3.1.D contains the telephone numbers of the agencies involved in the de-icing/de- snowing process.
Attachment 8.3.1.E contains detailed tables of Linate de-icing systems.
Attachment 8.3.1.F contains general notes on the de-icing service.
Rev.: AIRCRAFT SERVICES AIRPORT REGULATION RS/LIN/3.1
LINATE AIRPORT Effective date: Page 8-15 01/12/2016
8.4 External aircraft washing7
The request for external aircraft washing must be submitted directly by the Airline, or by a designated contractor on its behalf, using the “Request for external aircraft washing” form (Attachment 8.3.2.A) to the Airport Coordination Duty Manager or a person designated by the latter, who will authorise the washing. All activities must be carried out without affecting other airport activities, fully observing regulations in force and in particular the ecological-environmental, health, aeronautical safety and work safety regulations. Only the products listed in Attachment 8.3.2.B. can be used for external aircraft washing.
The stands that may be used for aircraft washing, equipped with a watertight collection system for any liquid phases of the process causing accidental leaks are those from 6 to 19 on the main apron.
The need for towing of the aircraft in the assigned stand with follow-me assistance shall be notified in advance to the Airline. All liquid and solid waste produced during aircraft washing must be disposed of by Operators in accordance with environmental regulations, avoiding any direct or indirect release of such waste into sewage networks or in airport waste disposal facilities. Any environmental recovery costs shall be charged.
The Operator in charge shall lay out waterproof sheets with corners designed to retain any liquid spilled during the operations. The aircraft is washed using own suitable cleaning materials that meet standard safety requirements with special attention to worker safety when working on heights and inhaling of atomised spray.
Once operations are completed the Operator shall collect all liquid spilled on the sheets into a watertight container of adequate capacity. In case of accidental spillage of liquid outside the collecting sheets, the Operator must notify Airport Coordination (Duty Manager), directly or through the Airline, for clean-up and recovery of the operating area and involved sewage facilities, if necessary.
Special waste produced during aircraft washing must be disposed of in accordance with environmental regulations, avoiding any direct or indirect release of such waste into the soil, sewage networks or in airport waste disposal facilities.
7 Applicable legislative references: - UNI EN ISO 14001:2004, sections 4.4.6 and 4.5.3. of the standard; - Linate Airport Manual; - Applicable environmental legislation (see “Registry of Laws”); - Consolidated Code on Safety – Legislative Decree 81/08, as amended and supplemented; - Agreements entered into with SEA (e.g. concession agreements), which regulate the activities set out in this procedure. Rev.: AIRCRAFT SERVICES AIRPORT REGULATION RS/LIN/3.1
LINATE AIRPORT Effective date: Page 8-16 01/12/2016
8.5 Waste and wastewater management8
SEA manages the collection and disposal of waste and wastewater at Linate Airport in accordance with legal provisions. Each party involved in the performance of specific activities shall properly use the transport vehicles and equipment necessary for its activity depending on the nature of the latter.
8.5.1 Solid urban waste (RSU)
Solid Urban Waste or SUW refers to waste produced by the various cleaning operations performed within the airport grounds as well as any other waste which, due to its type and quantity, is classified as equivalent to Solid Urban Waste. SUW includes without exceptions both waste produced on aircraft belonging to Airlines during the operations performed on board and waste produced and directly unloaded by the Companies (if they perform handling themselves) or by one or more handlers (pursuant to Legislative Decree 18/99) and disposed of by the Airport Operator (in some cases under agreements with Municipalities or companies appointed by them) by virtue of the obligations and independent powers deriving from the Agreement with the Italian state. Food waste
8 References: - SEA/ENAC agreement dated 4/9/2001 for the management and development of Linate airport; - Navigation Code, amended by Legislative Decree no. 96, 9 May 2005 “Update of the part of the Navigation Code regarding aviation”, as well as by Legislative Decree 151/2006; - Law no. 2004 of 3.10.2002, as amended and supplemented, “Urgent actions in the Civil Aviation sector”; - Legislative Decree no. 205 of 03.12.10 and Legislative Decree no. 152 of 3 April 2006 -152 - Environmental regulations, as amended and supplemented. - Excerpt-Waste management and remediation of polluted sites; - Regional Council Decree no 7/12693 of 10.04.2003, as amended and supplemented; - “Provisions regulating areas for the protection of underground waters for human consumption”; - Legislative Decree no. 31 of 2 February 2001, as amended: - Transposition of Directive 98/83/EC on the quality of waters for human consumption; - Regional Law no. 26/2003 and subsequent implementing Regional Regulations; - Regional Regulation no. 2 of 24.03.2006 governing the use of waters; - Regional Regulation no. 3 of 24.03.2006 – Regulation and authorization of discharges; - Regional Regulation no. 4 of 24.03.2006 regulating the drainage of first rain waters; - Regional Law no. 21 of 27-12-2010 Amendments to Regional Law no. 26 of 12 December 2003 (Regulation of local services of general economic interest. Regulations on waste management, energy, use of the subsoil and water resources), in implementation of Article 2, paragraph 186-bis of Law no. 191 of 23 December 2009. - Regional Council Resolution no. 8/3789 of 13-12-2006 Program for the protection and use of water - Guidelines for the competent Authorities for the definition of priority actions of the water cycle (Regional Law no. 26/2003). - Regional Council Resolution no. 8/5448 of 26-9-2007 Method for determination of the integrated water service rate in Lombardy pursuant to Regional Law no. 26/2003. - Agreement with the Municipalities for disposal of waste; - Municipal Refuse Collection Service Regulations; - Consolidated Code on Safety – Legislative Decree 81/08, as amended and supplemented; - SEA “Mapping of dangers by uniform areas” document; - Documentation related to possible specific risks existing in the specific area of intervention – SEA; - UNI EN ISO 14001:2004, sections 4.4.6 and 4.5.3. of the standard Rev.: AIRCRAFT SERVICES AIRPORT REGULATION RS/LIN/3.1
LINATE AIRPORT Effective date: Page 8-17 01/12/2016
produced on the aircraft, according to current health regulations, must be managed directly by the caterers who must guarantee handling and disposal. The Airport Operator provides the Solid Urban Waste management service directly or indirectly. All waste produced by Airlines, handlers, airport Operators and/or cleaning contractors must be disposed of in the appropriate containers provided directly or indirectly by SEA (waste bins, containers or press-containers); this does not apply to waste of animal origin from catering activities, which must be managed and disposed of by the caterers in accordance with applicable regulations. The Airport Operator performs checks on how third parties within the airport grounds dispose of their waste, notifying any cases where waste disposal by these parties may compromise the safety and hygiene of the premises, or arranging for urgent environmental or health recovery actions and charging the relevant costs to third-party operators.
It is strictly forbidden to leave waste of whatever nature on the airport grounds, or in any case outside the dedicated containers, and to introduce in containers for undifferentiated waste (residual dry waste) any other type of waste, including those for which separate collection containers are provided; waste currently collected in separate form include: bulky waste, wood, paper, glass and tin cans, toner, plastic packaging, and organic waste. It should be noted that food waste from catering on board aircraft is not allowed to enter the SUW circuit.
Management of solid urban and similar waste Disposal of solid The Airport Operator PROVIDES operational guidelines to Airlines and waste from aircraft Airport Operators on the procedures for disposal of cleaning SUW generated on board the during aircraft operation. PROVIDES operational guidelines on waste separation. Airline MANAGES, in self-handling regime, the SUW produced during cleaning activities carried out on board aircraft (excluding food waste – residues of on board meals - managed by the catering firms). DISPOSES of the SUW in the specific facilities made available by SEA (skips or containers or press containers) at the Airport Waste Disposal Centre, or in the facilities in specific areas of the aircraft parking apron. Disposal takes place in accordance with separation instructions provided by the EO OU of the airport in question. Airport Operator DISPOSES of the SUW produced in cleaning activities carried out on board aircraft in the specific facilities directly or indirectly made available by SEA (skips or containers or press containers) at the Airport Waste Disposal Centre, or in the facilities in specific areas of the aircraft parking apron. Disposal takes place in accordance with separation instructions provided by the EO OU of the airport in question. OU of the airport in question. Rev.: AIRCRAFT SERVICES AIRPORT REGULATION RS/LIN/3.1
LINATE AIRPORT Effective date: Page 8-18 01/12/2016
Food waste (residues of on board meals) is managed by the catering firms. Disposal of solid The Airport Operator PROVIDES operational guidelines regarding the urban waste procedures for disposal of SUW produced by terminal and remote building users. PROVIDES operational guidelines on waste separation. Airport Operator CONSIGNS the SUW produced in cleaning activities in the specific facilities made available by the Manager in the specific areas of the terminals, remote buildings and airport grounds (skips or containers or press containers) in accordance with separation instructions provided by the EO OU of the airport in question. External suppliers DISPOSE of the SUW produced in cleaning (in charge of activities in the specific facilities made available by cleaning activities) the Manager in the specific areas of the terminal, buildings and airport grounds (skips or containers or press containers) in accordance with separation instructions provided by the Airport Operator of the airport in question. Controls on SUW The Airport Operator Periodically CONTROLS the distribution, quantity management and proper use of equipment and Its state of activities repair.
ENSURES, on also verbal request, replacement of equipment (skips) no longer fit for use (for structural deformations or piercing).
Visually VERIFIES that the disposal of waste in the "skips/press-containers" or in other appropriate equipment is carried out properly.
CONTROLS the quantity of waste disposed of and the frequency of transport of waste contained in the "skips/press-containers".
CARRIES OUT appropriate controls on waste consignment activities carried out by third parties in the airport grounds, making the necessary reports should such activities be contrary to company standards or affect environmental safety and hygiene, ORDERING, where necessary, standardisation actions to restore acceptable of environmental/hygiene conditions for improper or incorrect consignment or abandoning of waste
Rev.: AIRCRAFT SERVICES AIRPORT REGULATION RS/LIN/3.1
LINATE AIRPORT Effective date: Page 8-19 01/12/2016
8.5.2 Special Waste
The term special waste refers to all waste produced within the airport that is not classified as solid urban and similar waste. They are subdivided into hazardous special waste (e.g. used oil, batteries, lamps, oil-absorbing material, emulsions with hydrocarbons, anti-freeze solutions, etc,) and non-hazardous special waste (e.g. perishable materials, non-hazardous computer equipment, etc.) All special waste produced by SEA is handled at the Airport Waste Disposal Centre in accordance with applicable regulations. Operators who, for operational/maintenance needs, choose to stockpile their special waste temporarily in an identified space, must request prior authorisation from the Airport Operator, who will assess the location and related environmental and operational aspects through its competent functions.
Airport Operators must provide for the management of all hazardous and non-hazardous special waste they produce.
SEA may verify at any time that waste management is conducted correctly also through inspections and administrative audits. Special waste collection and management procedures must be compliant with applicable regulations, and must be adjusted to any regulatory updates or new provisions issued from time to time; waste handling equipment must be suitable to minimise the risk of accidental tips or spills. The existence of any dedicated waste management warehouses, as well as adopted management procedures, must be notified to the Airport Operator facilities.
Rev.: AIRCRAFT SERVICES AIRPORT REGULATION RS/LIN/3.1
LINATE AIRPORT Effective date: Page 8-20 01/12/2016
Special and hazardous special waste management
Operational The Airport MANAGES waste at the "Waste Disposal Centre" procedures Operator according to the provisions of the provincial authorities. Periodically VERIFIES that the volume of waste recorded in the registers does not exceed the maximum limit permitted by the storage authorisation. Special waste The Airport ENSURES that the temporary storage of special storage Operator non-hazardous waste is carried out: procedures - by homogeneous categories of waste - without mixing waste with different EWC numbers - in compliance with technical standards ENSURES that the temporary storage of special hazardous waste is carried out: by homogeneous categories of waste - without mixing waste with different EWC numbers - in compliance with technical standards governing the storage of hazardous substances - in compliance with the standards governing the packaging and labelling of hazardous waste. - in mobile containers with: - suitable closures in order to prevent leakage of the contents - accessories and devices to perform filling and emptying operations safely Consignment The Airport CONTROLS that consignment operations are carried procedures Operator out properly. CARRIES OUT, where necessary, the basic characterisation of each type of waste on first disposal and in any case whenever there is a significant change in the process originating the waste (in any case characterisation must be carried out at least once a year).
Airport Operator Autonomously MANAGES special waste, hazardous or not, produced, or, alternatively SIGNS a contract for the consignment of special non- hazardous waste at the Airport Waste consignment Centre in the manner provided for in the Provincial Authorisation issued to SEA SpA Airline Autonomously MANAGES special waste, hazardous or not, produced, or, alternatively SIGNS a contract for the consignment of special non- hazardous waste at the Airport Waste consignment Centre in the manner provided for in the Provincial Authorisation issued to SEA SpA Procedures for The Airport REQUESTS when necessary the intervention of sending special Operator external suppliers authorised for waste transport and waste for disposal disposal.
Rev.: AIRCRAFT SERVICES AIRPORT REGULATION RS/LIN/3.1
LINATE AIRPORT Effective date: Page 8-21 01/12/2016
8.5.3 Waste of aeronautical origin at potential biological risk9
Medical waste at risk of infection must be disposed of by thermal destruction in authorised facilities, at the expense of the producing party. Any medical waste (special hazardous waste) abandoned on board the aircraft must be managed by the Airline. This procedure applies to all processes for the management of systems and materials potentially at risk of infection at Linate airport, and defines: • water system control procedures for the prevention of legionellosis; • water system maintenance procedures for the prevention of legionellosis; • air-conditioning system control procedures for the prevention of legionellosis; • air-conditioning system maintenance procedures for the prevention of legionellosis; • procedures for the management of products of animal origin left by passengers, or confiscated by the customs authorities because transported by the airline in violation of the regulations laid down by Reg.(EC) no. 206/2009 of 5-3-2009; • procedures for the management of products of animal origin contained in baggage deposited in the Lost & Found office; • procedures for the management of materials managed by airport handlers in their cold rooms (for which handlers ensure assistance to the Border Inspection Post (BIP) which lays down the procedures to be adopted on a case-by-case basis).
9 Regulatory references: - Register of environmental regulations affecting the management of airport infrastructures; • WASTE Thematic Area • HEALTH AND HYGIENE Thematic Area - Order of the Ministry of Health Malpensa Office 2681/06; - Order of the Ministry of Health Malpensa Office 3326/06; - Order of the Ministry of Health Malpensa Office 809/14; - Order of the Ministry of Health Malpensa Office 2177/14; - Regulation (EC) 5-3-2009 No 206/2009 - Commission Regulation on the introduction into the Community of personal stocks of products of animal origin and amending Regulation (EC) No 136/2004 and related Customs Agency application Circular; - Regulation 1069/09/EC “Regulation of the European Parliament and of the Council laying down health rules concerning animal by-products not intended for human consumption” and repealing Regulation 1774/02/EC (repealed with effect from 4 March 2011); - Legislative Decree 152/06 – Part Four and its implementing provisions; - Ministerial Circular No. 14/D of 14 October 2004; - UNI EN ISO 14001:2004, sections 4.4.6 and 4.5.3. of the standard; - Environmental Analysis Report; - Airport Manual Procedures. Rev.: AIRCRAFT SERVICES AIRPORT REGULATION RS/LIN/3.1
LINATE AIRPORT Effective date: Page 8-22 01/12/2016
8.5.3.A Definitions and specifications
Materials managed The following materials are handled by SEA in a dedicated cold in cold rooms storage room: a. personal supplies of products of animal origin confiscated by customs authorities from passengers because transported by the airline in violation of the regulations laid down by Reg. (EC) 206/2009 of 5-3-2009, or spontaneously left by the passenger; b. products of animal origin contained in baggage left by passengers, stored at the Lost & Found offices;
The materials managed by handlers in their cold rooms are the following: c. carcasses of animals that died during the trip, in accordance with Articles 5 and 7 of Ministry of Health Ordinance no. 2681/06-USMAF MILANO MALPENSA. Airport handlers shall provide assistance to the Border Inspection Station (PIF) that will establish procedures to be adopted on a case-by-case basis. d. manure from the cleaning of stables and transport stalls. Animal and Category 1 materials: foodstuff waste - Foodstuff waste from means of transport operating extra-EU from outside the routes, excluding Switzerland and Norway; European Union - Carcasses of pets, circus and zoo animals, guinea pigs and wild animals suspected of diseases transmittable to humans and animals, which died during the journey; - Products of animal origin containing residues of environmental contaminants (Dir. 96/23/EC, att. 1, cat. B, point 3), if the limits exceed the EU or national standards; - Any other material under art. 8 Reg. EC 1069/2009, including mixtures of Cat. 1 materials with other materials; - Supplies of products of animal origin for personal use confiscated because transported in violation of Reg. EC 206/2009; - On board food waste coming from Sardinia, except that derived from foodstuffs certified for the absence of materials of pig origin or that have come into contact with the same. Category 2 materials: - Products of animal origin other than category 1 materials, imported or introduced from a third country, which do not comply with the veterinary legislation applicable to their importation in EU territory, whose repatriation to the country of origin is impossible; - Carcasses of animals from third countries, which died during the journey, excluding carcases belonging to category 1; - Any other material under art. 8 Reg. EC 1069/2009, including mixtures of Cat. 2 with materials Cat. 3. Category 3 materials: - On board waste from domestic or EU flights, waste from meals produced in domestic catering kitchens if such meals have been served on extra-EU routes both during the outward and return journey, without having been unloaded from the aircraft or manipulated in the third country.
Rev.: AIRCRAFT SERVICES AIRPORT REGULATION RS/LIN/3.1
LINATE AIRPORT Effective date: Page 8-23 01/12/2016
8.5.3.B Management of perishable products of animal origin
Management of Customs REJECTS/CONFISCATES from passengers products and perishable products whose importation is prohibited foodstuffs of animal and contained in baggage, and puts them in the origin confiscated containers provided by SEA Spa, compiling a specific or left report that it SENDS a copy of to the Airport Operator. In the case of foodstuffs spontaneously left by passengers: SIGNS the finding of perishable foodstuffs report.
The Airport Operator ACQUIRES a copy of the confiscation report issued by the Customs and TRANSFERS the materials subject to confiscation to its cold store. In the case of foodstuffs spontaneously left by passengers: TRANSFERS the materials to the cold store of the Airport Operator, accompanied by a customs delivery report justifying the transport.
Handler TRANSFERS the materials, appropriately placed in a sealed cellophane bag, to the facilities available outside the arrivals area.
Products of animal Handler IDENTIFIES the foul-smelling baggage and informs the origin contained in Duty Manager. baggage deposited PLACES the foul-smelling baggage in a sealed at the Lost & Found cellophane bag. office
COMPILES a specific form called "Communication of finding foul-smelling baggage" and APPLIES a copy to the bag prepared.
TRANSFERS the material to the facilities available outside the arrivals area. SENDS by fax to the EO OU of the Manager Airport the form called "Communication of finding foul-smelling baggage" (Attachment 8.4.3).
The Airport Operator TRANSFERS the materials to its cold store.
Rev.: AIRCRAFT SERVICES AIRPORT REGULATION RS/LIN/3.1
LINATE AIRPORT Effective date: Page 8-24 01/12/2016
Management of animal products and food waste from outside the EU
Category 1 waste Handler UNLOADS on board waste classified as "category 1" from the airport from aircraft operating extra-EU routes (except CH and catering service N), placing it in airtight containers on board. These containers, accompanied by “unloading memorandum” indicating the number, in addition to the name, of the Airline and the number of the seal of the vehicle used for transport, are loaded onto sealed vehicles. Transport takes place ensuring the separation of foodstuffs from food waste, as well as the separation of by-products of different categories. For this purpose DRAWS UP procedures based on the hazard and critical control points (HACCP) principles and RECORDS the operations so as to ensure traceability of waste at each stage of handling/disposal.
Airline PERFORMS the survey, collection and storage of on board waste of aircraft operating extra-EU routes (except CH and N), placing it in airtight containers on board. WASHES the containers, sealed on board, used by Airlines for unloading on board waste classified as "category 1" from aircraft operating extra-EU routes (except CH and N). ENSURES transport of the on board waste of category 1 and 3 using the commercial document referred to in Reg. UE n. 143/2011 (PO200 - all. 5 e 5/A) or the waste form. Category 3 waste Handler UNLOADS on board waste classified as "category 3" from the airport from aircraft, after having sealed it on board and placed catering service it in specific containers. PERFORMS the survey, collection and storage of on board waste of aircraft operating extra-EU routes (except CH and N), placing it in airtight containers on board. WASHES the containers, sealed on board, used by Airlines for unloading on board waste classified as "category 3" from aircraft operating domestic and EU routes or from CH and N. ENSURES transport of the on board waste of category 1 and 3 using the commercial document referred to in Reg. UE n. 143/2011 (all. 5 e 5/A) or the waste form. DISPOSES of material classified as "kitchen and catering waste" pursuant to art. 10, letter p), Reg. EC 1069/2009, as provided for by Legislative Decree 205/10.
Rev.: AIRCRAFT SERVICES AIRPORT REGULATION RS/LIN/3.1
LINATE AIRPORT Effective date: Page 8-25 01/12/2016
8.5.3.C Disposal of animal carcasses and products and food waste
Animal carcasses Handler REQUESTS the intervention of the Border Inspection Post/Airport Health Office, compiling the Intervention Request form. TRANSFERS the carcasses to its their cold rooms.
Issue of incineration The Airport Operator DRAWS UP a list of the material stored in the cold order store, and transmits it to obtain authorisation for incineration to: • Linate Customs Agency for personal supplies of products of animal origin • Airport Health Office for products of animal origin
For the material referred to in point b) information is also sent to the Linate Customs Agency.
Disposal of Finance Police and ATTENDS the loading of the materials on the vehicle of perishable Customs Agency the Company appointed for transport to the incinerator. materials Customs Agency ISSUES the incineration report, sending a copy to the Airport Operator.
The Airport Operator PROVIDES for transport and disposal of the perishable materials at a suitable incineration plant in the manner prescribed by the environmental legislation in force (Legislative Decree 152/06) using specialised and authorised companies. COMMUNICATES to the Customs Agency, the Handler involved and the Airport Health Office successful incineration sending a copy of the waste identification form.
Payment of The Airport Operator CHARGES the costs of waste collection, transportation interventions and disposal to the Airlines responsible for the materials disposed of. The amounts to be charged will be determined annually and formally transmitted with written notice to said Airlines.
N.B.: charging will be possible only in the case of recognition of the material as coming from a specific Airline and only subject to a destruction order issued by the competent authority.
Rev.: AIRCRAFT SERVICES AIRPORT REGULATION RS/LIN/3.1
LINATE AIRPORT Effective date: Page 8-26 01/12/2016
8.5.3.D Management of foul-smelling perishable materials contained in baggage
Management of Handler - Lost & Found IDENTIFIES the foul-smelling baggage. foul-smelling SENDS qualified personnel to be pick it up. baggage UPDATES the baggage file, indicating its exact location. TRANSFERS the foul-smelling baggage to a specific container located in the airport grounds.
COMPILES a form with all the data related to the foul- smelling baggage.
INFORMS the Airport Operator which daily collects foul-smelling baggage put in the dedicated container, and sends the related form.
The Airport Operator With an appropriate load, ENSURES organisation of disposal of the baggage by incineration.
Payment of The Airport Operator CHARGES the costs of waste collection, transportation interventions and disposal to the Airlines responsible for the materials disposed of. The amounts to be charged will be determined annually and formally transmitted with written notice to said Airlines.
N.B.: charging will be possible only in the case of recognition of the material as coming from a specific Airline and only subject to a destruction order issued by the competent authority.
Rev.: AIRCRAFT SERVICES AIRPORT REGULATION RS/LIN/3.1
LINATE AIRPORT Effective date: Page 8-27 01/12/2016
8.5.4 Sewage wastewater
The Airport Operator provides directly or indirectly for the removal and subsequent purification of “domestic” or similar wastewater in accordance with industry environmental regulations, as well as the removal of meteoric waters through airport sewer networks. Every six months SEA reads the volume meters installed at the terminal discharge of the airport sewer network into the public trunk line. Periodic chemical analyses are conducted at least once a year to assess the quality of discharged waters. Every six months, based on a scheduled programme, SEA sends quantitative data of discharged wastewater to the public sewer manager for the appropriate checks and charging of treatment and sewage fees. It is strictly forbidden to discharge into the airport sewer network any wastewater other than “domestic” and similar wastewater, as well as waste of any nature (liquid or solid). All Operators are required to pay to SEA, pro rata, fees for the removal and treatment of discharged wastewater.
Provisions It is expressly forbidden to introduce into the sewer system waste of any kind (liquids and solids).
Rev.: AIRCRAFT SERVICES AIRPORT REGULATION RS/LIN/3.1
LINATE AIRPORT Effective date: Page 8-28 01/12/2016
8.5.5 On board septic tanks - regulated centralised discharge areas
SEA has installed dedicated tanks for the collection of sewage from the drainage of aircraft toilets (effluent). On request, handlers may access the discharge tanks under the operating conditions set by the Airport Operator for septic tank emptying.
8.5.5.A.a Emptying and replenishment of aircraft toilet tanks
Refilling of septic Handler MUST USE the dedicated SEA water and disinfectant mixing tanks system (the tank dip pump has a mechanical litre meter to ensure proper disinfectant dilution) for filling septic tanks. At the end of filling operations the operator INSERTS the disinfectant dispensing tube in the container for the collection of any leaks.
Aircraft tank Handler The driver/operator: drainage - POSITIONS the septic tank alongside the aircraft. - OPENS the aircraft hatch and attaches the drainage pipe. - DRAINS the sewage. - CLOSES the drainage valve. - LEAVES the drainage cap and the hatch open (unless otherwise indicated by the carrier) if the aircraft makes an overnight stop. - REQUESTS, through the Duty Manager, intervention of the competent SEA function to clean the apron, in the event of significant leakage of liquid during tank emptying or filling or coupling of the pipe to the aircraft connector.
Aircraft tank Handler The driver/operator: replenishment - ATTACHES the disinfected water inlet pipe to rinse the effluent tank. - PROCEEDS with rinsing. - DRAINS the rinse water. - REFILLS the tank with disinfected water if required by the type of aircraft (with recirculating hydraulic system).
Emptying of Handler The driver/operator: septic tanks - MUST USE only the dedicated SEA systems for emptying septic tanks; - at the start of the shift, at the end of the shift and whenever necessary EMPTIES the septic tanks of effluent with the following procedures: 1) POSITIONS the vehicle in the area provided by SEA; 2) OPENS the drainage valve; 3) EMPTIES the effluent from the septic tank; 4) CLEANS the ground around the drainage tanks of any leakage using the water jet available on site.
Chlorinated tanks and septic tanks must never be parked in the same area.
Rev.: AIRCRAFT SERVICES AIRPORT REGULATION RS/LIN/3.1
LINATE AIRPORT Effective date: Page 8-29 01/12/2016
8.5.5.A.b Unloading of on board septic tanks
Unloading Handler The driver/operator: management UNLOADS the septic tanks containing the "on board effluent" at the specific unloading points in accordance with good hygiene and safety standards. After each unloading operation, CLEANS the area in question with the hose provided. In the event of anomalies or malfunctions, REPORTS these immediately to the Control Room for adoption of the appropriate measures.
Emergencies The Airport If, within the scope of operational/maintenance activities, relating to Operator situations arise requiring the blockage of unloading unloading operations, activates the emergency drain (if any) until reinstatement of normal conditions, to be notified by mail to the Handlers involved.
Rev.: AIRCRAFT SERVICES AIRPORT REGULATION RS/LIN/3.1
LINATE AIRPORT Effective date: Page 8-30 01/12/2016
8.5.6 Distribution of aircraft potable water – Centralised chlorination service
The distribution of potable water to all airport users is one of the Airport Operator’s obligations under the Agreement with the Italian Government; this also includes the distribution of potable water to aircraft. For this purpose, several years ago SEA installed a dedicated system with automatic water disinfection devices, as required under health and aeronautical regulations; these systems are designed to feed all chlorinated tanks that supply drinking water to the aircraft. On request, airport handlers may access the centralised supply of aircraft potable water under the operating conditions set by the Airport Operator. A scheduled monitoring programme (monthly or two-monthly) has been set up to check the functionality and quality of supplied potable water and maintain the required sanitation levels. If any problems should be encountered during the activity, such that supply is difficult or impossible, the Handler shall IMMEDIATELY report them to the SEA Duty Manager (tel. 02 7485 3477/8) so that the necessary recovery actions may be taken.
Rev.: AIRCRAFT SERVICES AIRPORT REGULATION RS/LIN/3.1
LINATE AIRPORT Effective date: Page 8-31 01/12/2016
8.5.6.A.a Chlorinated tanks for aircraft water supply
Procedures for Handler Subject to the approval of the Airport Operator and access to filling with the contractually envisaged procedures, accesses point the compartment of the filling hose situated in the specific system.
FILLS its tanks (with special connector) with chlorinated water. Once filled, ensures that the filling hose is properly repositioned in its compartment and the compartment is locked. If, in the course of the activity, the Handler operator detects a fault, REPORTS this to the Duty Manager who is required in turn to promptly inform the Airport Operator.
Emptying and filling Handler MUST USE only the systems provided by SEA for of chlorinated tanks procurement of tank drinking water. Each Handler operator/driver, in the event of finding a system malfunction in the dedicated SEA supply system, directly NOTIFIES his manager who activates the “Airport Maintenance” OU of the Airport Operator.
Chlorination plant The Airport Operator In case of anomalies in the chlorination system which out-of-order cannot be immediately solved, affixes an out-of-order management notice. Filling of chlorinated Handler If the chlorination plant is out of order, SEA adds tanks when the chlorine tablets to non-chlorinated water to the extent chlorinator is out of indicated by the manufacturer on the packaging of the order disinfectant substance.
Rev.: AIRCRAFT SERVICES AIRPORT REGULATION RS/LIN/3.1
LINATE AIRPORT Effective date: Page 8-32 01/12/2016
8.5.6.A.b Chlorinator management
Maintenance The Airport Operator ENSURES the maintenance and functional testing of activities the "Chlorinator" in all its parts, in particular verifying: • the functionality of the opening system, the flexible supply hose compartment and the reel; • the functionality and integrity of the terminal guard of the dispensing pipe in order to prevent microbiological contamination; • the functionality and integrity of the hydraulic shunt and connection system to the airport water mains; • the functionality and weekly calibration of the metering pump of the sodium hypochlorite solution, so as to maintain a range of free residual chlorine between 0.3 and 0.8 mg/l at the filling point of the aircraft (Ref. AHM440); • the hygiene and safety conditions of the system making it accessible only for maintenance activities (closure of access door and closure of flexible supply hose compartment).
Handler VERIFIES that its chlorinated tanks are equipped with devices compatible with the supply system connectors.
If, in the course of the activity, problems which may hinder or prevent normal supply or anomalies are detected, the same must IMMEDIATELY inform the Airport Maintenance OU.
Analysis of The Airport Operator TRANSMITS the reports of the analyses carried out on system sampling the chlorination system to AOC, the handlers involved and to the carriers or the Agencies making a request.
Emergencies The Airport Operator In case of anomalies in the chlorination system which cannot be immediately solved:
AFFIXES on the access door of the system a notice of closure of the same (for Malpensa airport this is the responsibility of the mechanical service); INFORMS handlers that the system is out of order. PROCEEDS with implementation of the actions necessary to solve the problem. Solution of the fault and resumption of system operation is notified with a specific communication exclusively by e-mail.
In the case of analyses not in conformity with the legal limits, INFORMS handlers so that they may provide for manual water disinfection in their own tanks pending recovery of normal sanitation conditions.
Rev.: AIRCRAFT SERVICES AIRPORT REGULATION RS/LIN/3.1
LINATE AIRPORT Effective date: Page 8-33 01/12/2016
Following the interventions carried out on the system, PERFORMS new verification and control analyses and, if in conformity with the legal limits, INFORMS handlers for resumption of activities.
8.5.6.A.c Aircraft drinking water service
Aircraft tank Airport handler The driver/operator PERFORMS the following aircraft drainage drinking water tank emptying and filling operations: - On the instructions of the Carrier, EMPTIES the drinking water tank of the aircraft, using the specific tanks for the collection of water from aircraft. - OPENS the hatch of the water filling/emptying valve of the aircraft and PLACES the selector of the aircraft in the "empty" position. - Having terminated the operation, REPOSITIONS the selector of the aircraft in the "fill" position.
Aircraft tank filling Airport handler The driver/operator OPENS the hatch and the fill valve with tankers of the aircraft, lets a limited amount of water empty out (to prevent the formation of ice at low temperatures), preferably into a drain, attaches the water hose, starts filling according to the amount indicated by the Carrier and CHECKS the level. In the event that a single operator must alternately perform the drinking water service and toilet tank emptying service, before providing drinking water to the aircraft the operator must put on specific technical clothing (jumpsuit, gloves and overshoes to be requested to his superior) to prevent any contamination.
Rev.: AIRCRAFT SERVICES AIRPORT REGULATION RS/LIN/3.1
LINATE AIRPORT Effective date: Page 8-34 01/12/2016
8.5.6.A.d Analysis of potability of the water contained in the chlorinated tanks
Verification of water Handler VERIFIES the daily consumption of water using potability estimated tank filling.
Ensures periodic monitoring of the chemical/microbiological parameters of the water.
ASSIGNS verification of water potability to an external laboratory four times a year per tank, according to the IATA AHM 440 directive.
Having received the results of the analyses, in the case of a positive outcome, ORDERS the tank to be put out of service and NOTIFIES the operator responsible for disinfection of the tank. After disinfection, CARRIES OUT new analyses and only with a negative outcome PUTS the tank back into service.
SENDS the results of the analyses carried out to the Airport Health Office.
8.5.6.A.e Disinfection of Chlorinated Tanks
Disinfection Handler DISINFECTS the tanks to safeguard the potability of planning the water of the tanks ensuring disinfection, through appropriate planning: weekly monthly or extraordinary.
SENDS the detailed annual tank planning to the disinfection service provider. SENDS the tank for disinfection with the drinking water tank half full.
Provisions Chlorinated tanks and septic tanks must never be parked in the same area.
Rev.: AIRCRAFT SERVICES AIRPORT REGULATION RS/LIN/3.1
LINATE AIRPORT Effective date: Page 8-35 01/12/2016
8.5.7 Spills in operating areas10
In case of fuel or oil spills in the movement area, the Airport Operator shall coordinate the Fire Brigade’s clean-up of the areas involved and recovery of their usability and safety, after a containment response is conducted if appropriate. The Fire Brigade’s response shall include: - providing firefighting assistance until recovery of normal conditions in the area involved in the spill; - containment of the area involved in the spill by installing an adequate number of oil- absorbing panels, if deemed necessary by the Fire Brigade Team Leader.
The different activities shall be carried out in full compliance with environmental and workplace health and safety regulations.
10 References: Airport Manual - PROCOP 260: Fuel and oil spills in the manoeuvring area Rev.: AIRCRAFT SERVICES AIRPORT REGULATION RS/LIN/3.1
LINATE AIRPORT Effective date: Page 8-36 01/12/2016
8.6 Aircraft refuelling procedure with passengers on board11
8.6.1 Purpose
This procedure regulates operations to be adopted for refuelling with passengers on board or during embarkation/disembarkation of the same, defining responsibilities, scope of activities and actions of the various parties involved in refuelling operations.
8.6.2 Scope
This procedure applies to all refuelling processes carried out at Linate airport with passengers on board or during their embarkation/disembarkation. For refuelling operations, carriers normally use “JET-A1” aviation fuel. Based on the assessments carried out, the maximum number of simultaneous refuelling operations possible at the airport is 10. Any restrictions in terms of aircraft/parking stand combination and relevant operating procedures are set forth in the document entitled “Analysis macro-profile for the adoption of fuelling procedures pursuant to Amendment no. 6 of 18 July 2011, Section 10; Paragraph 6.3 of ENAC’s Airport Construction and Operation Regulations – Risk Assessment”.
11 References: - Airport Construction and Management Regulations - Chap. 10; - EU – OPS 1.305 Refuelling/refuelling with passenger embarking, on board or disembarking. - Ministerial Decree 30 June 2011 "Provisions to be observed during aircraft refuelling". Rev.: AIRCRAFT SERVICES AIRPORT REGULATION RS/LIN/3.1
LINATE AIRPORT Effective date: Page 8-37 01/12/2016
8.6.3 Definitions and abbreviations
AC, Air Carrier Air Navigation Company (Airline) APTC Airport Coordination. Airport control tower – E.N.A.V. S.p.A. regulates and controls the movement of aircraft, other vehicles and personnel in the TWR manoeuvring area and ensures orderly movement of aircraft on aprons. Duty Manager SEA Linate Airport Coordination operational professional.
Role provided for by the current MD 30/06/2011 and by the 6th amendment to ENAC’s Airport Construction and Operation Refuelling Regulations, to be univocally identified by each carrier and officially Manager communicated to the Airport Operator by completing the appropriate checklist in Attachment 8.5.
A spill of polluting and flammable liquid covering a surface of less Minor spill than 4 m2 (a circle of approx. 2m in diameter).
Medium/major A spill of polluting and flammable liquid covering a surface larger spill than 4 m2 (a circle of approx. 2m in diameter).
Time on the ground necessary for passenger disembarkation and embarkation, refuelling, cleaning and embarkation of catering, Turn around baggage, cargo and mail. Generally determined by the type of aircraft and the needs of Air Carriers.
Cockpit Pilot's cabin.
Consisting of circular area at a distance of 6m from tanks, vents, equipment and mobile vehicles. Safety/refuelling Refuelling equipment and aircraft tank vents shall be at a distance area of at least 15 metres from any building, excluding those associated with relevant airport operations.
Rev.: AIRCRAFT SERVICES AIRPORT REGULATION RS/LIN/3.1
LINATE AIRPORT Effective date: Page 8-38 01/12/2016
8.6.4 Responsibilities and actions
The level of complexity of refuelling operations, also caused by the simultaneous presence of several parties involved in ground support operations, requires a harmonized approach of all activities to achieve optimal safety conditions.
To this end a safety net has been set up which, via a rational allocation of tasks and responsibilities, in compliance with the provisions of ENAC Amendment no. 6 to the Regulations for Airport Construction and Operation, facilitates achievement of the highest standards of safety during refuelling operations, combining the same with operational requirements.
The parties which, in various ways, contribute to achieving full effectiveness of safety objectives associated with refuelling operations are the Airlines, Ground Support Service Providers, the Fire Brigade, and the Airport Operator.
• Airport Ground Support Service Providers: are in possession of the foreseen certification issued by the certification body and must ensure strict compliance with all specific safety and ongoing education and training standards in order to give full effect to the various tasks required.
• The Fire Brigade: constitutes a fundamental element in relation to its institutional duties involving, inter alia, the provision of training programs and certification of Refuelling Support Service Providers (defined hereinafter as Refuelling Handlers), as well as inspection of compliance with its technical provisions concerning aircraft refuelling operations.
• Airline Company: provider of air transport services and, unless delegated (to be officially notified by the AC itself) responsible for refuelling operations of its aircraft.
• Airport Operator: owner of the concession for airport operations and, having the organization, infrastructure and resources and adequate knowledge of the airport potential and organization, the party ensuring usability of the Airport stands for refuelling operations. Also makes available and maintains in efficient working order fire-fighting equipment with technical specifications and capacity compliant with applicable provisions issued by the Fire Brigade Department of the Ministry of the Interior at the stands in which refuelling takes place.
Rev.: AIRCRAFT SERVICES AIRPORT REGULATION RS/LIN/3.1
LINATE AIRPORT Effective date: Page 8-39 01/12/2016
The refuelling process is divided into the following phases:
RESPONSIBLE No. PHASE ACTION PARTY 1 Activation of AC IDENTIFIES the Refuelling Manager, thus clearly operations identifying this figure, with the consequent regulatory implications and thereby ensuring the constant presence of a formal carrier representative during the entire refuelling operation, thus ensuring appropriate response in case of emergency.
NOTIFIES the Airport Operator concerning the identified Refuelling Manager in order to obtain clearance for application of this procedure, using the attached checklist (Attachment 8.5) to be completed once only (unless necessary amendments are made to the procedures/contracts.)
2 Precautions Precautionary measures to be adopted on board the prior to aircraft are those provided for by EU and refuelling international industry operating procedures (ref Par. "References") Refuelling operations cannot be carried out in the absence of the Refuelling Manager. During operations, a circular area at a distance of 6m from tanks, vents, equipment and mobile vehicles must exist all around the aircraft.
Refuelling In order to ensure adequate fire prevention, Manager ENSURES that refuelling is not carried out and, if already started, is immediately suspended in the presence of: • electrical storms over or in the immediate vicinity of the airport; • overheating of the aircraft undercarriage; • fuel vapours inside the aircraft or any other danger. In this case, any cleaning using electrical equipment inside the aircraft shall be suspended and authorisation to resume refuelling can only be given after verification of a return to conditions of absence of danger: • engine thrust engine(s) running.
VERIFIES that the aircraft brakes are on.
VERIFIES that the “Flight Deck Fire” or brake overheating indicators are off, an all other safety prescriptions provided by the AC, before starting refuelling operations.
Before starting refuelling operations, VERIFIES, that the “TWR”, “GROUND” and “DELIVERY” frequency Rev.: AIRCRAFT SERVICES AIRPORT REGULATION RS/LIN/3.1
LINATE AIRPORT Effective date: Page 8-40 01/12/2016
is enabled in the cockpit in order to promptly report any emergency situations, thereby activating the emergency procedure in force at the airport.
MAKES SURE that anti-fire materials in good conditions of efficiency and maintenance, consisting of a total of no less than 50 kg of dry chemical powder with at least “A-B1C” extinguishing power, and 50 liters of foam with at least “A-B4” extinguishing power, are present and accessible near the fuelling area.
ENSURES that only persons taking part in refuelling, support and control operations are inside the safety area (6 m from tanks, vents, equipment and mobile vehicles.)
Refuelling ASCERTAINS, before starting refuelling operations, Manager or also that the following evacuation devices are in place: via his • doors normally used for passenger representative embarkation/ disembarkation are open. Should the alongside (e.g. weather not permit them to be kept open, they may carrier technician, be kept closed but not locked; handler ramp • steps or boarding piers are prepared at the agent) doors in use pursuant to the preceding point; in case of use of a boarding pier, steps at the rear door shall also be prepared; • steps or other means with metal wheels, or which nevertheless scrape the ground when towed, are not dragged; • exits with incorporated steps, if not served by boarding piers or escalators, are prepared for use; • doors, steps or boarding piers in use are not obstructed, in order to be able to be used in case of emergency.
ENSURES, via the Safety Net, that: • rapid evacuation of operator or other Refuelling handlers’ personnel on board the aircraft is Manager or also guaranteed; via his • nobody other than those dedicated to representative refuelling operations, support and control is alongside (e.g. inside the refuelling area; carrier technician, • access by emergency vehicles is not handler ramp hindered by the presence of vehicles or agent) equipment; • refuelling operations are cancelled or, if necessary, promptly suspended in the event of contraindications or unforeseen impediments; • vehicles do not transit or stand under the aircraft wing, except for refuelling vehicles Rev.: AIRCRAFT SERVICES AIRPORT REGULATION RS/LIN/3.1
LINATE AIRPORT Effective date: Page 8-41 01/12/2016
and only if their presence is indispensable for refuelling operations and for the supply of lubricants and hydraulic oil; • if refuelling takes place on the left side of the aircraft, passenger embarkation /disembarkation can only be carried out using the loading bridge directly connected to the airport; • passengers with reduced mobility (PRM) are boarded in accordance with that agreed in advance with the Captain.
ENSURE that their vehicles, equipment and tools used in the refuelling area do not produce flames or AC and handler sparks or other situations that cause risks of fire.
ENSURE, moreover, that all their personnel working in the refuelling area, during refuelling, do not have on their person matches, lighters or other devices capable of producing sparks or electronic devices (including mobile phones) and other electrically operated tools, and that the No Smoking restriction and the prohibition to carry out activities associated with a risk of fire are observed.
VERIFIES that: rapid removal of the refuelling vehicle is not hindered Refuelling Handler by the presence of vehicles or equipment.
Sends with sufficient notice a written list of all flights to be refuelled with passengers on board or AC embarking/disembarking to the APTC Control Room and to the apron handler, who informs refuelling handlers and the fire brigade. This planning serves as formal authorisation to proceed with the refuelling operations in accordance with the technical operating steps described in this procedure, as required by refuelling handlers.
ENSURES that the safety blocks on the aircraft wheels have been correctly positioned. Refuelling Manager or also VERIFIES that: via his - personnel and equipment not involved in representative aircraft support operations are not in the alongside (e.g. refuelling area; carrier technician, - access by any emergency vehicles is not handler ramp hindered by the presence of vehicles or agent) equipment; - the existing conditions do not hinder the rapid evacuation of operational personnel Rev.: AIRCRAFT SERVICES AIRPORT REGULATION RS/LIN/3.1
LINATE AIRPORT Effective date: Page 8-42 01/12/2016
and passengers on board the aircraft, in case of necessity; - the Refuelling Handler can rapidly remove the refuelling vehicle by removing any hindering vehicles or equipment before starting refuelling operations.
ENSURES that, in the event of refuelling operations with passenger embarkation or disembarkation in progress, the same are informed, via a specific announcement at the gate, and safety measures are put in place such that passengers can be appropriately routed so as not to interfere with refuelling or other ground support operations. Verifies, in addition, that passengers in transit to and from the aircraft do not smoke and do not use mobile phones.
ENSURES: • that the operator, aviation fuel supplier Refuelling Handler assigned with refuelling operations, is adequately trained and certified to carry out refuelling operations; • that the refuelling vehicle is equipped with anti-fire materials in good conditions of efficiency and having technical characteristics and power compliant with applicable regulations. These materials are separate from and additional to those intended for aircraft safety; • rapid removal of the refuelling vehicle in case of emergency, should the need arise; • correct earthing of aircraft and refuelling vehicles; • the presence of at least one certified Refuelling Operator for each socket, if refuelling is carried out simultaneously via two sockets not on the same side of the aircraft; • that the fuel tank truck is not parked under the wing, in case of use of a tank truck for refuelling.
As part of the Safety Net, CONTRIBUTES to verifying that: • in the Refuelling Area, or in its vicinity, fire- fighting equipment in good working order is present; • personnel and equipment not involved in aircraft support operations are not in the Refuelling Area; • access by any emergency vehicles is not Rev.: AIRCRAFT SERVICES AIRPORT REGULATION RS/LIN/3.1
LINATE AIRPORT Effective date: Page 8-43 01/12/2016
hindered by the presence of vehicles or equipment; • reports any anomalies to the Refuelling Manager.
Having received notification from the carrier concerned and having verified compatibility of the Airport Operator operation with the position and equipment of the stand assigned to the aircraft, (considering also any activities involving heat, etc.) NOTIFIES the Fire Brigade communicating, using the specific application if appropriate, the aircraft type, stand position and expected refuelling start time for flights with passengers on board or embarking/ disembarking.
On declaration of a state of EMERGENCY, in compliance with the airport emergency plan, SUSPENDS all refuelling activities with passengers on board and/or with embarkation/disembarkation in progress, and DOES NOT AUTHORISE further refuelling activities.
3 Refuelling Refuelling VERIFIES that conditions appropriate for refuelling with Manager or also with passengers on board or undergoing passengers via his embarkation/disembarkation, previously authorised in on board or representative the planning phase, are confirmed. undergoing alongside (e.g. In case of impediment, the Refuelling Manager – embarkation/ carrier technician, personally or through his representative alongside disembarkati handler ramp the aircraft - or the Airport Operator will not authorise on agent) the refuelling operation until the impediment is removed. In addition, IT IS ENSURED that the second passenger stairs at the rear door of the aircraft on the side used for passenger embarkation/disembarkation are correctly positioned.
AC COMMUNICATES, via the Handler assigned with ground support operations, to passengers at boarding gates that it is absolutely forbidden to smoke or use mobile phones (must be switched off) during transfer from the gate to the aircraft, pointing out that is at the discretion of the carrier to cancel the flight ticket of any offenders.
Flight Attendants INFORM passengers NOT to fasten seat belts during refuelling operations.
Refuelling In addition to that described in all previous steps, Manager or also VERIFIES that passengers are always at a safe Rev.: AIRCRAFT SERVICES AIRPORT REGULATION RS/LIN/3.1
LINATE AIRPORT Effective date: Page 8-44 01/12/2016
via his distance from the aircraft tanks and refuelling representative equipment and that the “No Smoking” restriction as alongside (e.g. well as that relating to the use of mobile phones and carrier technician, other electronic equipment is fully complied with. handler ramp agent) CONTACTS the Airport Coordination Control Room on 02 7485-3468 to obtain the necessary authorisation to start refuelling operations with passengers on board and/or embarking/ disembarking.
In case of approval of the operations, NOTIFIES the APTC Control Room of the start and end of refuelling with passengers on board by calling 02 7485-3468 or via use of the specific tool.
APTC RECEIVES information on the start of operations, by Control phone or via the specific application, and ENSURES it Room is immediately forwarded to the Fire Brigade according to current procedures/content, including by means of automatic data transfer.
Refuelling VERIFIES that, during refuelling operations, radio Manager contact between the cockpit and control tower is maintained for possible activation of emergency procedures.
VERIFIES that eye contact is maintained between the Refuelling Manager and Refuelling Handler personnel or, should eye contact not be possible.
PREPARES, PROVIDES/VERIFIES radio contact via headset to ensure that cockpit personnel can be alerted by alongside personnel should they detect dangerous situations; the headset must be connected and alongside personnel must remain close to the aircraft.
ENSURES that, if during refuelling operations passenger embarkation or disembarkation is in progress, the following additional security measures are followed:
• passengers are appropriately routed by the Ramp Agent so as not to interfere with refuelling or other ground support operations; • during refuelling, via the Ramp Agent, mobile phones are switched off and no one smokes or carries out operations connected with a fire risk. Rev.: AIRCRAFT SERVICES AIRPORT REGULATION RS/LIN/3.1
LINATE AIRPORT Effective date: Page 8-45 01/12/2016
Refuelling PROHIBITS, always and under all circumstances, all Manager or also aircraft support operations that may result in a fire via his risk. representative alongside (e.g. carrier technician, In order to facilitate these operations, passengers handler ramp shall be duly informed also via specific signage agent) present at the boarding gate.
VERIFIES, moreover: • the absence of naked flames, cigarettes and sparks from the impact of metal parts in the refuelling area;
• that engines are not switched on or off during refuelling or in the presence of fuel spillage;
• the absence of accumulation of waste and/or the presence of waste fuel containers in the refuelling area;
• absence of work in progress in the vicinity of the refuelling area (e.g. ramp equipment repair, etc.);
• that aircraft batteries are not installed or removed or that equipment is not connected, disconnected or inserted to charge the same;
• absence of the use of tools and other electrically operated equipment which can produce sparks or flames in the refuelling area;
• absence of the use of photographic equipment with filament or electronic flashes in the refuelling area;
• absence of mobile phones and/or other electronic equipment in use in the refuelling area;
• transit only of vehicles with adequate protection and shielding systems at a distance less than that established by current regulations in the refuelling area;
• any fuel spillage, also from the aircraft overflow vents, in which case refuelling operations must be suspended and can only be resumed after the situation has returned to normal and the spilled fuel has been eliminated.
Refuelling operations must be immediately suspended should the conditions foreseen by the aforementioned verifications and the conditions of the preceding paragraphs not be complied with. Rev.: AIRCRAFT SERVICES AIRPORT REGULATION RS/LIN/3.1
LINATE AIRPORT Effective date: Page 8-46 01/12/2016
4 Emergencies Emergencies may be of three types: • vapours in the fuselage; • spillages; • fires. For all types of emergencies, the parties indicated below must act, in relation to their duties and responsibilities, with the utmost speed and immediacy.
VAPOURS IN THE FUSELAGE
Refuelling In the presence of reports of vapours in the fuselage Manager or also or in the presence of potential danger or risk, via his ORDERS refuelling operations to be suspended until representative the problem is solved. The Ramp Agent alongside alongside (e.g. the aircraft notifies the Duty Manager by radio in carrier technician, order to provide formal and traceable feedback on an handler ramp activity with security implications. The Duty Manager agent) shall alert the Fire Brigade communicating the ongoing event.
Refuelling Manager DETERMINES whether the conditions exist to suspend passenger embarkation operations and/or start evacuation.
MINOR SPILLS
Safety Net The Safety Net member detecting the spillage immediately notifies the Refuelling Manager and the Refuelling Handler.
Refuelling In the event of minor spillage from equipment under Handler its responsibility, immediately SUSPENDS refuelling and NOTIFIES the Refuelling Manager or also via his representative alongside (e.g. Airline technician, handler ramp agent)
Refuelling NOTIFIES the Duty Manager in order to provide Manager or also formal and traceable feedback on an activity with via his security implications and to operationally activate the representative Authorities responsible for managing the event, in alongside (e.g. compliance with that provided for in the Airport carrier technician, Manual procedure (PROCOP 260). handler ramp Should there be vehicles operating in the vicinity of agent) the aircraft, provides for their removal and subsequent switch off.
Rev.: AIRCRAFT SERVICES AIRPORT REGULATION RS/LIN/3.1
LINATE AIRPORT Effective date: Page 8-47 01/12/2016
According to the information received, DECIDES whether the conditions exist to suspend passenger embarkation operations and, in the presence of passengers on board, ALERTS the crew of a possible need for evacuation.
Once the incident has been avoided/managed, AUTHORISES the return to normal support operations.
Recommendations to Safety Net members Minor spill is dealt with using absorption materials and waste products must be sent to the ecological centre and disposed of according to legislation. Maintenance activates cleaning of the area with the support of external contractors in accordance with applicable contractual agreements. It should be noted that all roles in the Safety Net must report any loss or spillage observed with the utmost urgency. Weather conditions, location and the specific operating environment may give rise, case by case, to necessarily different actions whilst ensuring the basic criteria of maintaining the highest possible level of safety.
MEDIUM/MAJOR SPILLAGE
Safety Net The Safety Net member detecting the spillage immediately notifies the Refuelling Manager and the Refuelling Handler.
Refuelling In the event of medium/major spill, including those Handler from the aircraft vents, immediately SUSPEND refuelling and, according to the characteristics of the event (type, quantity, etc.),
EVALUATES the need to remove its vehicle(s) and equipment as well as activate the safety and first aid measures to be adopted, applying the specific procedures in force.
Refuelling INFORMS the Duty Manager immediately, Manager or also • flight number; via his • stand number; representative • aircraft type; alongside (e.g. • presumed quantity/area interested by the carrier technician, spillage. handler ramp agent) Rev.: AIRCRAFT SERVICES AIRPORT REGULATION RS/LIN/3.1
LINATE AIRPORT Effective date: Page 8-48 01/12/2016
Duty Immediately INITIATES the procedure in force at the Manager airport, and in particular: • ACTIVATES the Fire Brigade;; • NOTIFIES the event to the TWR, which shall do nothing unless otherwise requested; • MAINTAINS constant contact with the Refuelling Manager, personally or via his representative alongside the aircraft (e.g. carrier technician, handler ramp agent) to receive information on how the situation is evolving.
Fire Brigade ENSURES response times and, once at the scene of the incident:
IMPLEMENTS the necessary measures to prevent ignition of the spill through the use of appropriate precautionary measures; limit expansion of the spill through appropriate containment, absorption, dispersion, neutralisation, etc.
COORDINATES clean-up activities in the area concerned.
DECLARES the end of the state of alarm, authorising subsequent actions which may include resumption of operations in the affected area or the safe movement of the aircraft in order to resume operations in a secure area indicated by the Airport Operator.
Refuelling NOTIFIES the Duty Manager in order to provide Manager or also formal and traceable feedback on an activity with via his security implications and to operationally activate the representative Authorities responsible for managing the event, in alongside (e.g. compliance with that provided for in the Airport carrier technician, Manual procedure (PROCOP 260). handler ramp agent) MANAGES evacuation and removal of passengers to a protected area.
REMOVES those alongside for support or loading or unloading operations.
ASSESSES the need for any engines (ramp equipment) affected by the fuel spillage to be promptly switched off and not moved and for those not affected by the fuel spillage to be removed and then switched off. Should they still be alongside, the Ramp Agent and all or part of the team coordinated by the same shall ACT Rev.: AIRCRAFT SERVICES AIRPORT REGULATION RS/LIN/3.1
LINATE AIRPORT Effective date: Page 8-49 01/12/2016
in order that the conditions for possible emergency interventions in case of ignition ARE PUT IN PLACE, applying the specific procedure.
Duty IMPLEMENTS the procedures related to the Safety Manager Reporting System and INITIATES the actions provided for by the internal procedure of the Airport Operator (PROCOP 260).
FIRE
Safety Net The Safety Net member detecting the fire immediately notifies the Refuelling Manager and the Refuelling Handler.
Refuelling Immediately SUSPENDS refuelling, NOTIFIES the Handler Refuelling Manager or also via his representative alongside (e.g. carrier technician, handler ramp agent). EVALUATES the need to remove its vehicle(s) and equipment as well as activate the safety and first aid measures to be adopted, applying the specific procedures in force.
Refuelling Immediately NOTIFIES via radio the TWR of the Manager emergency in progress, specifying: flight number; stand number; aircraft type. In the presence of passengers on board, INITIATES aircraft evacuation activities and STOPS any embarkation activities in progress.
TWR Applying the procedure in force at the airport, immediately: IMPLEMENTS the state of accident via the TAM TAM; ACTIVATES the Fire Brigade; MAINTAINS contact with the Refuelling manager (Aircraft captain or, alternatively, the second officer) in order to receive information on the evolution of the emergency; in this manner, CAUSES initiation of all operations in the event of an accident.
Refuelling MANAGES prompt removal of passengers to a Manager or also protected area. Rev.: AIRCRAFT SERVICES AIRPORT REGULATION RS/LIN/3.1
LINATE AIRPORT Effective date: Page 8-50 01/12/2016
via his Acts in a similar manner with regard to those representative alongside for support or loading or unloading alongside (e.g. operations. carrier technician, handler ramp ASSESSES the need for any engines (ramp agent) equipment) affected by the fuel spillage to be promptly switched off and not moved and for those not affected by the fuel spillage to be removed and then switched off.
Recommendations to Safety Net members FIGHT AND CONTAIN the fire using any fire-fighting equipment available in loco, awaiting the arrival of the Fire Brigade. This activity must be carried out without endangering one’s own safety and that of others.
Fire Brigade ENSURES immediate response times and, once at the scene of the incident: IMPLEMENTS the necessary measures to suppress the fire and limit its propagation.
INITIATES evacuation of Terminal areas potentially at risk if adjacent to the area where the fire is in progress.
RETURNS the situation to NORMAL in the shortest time possible and COORDINATES clean-up operations at the end of the emergency.
DUTY IMPLEMENTS all measures required under the MANAGER procedures provided for in the event of an accident.
IMPLEMENTS the Safety Reporting System procedures.
Having received the declaration of the end of the TWR emergency from the Fire Brigade, ENDS the state of accident via the TAM TAM.
5 Training Fire Brigade CARRIES OUT training and certification of operators/handlers involved in Turn Around operations.
AC and ENSURE and VERIFY full knowledge and handler understanding of this procedure by all resources involved in the process in order to be able to adopt all appropriate prevention measures and to adequately respond to abnormal or emergency situations.
Airport Operator MAKES this procedure AVAILABLE to Carriers at Rev.: AIRCRAFT SERVICES AIRPORT REGULATION RS/LIN/3.1
LINATE AIRPORT Effective date: Page 8-51 01/12/2016
their request and to all handlers involved in refuelling and ground support operations, which in turn are responsible for providing feedback on initiatives to disseminate this procedure within their organisation.
8.6.4.A Check list
Attachment 8.5 for aircraft refuelling operations contains: - the check-list for identification of the "Refuelling Manager"; - the check-list for identification of the "Refuelling Manager" for Carriers who have not signed the airport procedure.
Rev.: AIRCRAFT SERVICES AIRPORT REGULATION RS/LIN/3.1
LINATE AIRPORT Effective date: Page 8-52 01/12/2016
8.7 Apron emergency and fire operating procedures12
8.7.1 Purpose
These procedures define: 1. fire prevention measures which all operators must abide by during refuelling operations of aircraft or operational vehicles and in areas dedicated to such activities; 2. organisational, operational and safety measures identified and put in place for emergency management in the event of fuel spills from aircraft and/or from refuelling and operational vehicles and equipment 3. emergency management measures in the apron area.
This procedure includes emergency situations that are linked to that provided for in PROCOP 300 of the Airport Manual in the case of spillage and fire, also related to Ordinance No. 9/2016 concerning the Regulations and procedures for assistance to aircraft in the event of an emergency and for aircraft rescue services in the event of an accident.
8.7.2 Definitions and abbreviations
AC Air Navigation Company (Airline)
APTC Airport Coordination.
TWR Airport control tower – E.N.A.V. S.p.A. regulates and controls the movement of aircraft, other vehicles and personnel in the manoeuvring area and ensures orderly movement of aircraft on aprons.
Duty Manager SEA Airport Coordination operations professional:
12 Regulatory references: - Airport Construction and Management Regulations - Chap. 10; - Ministerial Decree 30 June 2011 "Provisions to be observed during aircraft refuelling"; - Legislative Decree 81/2008 “Consolidated Act on Occupational Health and Safety"; - Ministerial Decree 10 March 1998; - ENAC Ordinance no. 4/2016, as amended and supplemented, Regulations governing the access and movement of persons and vehicles in sterile areas of the airport; - Airport Manual Procedures: PROCOP/300 “Aircraft Refuelling”; - Airport Manual Procedures: PROCOP/260 (Fuel and oil spills in the movement area); - ICAO Documents (Annex 14 Aerodromes); - ENAC Ordinance no.5/2016, as amended and supplemented, governing the regulations and procedures for assistance to aircraft in the event of an emergency and for aircraft rescue services in the event of an accident. Rev.: AIRCRAFT SERVICES AIRPORT REGULATION RS/LIN/3.1
LINATE AIRPORT Effective date: Page 8-53 01/12/2016
Refuelling Manager Role provided for by the current MD 30/06/2011 and by the 6th amendment to ENAC’s Airport Construction and Operation Regulations, to be univocally identified by each carrier and officially communicated to the Airport Operator by completing the appropriate check list attached to Procedure 300 of the Airport Manual (Attachment 8.5).
Minor spill Spillage of polluting and flammable liquid covering a surface area of less than approx. 4 m2 (a circle of approx. 2m in diameter).
Medium/major spill Spillage of polluting and flammable liquid covering a surface area of more than approx. 4 m2 (a circle of approx. 2m in diameter).
Turn around Time on the ground necessary for passenger disembarkation and embarkation, refuelling, cleaning and embarkation of catering, baggage, cargo and mail. Generally determined by the type of aircraft and the needs of Air Carriers.
Safety/refuelling area Consisting of circular area at a distance of 6m from tanks, vents, equipment and mobile vehicles. Refuelling equipment and aircraft tank vents shall be at a distance of at least 15 metres from any building, excluding those associated with relevant airport operations.
Aircraft apron or apron Area dedicated to aircraft parking for disembarkation, boarding and refuelling. Includes stands and apron traffic routes.
Refuelling Area The refuelling area is not marked on the ground, it exists only when aircraft refuelling or fuel suction operations are in progress
Evacuation Clearance of the area directly or likely to be affected by the emergency.
Rev.: AIRCRAFT SERVICES AIRPORT REGULATION RS/LIN/3.1
LINATE AIRPORT Effective date: Page 8-54 01/12/2016
8.7.3 Health and safety instructions
These instructions are intended to provide clear guidelines to all airport operators present at Linate airport in the event of an emergency and fire in the apron area.
- Refuelling operations are carried out under the direct responsibility of the Aircraft Operator through the appointment of a qualified person as “Refuelling Manager”.
- Aircraft refuelling operations are performed by “Refuelling Handlers” which must ensure the presence of qualified personnel hereinafter referred to as “Refuelling Operator” certified by the Italian Fire Brigade.
- The Refuelling Manager performs the necessary coordination and supervision activities to ensure compliance with the refuelling procedures in place, contact with Refuelling Handler personnel and with any personnel on board the aircraft, as well as activation of emergency procedures as specified by ENAC regulations.
- Personnel present alongside the aircraft to carry out their services, awaiting intervention of the airport rescue and fire fighting service and within the limits of their capacity, contributes to managing the emergency by limiting the area involved in the event, also using the fire extinguishers available on the stand, where the situation permits so (Safety Net).
- At aircraft stands there is fire-fighting equipment (wheeled fire extinguishers) provided for by the Ministerial Decree of 30 June 2011. They are mounted on two-wheeled carts with appropriate eyes that allow them to be moved and towed; their extinguishing load consists of 100/50 Kg of multi-purpose powder and 50 litres of foam. They are mainly located near the aircraft stands and/or in the immediate proximity of areas of greatest danger, in visible and easily accessible positions, as shown in attachment 8.6.
- All those carrying out or in charge of fire-fighting tasks or managing such emergency situations can use the fire-fighting equipment available in the area; whoever uses it is required to reposition it in the space provided at the end of the operation and communicate to the Duty Manager any need of replenishment.
- All those who in various capacities carry out refuelling operations in manoeuvring areas must have available on their vehicles or in the immediate vicinity oil-absorbing panels and, in case of spillage, activate that provided for in the corresponding procedures.
- The first-aid service, managed by SEA (Health Service), is guaranteed 24 hours a day and has emergency rooms at the airport. SEA has specific emergency assistance vehicles in the airport, suitably placed and operating 24 hours a day.
For any emergency transport need to outside hospitals, the Health Service will call in outside ambulances, calling 118, the national emergency number.
Rev.: AIRCRAFT SERVICES AIRPORT REGULATION RS/LIN/3.1
LINATE AIRPORT Effective date: Page 8-55 01/12/2016
8.7.4 Scope
The envisaged measures, roles and responsibilities contained in these procedures apply in all operating conditions and emergency situations (as later defined) within the aircraft apron.
With regard to emergency management, in the event of spillage of fuel from aircraft and/or vehicles and of fire in the apron area, the objectives of the procedure are to:
• define general health and safety guidelines; • define the best practice to be applied in the cases pursuant to point 3 of paragraph 8.8.1; • highlight, depending on the complexity of the activities and the multiplicity of subjects present, the different scenarios; • provide third parties, responsible for their own activities within the scope of aircraft assistance operations, reference information, also of a technical nature, for the preparation and/or updating of their own specific emergency and evacuation plans, in coherence with amendment no 6 of the Airport Construction Regulations (Safety Net activation).
8.7.4.A Scenarios considered
• Minor fuel spillage alongside (para. 8.5.6.A ); • Medium/large fuel spillage alongside (para. 8.5.6.B); • Fire as a result of minor and medium/large fuel spillage (para. 8.5.6.C); • Fire in the push-back tractor while moving the aircraft (para. 8.5.6.D); • Fire in ramp equipment and vehicles (para. 8.5.6.E); • Fire in ramp equipment alongside an aircraft (para. 8.5.6.F); • Fire in an tarmac bus with passengers on board (para. 8.5.6.G); • Fire in the aircraft wheels or undercarriages (para. 8.5.6.H); • Fire in the aircraft engines (para. 8.5.6.I); • Fire in the aircraft hold (para. 8.5.6.L); • Fire in unattended parked aircraft (para. 8.5.6.M); • Fire as a result of apron infrastructure damage (finger, electrical panels) (para. 8.5.6.N).
Rev.: AIRCRAFT SERVICES AIRPORT REGULATION RS/LIN/3.1
LINATE AIRPORT Effective date: Page 8-56 01/12/2016
8.7.5 Responsibilities and actions
The level of complexity of apron operations, also caused by the simultaneous presence of several parties involved in ground support operations, requires a harmonized approach of all activities to achieve optimal safety conditions.
To this end a safety net has been set up which, via a rational allocation of tasks and responsibilities, in compliance with the provisions of ENAC Amendment no. 6 to the Regulations for Airport Construction and Operation, facilitates achievement of the highest standards of safety during refuelling operations, combining the same with operational requirements.
The parties which, in various ways, contribute to achieving full effectiveness of safety objectives associated with refuelling operations are the Airlines, Ground Support Service Providers, the Fire Brigade and the Airport Operator.
• Airline Company: provider of air transport services and, unless delegated (to be officially notified by the AC itself) responsible for refuelling operations of its aircraft.
• Airport Ground Support Service Providers: are in possession of the foreseen certification issued by the certification body and must ensure strict compliance with all specific safety and ongoing education and training standards in order to give full effect to the various tasks required.
• Fire Brigade: constitutes a fundamental element in relation to its institutional duties involving, inter alia, the provision of training programs and certification of Refuelling Support Service Providers (defined hereinafter as Refuelling Handler), as well as inspection of compliance with its technical provisions concerning aircraft refuelling operations.
• Airport Operator: owner of the concession for airport operations which, having the organization, infrastructures and resources and adequate knowledge of the airport potential and organization, is the party ensuring usability of airport stands for refuelling operations. It also makes available and maintains in efficient working order fire-fighting equipment with technical specifications and capacity compliant with applicable provisions issued by the Fire Brigade Department of the Ministry of the Interior at the stands in which refuelling takes place (see attachment 8.6 and the layout attached to PROCOP 300 of the Airport Manual).
Rev.: AIRCRAFT SERVICES AIRPORT REGULATION RS/LIN/3.1
LINATE AIRPORT Effective date: Page 8-57 01/12/2016
8.7.6 Scenarios
8.7.6.A Minor fuel spillage alongside
Foreword: Refuelling operations cannot be carried out in the absence of the Refuelling Manager.
The Ramp Operator detecting the spillage immediately NOTIFIES the Refuelling Manager and the Refuelling Handler.
Refuelling Handler, in the event of minor spillage from equipment under its responsibility, including that from the aircraft vents, immediately SUSPENDS refuelling and NOTIFIES the Refuelling Manager or his representative alongside (e.g. Carrier technician, handler ramp agent)
Refuelling Manager or also through his representative alongside (e.g.: Carrier technician, handler ramp agent) NOTIFIES the SEA Duty Manager by radio or by phoning:
02 7485 3477/3478
clearly specifying:
- flight number; - stand number; - aircraft type; - presumed spill size/area.
Should there be vehicles operating in the vicinity of the spillage, PROVIDES for their removal and subsequent switch off. According to the information received, DECIDES whether the conditions exist to suspend passenger embarkation operations and, in the presence of passengers on board, ALERTS the crew of a possible need for evacuation.
Once the incident has been avoided/managed, AUTHORISES the return to normal support operations.
Duty Manager operationally ACTIVATES the Authorities responsible for managing the event, in compliance with that provided for in the Airport Manual procedure (PROCOP 260). IMPLEMENTS the Safety Reporting System procedures.
If the spillage does not take place alongside, the procedure to be followed is contained in para. 8.4.7 (Spills in operational areas), in accordance with PROCOP 260 of the Airport Manual.
Rev.: AIRCRAFT SERVICES AIRPORT REGULATION RS/LIN/3.1
LINATE AIRPORT Effective date: Page 8-58 01/12/2016
8.7.6.B Medium/large fuel spillage alongside
Foreword: Refuelling operations cannot be carried out in the absence of the Refuelling Manager.
The Ramp Operator detecting the spillage immediately NOTIFIES the Refuelling Manager and the Refuelling Handler.
Refuelling Handler, in the event of medium/major spillage, including those from the aircraft vents, immediately SUSPENDS refuelling (via the “Dead Man” device) and, according to the characteristics of the event (type, entity, etc.),
• EVALUATES the need to remove its vehicle(s) and equipment as well as activate the safety and first aid measures to be adopted, applying the specific procedures in force.
• Immediately NOTIFIES the Duty Manager, directly or through its manager and, in accordance with his/her "emergency plans", the SEA Duty Manager via radio or by phoning:
02 7485 3477/3478
clearly specifying:
- flight number; - stand number; - aircraft type; - presumed spill size/area.
Duty Manager immediately ACTIVATES the procedure in force at the airport and ALERTS the Fire Brigade. NOTIFIES the event to the TWR, which shall do nothing unless otherwise requested; MAINTAINS constant contact with the Refuelling Manager, personally or via his representative alongside the aircraft (e.g. carrier technician, handler ramp agent) to receive information on how the situation is evolving. ACTIVATES that provided for by the internal procedure of the Airport Operator (PROCOP 260). IMPLEMENTS the Safety Reporting System procedures.
Refuelling Manager or also through his representative alongside (e.g.: carrier technician, handler ramp agent) NOTIFIES the Duty Manager in order to provide formal and traceable feedback on an activity with security implications and to operationally activate the Authorities responsible for managing the event, in compliance with that provided for in the Airport Manual procedure (PROCOP 260). MANAGES evacuation and removal of passengers to a protected area. REMOVES those alongside for support or loading or unloading operations. ASSESSES the need for any engines (ramp equipment) affected by the fuel spillage to be promptly switched off and not moved and for those not affected by the fuel spillage to be removed and then switched off. Should they still be alongside, the Ramp Agent and all or part of the team coordinated by the same shall ACT in order that the conditions for possible emergency interventions in case of ignition ARE PUT IN PLACE, applying the specific procedure.
Upon arrival of the Fire Brigade the same takes command of operations according to its procedures. All operators must abide by their instructions.
Rev.: AIRCRAFT SERVICES AIRPORT REGULATION RS/LIN/3.1
LINATE AIRPORT Effective date: Page 8-59 01/12/2016
If the spillage does not take place alongside, the procedure to be followed is contained in para. (Spills in operational areas), in accordance with PROCOP 260 of the Airport Manual.
Environmental recommendations
Minor spillage must be dealt with using absorption materials and waste products must be sent to the Waste Disposal Centre and disposed of according to legislation. SEA Maintenance activates cleaning of the area, after authorisation from the Fire Brigade, with the support of external contractors in accordance with applicable contractual agreements. It should be noted that all roles in the Safety Net must report any loss or spillage observed with the utmost urgency. Weather conditions, location and the specific operating environment may give rise, case by case, to necessarily different actions whilst ensuring the basic criteria of maintaining the highest possible level of safety.
IN CASE OF DAMAGE OR SIGNIFICANT LEAKAGE FROM THE FUEL DISPENSING HOSES, ANY OPERATOR FINDING SUCH PROBLEM MUST STOP THE FUEL FLOW BY PRESSING THE APPROPRIATE EMERGENCY BUTTONS
Rev.: AIRCRAFT SERVICES AIRPORT REGULATION RS/LIN/3.1
LINATE AIRPORT Effective date: Page 8-60 01/12/2016
8.7.6.C Fire as a result of minor and medium/large fuel spillage
Foreword: Refuelling operations cannot be carried out in the absence of the Refuelling Manager.
All Ramp Operators DETECTING the start of a fire must:
Immediately INFORM the Refuelling Manager and the Refuelling Handler.
Immediately INFORM the SEA Duty Manager via radio of the emergency in progress, or by calling
02 7485 3477/3478
clearly specifying:
- flight number; - stand number; - aircraft type.
Refuelling Handler immediately STOPS refuelling, INFORMS the Refuelling Manager.
EVALUATES the need to remove its vehicle(s) and equipment as well as activate the safety and first aid measures to be adopted, applying the specific procedures in force.
Refuelling Manager immediately INFORMS the TWR by radio of the emergency in progress. In the presence of passengers on board, INITIATES aircraft EVACUATION activities and STOPS any embarkation activities in progress. Acts similarly for any people alongside for passenger service or loading/unloading operations, promptly SENDS passengers to a protected area.
TWR IMPLEMENTS the procedures laid down in Ordinance No. 9/2016, as amended and supplemented. (regulations and procedures for assistance to aircraft in the event of an emergency and for aircraft rescue services in the event of an accident)
Duty Manager IMPLEMENTS all measures required under the procedures provided for in the event of an accident.
IMPLEMENTS the Safety Reporting System procedures.
Safety recommendation
ALL THOSE WORKING ALONGSIDE MUST ADOPT EVERY PRECAUTION FOR THEIR OWN SAFETY AS WELL AS THAT OF OTHER PERSONS PRESENT FOR ANY REASON IN THE AREA TO BE EVACUATED.
IN CASE OF DAMAGE OR SIGNIFICANT LEAKAGE FROM THE FUEL DISPENSING HOSES, ANY OPERATOR FINDING SUCH PROBLEM MUST STOP THE FUEL FLOW BY PRESSING THE APPROPRIATE EMERGENCY BUTTONS
Rev.: AIRCRAFT SERVICES AIRPORT REGULATION RS/LIN/3.1
LINATE AIRPORT Effective date: Page 8-61 01/12/2016
8.7.6.D Fire in the push-back tractor while moving the aircraft
The operator in charge of the manoeuvre (ramp agent, engineer, etc.), in the event of the start of a fire or fire in the push-back tractor, MUST:
- NOTIFY the captain of the dangerous situation so that he can request the intervention of the fire brigade via VHF radio with the TWR; - with the push-back vehicle stopped, REQUEST the captain to insert the parking brake and possibly turn off the engine; - if in a position to do so, REMOVE the push-back vehicle from the aircraft and move it to a safe area; otherwise immediately NOTIFY the captain who will decide whether to evacuate the aircraft, TRY to PUT OUT the start of a fire without endangering his/her or other people's safety; - immediately NOTIFY, directly or through his/her manager and in accordance with his/her "emergency plans", the SEA Duty Manager on:
02 7485 3477/3478
clearly specifying:
• flight number; • stand number or release point; • aircraft type; • presumed extent; • any people involved.
TWR IMPLEMENTS the procedures laid down in Ordinance No. 9/2016, as amended and supplemented. (regulations and procedures for assistance to aircraft in the event of an emergency and for aircraft rescue services in the event of an accident)
Safety recommendation
ALL THOSE WORKING ALONGSIDE MUST ADOPT EVERY PRECAUTION FOR THEIR OWN SAFETY AS WELL AS THAT OF OTHER PERSONS PRESENT FOR ANY REASON IN THE AREA TO BE EVACUATED.
Putting out the fire
After having moved the push-back away from the aircraft and in any case reported the event, if the fire is small and personnel present includes those who have been trained for such eventualities, without endangering yourself or others, can take action to put it out.
To put out the start of a small fire do as follows: - take the wheeled fire extinguisher from the designated areas of the apron or the extinguisher from the vehicles used. If it has a manometer, check the charge and follow the operating instructions indicated on the container; - break the seal and remove the safety plug; before approaching the flames dispense a little extinguishing agent in order to check the correct functioning of the appliance; - place yourself at 2-3 m from the fire and point the jet at the base of the flames, assuming a crouching and downwind position.
Rev.: AIRCRAFT SERVICES AIRPORT REGULATION RS/LIN/3.1
LINATE AIRPORT Effective date: Page 8-62 01/12/2016
If the fire is large and impossible to control, after having raised the aver alarm, quickly move away without creating panic. When the fire brigade arrives, inform them of any complications (any people involved, etc.).
Rev.: AIRCRAFT SERVICES AIRPORT REGULATION RS/LIN/3.1
LINATE AIRPORT Effective date: Page 8-63 01/12/2016
8.7.6.E Fire in ramp equipment and vehicles
In the event of start of a fire or fire in ramp equipment the person responsible for the vehicle/equipment MUST:
- try to PUT OUT the start of a fire without endangering his/her or other people's safety; - NOTIFY, directly or through his/her manager, all those who may be involved in the event; - immediately NOTIFY, directly or through his/her manager and in accordance with his/her "emergency plans", the SEA Duty Manager on:
02 7485 3477/3478
clearly specifying:
- place of occurrence; - presumed extent; - any people involved.
ALL THOSE WORKING IN THE AREA MUST ADOPT EVERY PRECAUTION FOR THEIR OWN SAFETY AS WELL AS THAT OF OTHER PERSONS PRESENT FOR ANY REASON IN THE AREA TO BE EVACUATED
Putting out the fire
If the fire is small and personnel present includes those who have been trained for such eventualities, without endangering yourself or others, can take action to put it out.
To put out the start of a small fire do as follows: - take the wheeled fire extinguisher from the designated areas of the apron or the extinguisher from the vehicles used. If it has a manometer, check the charge and follow the operating instructions indicated on the container. - break the seal and remove the safety plug; before approaching the flames dispense a little extinguishing agent in order to check the correct functioning of the appliance; - place yourself at 2-3 m from the fire and point the jet at the base of the flames, assuming a crouching and downwind position.
If the fire is large and impossible to control, after having raised the aver alarm, quickly move away without creating panic. When the fire brigade arrives, inform them of any complications (any people involved, etc.).
Rev.: AIRCRAFT SERVICES AIRPORT REGULATION RS/LIN/3.1
LINATE AIRPORT Effective date: Page 8-64 01/12/2016
8.7.6.F Fire in ramp equipment alongside an aircraft
In the event of start of a fire or fire in ramp equipment alongside the operator responsible for the vehicle/equipment MUST:
- if possible, MOVE the vehicle/equipment away from the aircraft to a safe distance (50m), otherwise NOTIFY the captain or airline representative who will decide whether to evacuate the aircraft and cot the TWR; - try to PUT OUT the start of a fire without endangering his/her or other people's safety; - NOTIFY, directly or through his/her manager alongside, all those who may be affected by the event (personnel present in the aircraft or in the hold engaged in loading and unloading operations); - immediately NOTIFY, directly or through his/her manager and in accordance with his/her "emergency plans", the SEA Duty Manager on:
02 7485 3477/3478
clearly specifying:
- flight number; - stand number; - aircraft type; - presumed extent; - any people involved.
TWR, if contacted by the captain, IMPLEMENTS the procedures laid down in Ordinance No. 9/2016, as amended and supplemented (regulations and procedures for assistance to aircraft in the event of an emergency and for aircraft rescue services in the event of an accident)
Duty Manager IMPLEMENTS all measures required under the procedures provided for in the event of an accident. IMPLEMENTS the Safety Reporting System procedures.
Safety recommendation
If the captain requests evacuation of the aircraft, activating the escape slides, the ramp operator must immediately clear the area of any equipment/vehicles hindering or restricting such evacuation.
ALL THOSE WORKING ALONGSIDE MUST ADOPT EVERY PRECAUTION FOR THEIR OWN SAFETY AS WELL AS THAT OF OTHER PERSONS PRESENT FOR ANY REASON IN THE AREA TO BE EVACUATED.
Rev.: AIRCRAFT SERVICES AIRPORT REGULATION RS/LIN/3.1
LINATE AIRPORT Effective date: Page 8-65 01/12/2016
Putting out the fire
If the ramp equipment is positioned alongside the aircraft it must be removed, if possible, from the aircraft. Having notified the event, if the fire is small and personnel present includes those who have been trained for such eventualities, without endangering yourself or others, can take action to put it out.
To put out the start of a small fire do as follows: - take the extinguisher from the vehicle used, if not present or not accessible, take the wheeled fire extinguisher from the designated areas of the apron. If it has a manometer, check the charge and follow the operating instructions indicated on the container. - break the seal and remove the safety plug; before approaching the flames dispense a little extinguishing agent in order to check the correct functioning of the appliance; - place yourself at 2-3 m from the fire and point the jet at the base of the flames, assuming a crouching and downwind position.
If the fire is large and impossible to control, after having raised the aver alarm, quickly move away without creating panic. When the fire brigade arrives, inform them of any complications (any people involved, etc.).
Rev.: AIRCRAFT SERVICES AIRPORT REGULATION RS/LIN/3.1
LINATE AIRPORT Effective date: Page 8-66 01/12/2016
8.7.6.G Fire in an tarmac bus with passengers on board
In the event of the start of a fire in a bus with no passengers on board, the bus driver must behave as described in the points 8.5.6.E and 8.5.6.F above.
In the event of the start of a fire involving an tarmac bus with passengers on board, the bus driver MUST:
- if in the vicinity of the aircraft, REMOVE the tarmac bus to a safe distance (over 50m). If unable to remove the tarmac bus, immediately INFORM the captain or airline representative (either directly or through the personnel alongside), DISEMBARK the passengers, if possible from the driver's side doors, SENDING them to a safe place (identify a route leading to an area of the apron considered risk-free where they are not exposed to dangers deriving from the apron operations). The captain, depending on the evolution of the event, will decide whether to evacuate the aircraft and contact TWR;
- if the bus is on the apron road, PARK off the road (possibly also in an empty stand) being careful not to place the vehicle at less than 50m from the fuel dispensing system (refuelling PIT), DISEMBARK the passengers, if possible from the driver's side doors, SENDING them to a safe place (identify a route leading to an area of the apron considered risk-free where they are not exposed to dangers deriving from the apron operations);
- After having disembarked the passengers and sent them towards the back of the bus, at a safe distance from the same (at least 25 m) downwind, endeavouring to ensure that no passengers leave the area; only when certain of the safety of passengers and when other staff has intervened in support can he/she try to PUT OUT the start of a fire without endangering his/her or other people's safety, using the fire extinguisher on the bus or one of those on the apron;
- in parallel, IMMEDIATELY NOTIFY the SEA Duty Manager (directly or through his/her manager), on:
02 7485 3477/3478
clearly specifying:
- flight number (event in the proximity of the aircraft); - stand number/apron area; - aircraft type (event in the proximity of the aircraft); - description of the scenario; - any people involved.
Rev.: AIRCRAFT SERVICES AIRPORT REGULATION RS/LIN/3.1
LINATE AIRPORT Effective date: Page 8-67 01/12/2016
The Duty Manager: - Immediately ALERTS the Fire Brigade; - SENDS the follow-me to assist the driver in managing passengers disembarked from the bus; - INFORMS ENAC, Police and Operations Safety Room. - IMPLEMENTS the Safety Reporting System procedures.
TWR, if contacted by the captain, IMPLEMENTS the procedures laid down in Ordinance No. 9/2016, as amended and supplemented. (Regulations and procedures for assistance to aircraft in the event of an emergency and for aircraft rescue services in the event of an accident)
ALL AIRPORT OPERATORS, IN THE EVENT OF TARMAC BUSES IN DIFFICULTY, HAVE AN OBLIGATION TO INTERVENE, COLLABORATING WITH THE DRIVER TO DIRECT PASSENGERS TO A SAFE AREA UNTIL THE ARRIVAL OF EMERGENCY SERVICES
Upon arrival of the Fire Brigade the same takes command of operations according to its procedures.
Safety recommendation
ALL THOSE INVOLVED MUST ADOPT EVERY PRECAUTION FOR THEIR OWN SAFETY AS WELL AS THAT OF OTHER PERSONS PRESENT FOR ANY REASON IN THE AREA TO BE EVACUATED.
Putting out the fire
If the fire is small and personnel present includes those who have been trained for such eventualities, without endangering yourself or others, can take action to put it out.
To put out the start of a small fire do as follows: - take the wheeled fire extinguisher from the designated areas of the apron or the extinguisher from the vehicles used. If it has a manometer, check the charge and follow the operating instructions indicated on the container. - break the seal and remove the safety plug; before approaching the flames dispense a little extinguishing agent in order to check the correct functioning of the appliance; - place yourself at 2-3 m from the fire and point the jet at the base of the flames, assuming a crouching and downwind position.
If the fire is large and impossible to control, after having raised the aver alarm, quickly move away without creating panic. When the fire brigade arrives, inform them of any complications (any people involved, etc.).
Rev.: AIRCRAFT SERVICES AIRPORT REGULATION RS/LIN/3.1
LINATE AIRPORT Effective date: Page 8-68 01/12/2016
8.7.6.H Fire in the aircraft wheels or undercarriage
Presence of SMOKE
If the aircraft has a large amount of smoke coming from the wheels or undercarriage on arrival, the Ramp Operators MUST immediately NOTIFY the captain via intercom and await instructions: • if the temperature is within the limits, the captain will confirm to proceed with normal support operations; • if the brakes are overheated, the captain will issue the instructions and precautions to be adopted.
Safety recommendation
IMPORTANT: Do not approach smoking brakes! In certain cases the wheels could explode. Do not let any vehicle approach until the emergency is under control and such approach has been authorised by the captain or by carrier maintenance personnel
PLACE the chocks on the NLG (nose landing gear) and, if possible, subject to authorisation, on the opposite side of the smoking MLG (main landing gear).
Presence of FLAMES
If the aircraft has visible flames coming from the wheels or undercarriage on arrival, the Ramp Operators MUST immediately NOTIFY the captain via marshalling signal:
They must immediately NOTIFY, directly or through their manager and in accordance with their "emergency plans", the SEA Duty Manager on:
02 7485 3477/3478
clearly specifying:
- flight number; - stand number; - aircraft type; - presumed extent; - any people involved.
Rev.: AIRCRAFT SERVICES AIRPORT REGULATION RS/LIN/3.1
LINATE AIRPORT Effective date: Page 8-69 01/12/2016
Duty Manager IMPLEMENTS all measures required under the procedures provided for in the event of an accident. IMPLEMENTS the Safety Reporting System procedures.
The Captain IMPLEMENTS the procedures envisaged by the Airline in the event of a fire emergency.
TWR, if contacted by the captain or Duty Manager, IMPLEMENTS the procedures laid down in Ordinance No. 9/2016, as amended and supplemented. (regulations and procedures for assistance to aircraft in the event of an emergency and for aircraft rescue services in the event of an accident)
Upon arrival of the Fire Brigade the same takes command of operations according to its procedures.
Safety recommendation
IMPORTANT: Do not let any vehicle approach the aircraft until the emergency is under control, the fire has been put out and such approach has been authorised by the fire brigade or by carrier maintenance personnel.
Unless formally notified to the contrary by the Airline, DO NOT ATTEMPT to put out the fire with the means available but wait for the fire brigade to arrive.
ALL THOSE WORKING ALONGSIDE MUST ADOPT EVERY PRECAUTION FOR THEIR OWN SAFETY AS WELL AS THAT OF OTHER PERSONS PRESENT FOR ANY REASON IN THE AREA TO BE EVACUATED.
Rev.: AIRCRAFT SERVICES AIRPORT REGULATION RS/LIN/3.1
LINATE AIRPORT Effective date: Page 8-70 01/12/2016
8.7.6.I Fire in the aircraft engines
If the aircraft has visible flames coming from the engines on arrival, the Ramp Operators MUST immediately NOTIFY the captain via marshalling signal or through the intercom, the captain will activate the specific procedures envisaged in the event of an emergency/fire in the engines.
Unless formally notified to the contrary by the Airline, DO NOT ATTEMPT to put out the fire with the means available but wait for the fire brigade to arrive.
The Operators alongside MUST immediately NOTIFY, directly or through their manager and in accordance with their "emergency plans", the SEA Duty Manager on:
02 7485 3477/3478
clearly specifying:
- flight number; - stand number; - aircraft type; - presumed extent; - any people involved.
The Captain IMPLEMENTS the procedures envisaged by the Airline in the event of a fire emergency.
TWR, if contacted by the captain or Duty Manager, IMPLEMENTS the procedures laid down in Ordinance No. 9/2016, as amended and supplemented. (regulations and procedures for assistance to aircraft in the event of an emergency and for aircraft rescue services in the event of an accident)
Upon arrival of the Fire Brigade the same takes command of operations according to its procedures.
Duty Manager IMPLEMENTS all measures required under the procedures provided for in the event of an accident. IMPLEMENTS the Safety Reporting System procedures.
Rev.: AIRCRAFT SERVICES AIRPORT REGULATION RS/LIN/3.1
LINATE AIRPORT Effective date: Page 8-71 01/12/2016
Safety recommendation
IMPORTANT: Do not let any aircraft approach the aircraft until the emergency is under control, the fire has been put out and such approach has been authorised by the fire brigade. Should the event occur during handling operations, all personnel present must move away from the aircraft, adopting every precaution for their own safety as well as that of other persons present for any reason in the area to be evacuated.
Rev.: AIRCRAFT SERVICES AIRPORT REGULATION RS/LIN/3.1
LINATE AIRPORT Effective date: Page 8-72 01/12/2016
8.7.6.J Fire in the hold of an aircraft
Anyone detecting the start of a fire or any abnormal event (presence of smoke, explosions, collapsing, spillage of flammable liquids, etc.) in the hold of an aircraft, MUST:
• EVACUATE all operators in the hold • Immediately CLOSE the aircraft door • INFORM the crew who will activate the procedure envisaged by the Airline in the event of a fire emergency. • Immediately INFORM the SEA Duty Manager on:
02 7485 3477/3478 clearly specifying:
- flight number; - stand number; - aircraft type; - presumed extent; - any people involved
The Duty Manager IMPLEMENTS the Safety Reporting System procedures.
Unless formally notified to the contrary by the Airline, DO NOT ATTEMPT to put out the fire with the means available but wait for the fire brigade to arrive.
The Captain IMPLEMENTS the procedures envisaged by the Airline in the event of a fire emergency.
TWR, if contacted by the captain or Duty Manager, IMPLEMENTS the procedures laid down in Ordinance No. 9/2016, as amended and supplemented. (regulations and procedures for assistance to aircraft in the event of an emergency and for aircraft rescue services in the event of an accident)
Upon arrival of the Fire Brigade the same takes command of operations according to its procedures. All operators must abide by their instructions.
DO NOT attempt to put out the fire unless authorised by specific agreements with the Airline involved.
Rev.: AIRCRAFT SERVICES AIRPORT REGULATION RS/LIN/3.1
LINATE AIRPORT Effective date: Page 8-73 01/12/2016
Safety recommendation
• INFORM operators to move away from the aircraft as soon as possible to the meeting point or a safe place (at least 25m) - personnel in the hold engaged in loading/unloading operations - personnel inside the aircraft.
• If possible, REMOVE vehicles involved in ramp operations from the aircraft to a safe area (i.e. an area not occupied by other aircraft or vehicles; safety distance = approx. 30 meters from any aircraft).
• If possible, REMOVE from the area of the fire any work equipment in use (both for safety reasons and to allow access to the emergency teams).
IMPORTANT: Do not let any aircraft approach the aircraft until the emergency is under control, the fire has been put out and such approach has been authorised by the fire brigade. Should the event occur during handling operations, all personnel present must move away from the aircraft, adopting every precaution for their own safety as well as that of other persons present for any reason in the area to be evacuated.
Rev.: AIRCRAFT SERVICES AIRPORT REGULATION RS/LIN/3.1
LINATE AIRPORT Effective date: Page 8-74 01/12/2016
8.7.6.K Fire in unattended parked aircraft
Anyone detecting the start of a fire or any abnormal event (presence of smoke, explosions, collapsing, spillage of flammable liquids, etc.) MUST immediately INFORM the SEA Duty Manager on:
02 7485 3477/3478
clearly specifying:
- flight number; - stand number; - aircraft type; - presumed extent; - any people involved
The Duty Manager IMPLEMENTS the Safety Reporting System procedures.
TWR, if contacted by the Duty Manager, IMPLEMENTS the procedures laid down in Ordinance No. 9/2016, as amended and supplemented. (regulations and procedures for assistance to aircraft in the event of an emergency and for aircraft rescue services in the event of an accident)
Safety recommendation
IMPORTANT:
DO NOT attempt to put out the fire unless authorised by specific agreements with the Airline involved.
Do not let any aircraft approach the aircraft until the emergency is under control, the fire has been put out and such approach has been authorised by the fire brigade.
Rev.: AIRCRAFT SERVICES AIRPORT REGULATION RS/LIN/3.1
LINATE AIRPORT Effective date: Page 8-75 01/12/2016
8.7.6.L Fire as a result of apron infrastructure damage (fingers, electrical panels, electrical pits, fuel pits)
Overview (for all types of event) n the event of the start of a fire or a fire as a result of apron infrastructure damage (fingers, electrical panels, electrical pits, fuel pits), operators involved must: if in the vicinity of the aircraft
• WARN the captain or airline representative who will decide whether to evacuate the aircraft; • if possible, REMOVE the pier from the aircraft to a safe distance. always and in any case • ALERT, directly or through their manager alongside, all those who may be affected by the event (personnel present in the aircraft or in the hold engaged in loading and unloading operations); • immediately NOTIFY, directly or through their manager and in accordance with their "emergency plans", the SEA Duty Manager on:
02 7485 3477/3478
clearly specifying:
- the area/stand/infrastructure involved; - presumed extent; - any people involved.
Duty Manager always and in any case ACTIVATES the Fire Brigade. In the event that the fire occurs in the vicinity of an aircraft ALERTS TWR detailing the event. IMPLEMENTS the Safety Reporting System procedures.
TWR if contacted by the Duty Manager, IMPLEMENTS the procedures laid down in Ordinance No. 9/2016, as amended and supplemented. (regulations and procedures for assistance to aircraft in the event of an emergency and for aircraft rescue services in the event of an accident)
Safety recommendation
IMPORTANT: DO NOT attempt to put out the fire unless authorised.
Rev.: AIRCRAFT SERVICES AIRPORT REGULATION RS/LIN/3.1
LINATE AIRPORT Effective date: Page 8-76 01/12/2016
8.7.6.M Details of electrical pits and panels
If the fire is small and personnel present includes those who have been trained for such eventualities, without endangering themselves or others, can take action to put it out using only powder or CO2 extinguishers.
ON ELECTRIC PANELS FOAM EXTINGUISHERS MUST NEVER BE USED.
Safety recommendation
FIGHT AND CONTAIN the fire using any fire-fighting equipment available in loco, awaiting the arrival of the Fire Brigade. This activity must be carried out without endangering one’s own safety and that of others.
Putting out the fire
If the fire is small and personnel present includes those who have been trained for such eventualities, without endangering yourself or others, can take action to put it out.
To put out the start of a small fire do as follows: - take the nearest fire extinguisher. If it has a manometer, check the charge and follow the operating instructions indicated on the container; - break the seal and remove the safety plug; before approaching the flames dispense a little extinguishing agent in order to check the correct functioning of the appliance; - place yourself at 2-3 m from the fire and point the jet at the base of the flames, assuming a crouching and downwind position.
If the fire is large and impossible to control, after having raised the aver alarm, quickly move away without creating panic. When the fire brigade arrives, inform them of any complications (any people involved, etc.).
Rev.: AIRCRAFT SERVICES AIRPORT REGULATION RS/LIN/3.1
LINATE AIRPORT Effective date: Page 8-77 01/12/2016
8.7.7 Emergency measures
If the emergency situations described in the following procedures should be of such magnitude as to significantly affect airport or air traffic safety, in order to deal with such situations, the emergency procedures laid down in the ordinance relating to alarms, emergencies and accidents. Below are the various categories of events with their classification and alert levels, unless assessed otherwise by the Fire Brigade.
8.7.7.A Remote alert mode (TAM-TAM)
SCENARIO ALERT Indicative alert mode
MINOR SPILLAGE NEVER
MEDIUM/MAJOR SPILLAGE NEVER
FIRE AS A RESULT OF MINOR AND ALWAYS ACCIDENT MEDIUM/MAJOR FUEL SPILLAGE FIRE IN THE PUSH-BACK TRACTOR ALWAYS FULL EMERGENCY WHILE MOVING THE AIRCRAFT FIRE IN RAMP EQUIPMENT AND ALWAYS ONLY IF FULL EMERGENCY VEHICLES ALONGSIDE
FIRE IN AN TARMAC BUS WITH ALWAYS ONLY IF FULL EMERGENCY PASSENGERS ON BOARD ALONGSIDE
FIRE IN THE AIRCRAFT WHEELS OR ALWAYS FULL EMERGENCY UNDERCARRIAGE
FIRE IN THE AIRCRAFT ENGINES ALWAYS ACCIDENT
FIRE IN THE HOLD OF AN AIRCRAFT ALWAYS ACCIDENT
FIRE IN UNATTENDED PARKED ALWAYS ACCIDENT AIRCRAFT
FIRE AS A RESULT OF APRON ALWAYS ONLY IF INFRASTRUCTURE DAMAGE (FINGER, FULL EMERGENCY ALONGSIDE ELECTRICAL PANELS)
Rev.: AIRCRAFT SERVICES AIRPORT REGULATION RS/LIN/3.1
LINATE AIRPORT Effective date: Page 8-78 01/12/2016
8.7.8 Means of communication
During emergency/evacuation situations, the Agencies involved, each in relation to its specific tasks, must communicate using exclusively the telephone network. The numbers to be used are attached to this procedure.
Should it be impossible to use fixed or mobile telephones, Agencies can connect to each other using the radio communication network where present.
During an emergency it is compulsory for everyone to adopt radio telephone silence (excluding the airport authorities directly involved only for the communications regarding the state of emergency).
8.7.9 Information / training
All Agencies and operators involved, each in relation to its specific responsibility, must identify emergency management personnel who must be explicitly appointed and adequately educated/trained. Training of workers and emergency and evacuation procedures which each employer is obliged to provide for protection of the health and safety of its personnel, pursuant to Legislative Decree 81/08, must be implemented with the content of this document.
It is the task of Agencies and operators involved in the implementation of these procedures to give maximum dissemination and ensure knowledge of the content of these procedures, with appropriate methods and varying degrees of detail, depending on the type of recipient and corresponding level of involvement in implementation of the measures and procedures. All personnel potentially affected by emergency situations, including those involved in clean-up operations, must be adequately informed.
8.7.10 Exercises
Exercises will be scheduled according to airport operational availability. At the end of each exercise, any suggestions to improve procedures in terms of operations and safety will be identified in a meeting open to Agencies involved in emergency plans in any capacity. Observations emerging will be recorded.
Rev.: AIRCRAFT SERVICES AIRPORT REGULATION RS/LIN/3.1
LINATE AIRPORT Effective date: Page 8-79 01/12/2016
8.8 Plan to reduce wild bird and animal impact hazard13
8.8.1 Purpose
The plan defines operating activities to prevent the access and sending away of wild birds and animals from the Linate manoeuvring area with reference to ENAC Circular APT 01B regarding: “Procedures for the prevention of risks of impact with birds and other wildlife (Wildlife Strike) at airports;”. The same procedure highlights prevention and control activities and actions Airport Operator takes in the airport area.
SEA has set up a service to control and send birds away called Bird Control Unit with ongoing patrol invigilation over airport grounds and fauna disturbance to get them to consider the airport as “an unpleasant, unsafe” place.
Goals and commitments of the Bird Control Unit in Milan Linate Airport are as follows:
o to control and send off birds to limit impact against aircraft in movement areas, by planning and coordinating more effective monitoring, control and phenomenon reduction measures;
o to inform the Control Tower of any situations where the presence of birds of any kind, for quantity and/or position in the Movement Area and/or related to daily presences, can create a concrete risk for landing and take-off operations, with no prejudice to the fact that the Control Tower itself can see them;
o to inform the bodies involved, issuing specific Notams, of bird presence in the Movement Area which, due to number and characteristics, cannot be solved through normal prevention/sending off activities and devices used;
13 References: - Airport Manual - PROCOP 180: Plan to reduce wild bird and animal impact hazard; - Navigation Code; - Highway Code; - Law no. 157 Article 2 of 11.2.1992, as amended and supplemented, Article 2; - Law no. 221 of 3.10.2002, as amended; - Legislative Decree no. 151 of 15.3.2006 – art. 5 as amended; - Legislative Decree no. 213 of 2.5.2006 (transposition of EEC Directive 2003/42), as amended; - Airport Construction and Management Regulations - Chap. 5; - DOC 9137 AN 898 Part 3 – I.C.A.O. - Ministry Circular no. 12479 AC of 20.10.1999 – Methods for the assignment of total Airport management; - Consolidated Code on Safety – Legislative Decree 81/08, as amended and supplemented; - Reg. (CE) 21-10-2009 no. 1069/2009; - ENAC APT Circular – 01B of 23 December 2011 as amended: Procedures for the prevention of risks of impact with birds and other wildlife (Wildlife Strike) at airports; - ENAC Ordinance no.4/2016, as amended and supplemented, Regulations governing the access and movement of persons and vehicles in sterile areas of the airport; - ENAC Letter no. 9984/DIRGEN/GSV of 13 February 2009; - ENAC Letter Prot. 98271 of 23.8.2013-APT circular 01B-clarification on the use of the term “complete dispersal”. Rev.: AIRCRAFT SERVICES AIRPORT REGULATION RS/LIN/3.1
LINATE AIRPORT Effective date: Page 8-80 01/12/2016
o to control animal presence of any kind (hares, wild rabbits, dogs, cats, foxes, etc.) in the movement area, continuously monitoring airport grounds, adopting adequate mitigation measures on their habitat including capturing fauna, in agreement with competent authorities; o to fully execute this prevention/control Plan or its operating procedures, periodically checking results and carrying out corrective and/or implementation actions, observing principles in ENAC Circular APT-01.
8.8.2 Scope
The document disciplines monitoring and inspection of Milan Linate Airport grounds with special attention for the aircraft traffic area, and intervention to control and send birds away from those areas. The competence of Operators involved means the aircraft movement area within the grounds. However, bird observation and monitoring activities will extend to the aircraft traffic area just outside airport grounds, within existing meteorological visibility limits and the sight of the Operator doing the service.
8.8.3 Indications to Operators
Collecting and communicating data on a bird strike is fundamental to get to know the phenomenon. Operators must inform the Airport Operator of any impact with birds or other fauna, whether wild or not.
The following events must be communicated: - impact, or presumed such, ascertained directly by flying crews; - damage to aircraft communicated by maintenance staff as objectively due to impact with a bird (e.g. traces of blood, feathers, etc.); - finding a dead bird or bird remains on the runway or within an area of 60 m from the centre line; - effects on a flight (tried again, take-off aborted) due to birds, as an evasive manoeuvre, but with no impact.
Rev.: AIRCRAFT SERVICES AIRPORT REGULATION RS/LIN/3.1
LINATE AIRPORT Effective date: Page 8-81 01/12/2016
Communications must be through the Bird Strike Reporting Form (BSFR), found in Attachment 8.7, trying to acquire all information needed to fill it in as fully as possible; the form must be faxed to 02 748 64011 or via mail to Tiziano Ruspi at [email protected].
The BSFR must also be sent to: - ENAC - Environmental Regulation and Airports Department – Bird Strike Committee Italy; - ENAC - Operations Department competent for the area; - ENAC - Airport Department competent for the area.
8.8.4 Records
All forms filed by the Bird Control Unit Coordinator are controlled monthly by Bird Control Italy which collaborates with SEA on preventing and containing bird strike risk in Milan Linate. A paper copy of all files is also sent monthly to the Airport Division of ENAC.
The forms, collected periodically, are an integral part of Safety Management System documentation.
8.9 Removal of aircraft
In the event of an accident/problem with aircraft in the airport grounds, the responsibility for removal of the same from flight infrastructure lies with the owner/operator of the same (hereinafter "Aircraft Operator").
The Aircraft Operator must always give prompt notice to the Duty Manager on the intervention timing and the technician in charge of removal. Where the Aircraft Operator concerned does not have its own authorised technician and/or is not in a position to take prompt action for removal of the aircraft from the manoeuvring or handling area, SEA, for the purpose of restoring full airport operations and subject to the approval of ENAC, has the right to involve technical personnel, at its discretion, for removal of the damaged aircraft. All costs related to technical assistance, as well as those necessary for restoration of any damaged airport infrastructures, are entirely the responsibility of the Aircraft Operator.
The Aircraft Operator hereby declares to hold SEA harmless from any liability directly or indirectly arising from the technical intervention, or otherwise linked to the aircraft removal operations, on the part of personnel appointed by the same. AIRCRAFT AND VEHICLE Rev.: MOVEMENT IN THE RS/LIN/3.1 AIRPORT REGULATION MANOEUVRING AREA
LINATE AIRPORT Effective date: Page 9-1 01/12/2016
9 AIRCRAFT AND VEHICLE MOVEMENT IN THE MANOEUVRING AREA
9.1 Aircraft/vehicle circulation1
The access, passage and stop of authorised vehicles on the aircraft apron must be limited to real service needs and may take place in the areas involved and for the time required to provide the service only.
It is compulsory for drivers of all vehicles and equipment to:
- not exceed 30 km/h on the apron and observe the speed limits indicated by signs in other areas; - give way according to the following priorities: • in any case, on the apron and in the handling area, to aircraft moving with their own means or with the aid of a tow bar, push-back or guided by follow-me type vehicles, and to helicopters, with particular reference and attention to those taxiing on aprons; • to vehicles or equipment with rotating blue or yellow light activated; • to vehicles coming from the right; • to vehicles already on roads, regardless of whether coming from the right or from the left; • to emergency vehicles in all cases of emergency; - drive in such a manner that, in all conditions of weather and visibility, vehicles do not constitute a danger to the safety of persons and property or cause hindrance to the movement of aircraft or other vehicles; - observe horizontal and vertical airport signs, including luminous signals; - listen to assigned radio frequencies at all times when in the handling area.
1 References: - ENAC Ordinance no.4/2016, as amended and supplemented, Regulations governing the access and movement of persons and vehicles in sterile areas of the airport; - Airport Manual - PROCOP 131: Aircraft Apron Supervision; - Airport Manual - PROCOP 190: Manoeuvring area access procedures. AIRCRAFT AND VEHICLE Rev.: MOVEMENT IN THE RS/LIN/3.1 AIRPORT REGULATION MANOEUVRING AREA
LINATE AIRPORT Effective date: Page 9-2 01/12/2016
Anyone authorised to access the manoeuvring area must:
1. position themselves at a safe distance, i.e. 150 m from runway centreline and/or 47.5 m from link road centreline, equipped with TWR radio with Mhz 445.775 frequency, in the vicinity of the manoeuvring area; 2. establish satisfactory two-way radio communication with the TWR and request said TWR via radio permission to enter in the manoeuvring area, communicating according to aviation terminology: - currently occupied position; - reason of access; - area they intend to reach; - route they intend to take to reach the specified area; - expected length of time of area occupation; 3. upon completing the service, notify to the TWR their intention to leave the occupied area and assure that the area is free as to the operations under their responsibility; 4. confirm to TWR via radio that they have cleared the manoeuvring area.
AIRCRAFT AND VEHICLE Rev.: MOVEMENT IN THE RS/LIN/3.1 AIRPORT REGULATION MANOEUVRING AREA
LINATE AIRPORT Effective date: Page 9-3 01/12/2016
9.2 Airport licence2
9.2.1 Foreword Chapter 10 in ENAC Airport Construction and Management Regulations provide that the Airport Operator must issue “a licence to drive in the movement area”, based on a training programme considered valid by the ENAC. For this purpose, the licence issuing process is based on transparency and impartiality; it is through a multiple choice test where results are assessed by the IT system. The Airport Operator’s role is to formalise and update the training programmes and to hold exam sessions periodically; The Airport Operator’s counterparty for the activity is the Post Holder in the Movement Area, in consultation with the Safety Management System functions. Airport Operator has no responsibility for consequences arising from qualified Operator behaviour. Each Company has to circulate behaviour regulations to all staff and collaborators, as well as a map of airport grounds available in the SEA website and updated periodically. Furthermore, the company is guarantor that licence qualification is indispensable for staff. With the Airport Division of ENAC, you can access the computerised licence issuing system to enable the ENAC to carry out controls it is competent for, within its invigilation and control powers.
9.2.2 General rules The green licence is valid 5 years from issue. The red licence is valid for 3 years. If enrolment for the exam or the course is cancelled, that must take place at least 5 days before the date. On the contrary (cancellation less than 5 days) SEA reserves the right to charge the applying Company the full exam or course fee. If the person passes the exam the licence is issued, unless the CAA or the Police should forbid it. If the person does not pass the theory section, he/she cannot enrol for another exam session until at least 15 days have gone by. Those who have failed 3 consecutive exams will not be admitted to another session. SEA can only grant a derogation on this based on a specific motivated request from the company the person belongs to. During its validity period, the licence can be revoked based on the relative ascertainment and sanction procedure for problems occurring during driving of vehicles in the movement areas, agreed on by SEA and ENAC.
2 References: - ENAC Ordinance no.4/2016, as amended and supplemented, Regulations governing the access and movement of persons and vehicles in sterile areas of the airport. AIRCRAFT AND VEHICLE Rev.: MOVEMENT IN THE RS/LIN/3.1 AIRPORT REGULATION MANOEUVRING AREA
LINATE AIRPORT Effective date: Page 9-4 01/12/2016
9.2.3 Movement area driving licence issuing procedure This procedure disciplines airport licence validity and how the exam is carried out.
9.2.3.A Enrolment
The candidate sends SEA O.O. Education and Training, through the company it belongs to and for which it will be carrying out the service needing a movement area driving licence, an application to:
Enrol for the training course or for the exam The candidate will be admitted to courses and theory tests based on a calendar drawn up and issued by Airport Operator. Enrolment goes through the dedicated SEA website by supplying: - general company data (name/company name, fiscal code/VAT number, registered office, phone number, e-mail); - candidate data (name, surname, badge number, badge expiry date, licence number, issue and expiry date); - choice of course/exam; - commitment undersigned by owner to communicate any licence suspension or withdrawal to ENAC. On enrolment a booking form will be issued directly by the website.
For registration to be valid this form must be completed, stamped and signed by the head of the requesting company and sent to SEA. The Driver Qualification Document (DQD) is not required for driving vehicles inside the customs area3.
Enrolment is subordinate to acceptance of licence issuing conditions stated in regulations found on the website, of the theory-practice training programme proposed by SEA, of the relative economic terms and of the privacy law (Legislative Decree 196/03).
3 Legislative Decree no. 286 of 21-11-2005 Provisions for regulatory reorganisation concerning regulated liberalisation of the activity of haulier. Published in the Official Gazette of 9 January 2006 no. 6. Article 16: Exemptions. 1. The driver qualification document pursuant to article 14 is not required to drivers: a) of vehicles whose maximum authorised speed does not exceed 45 km/h; b) of vehicles for use by the armed forces, civil defence, fire brigade and forces responsible for maintaining public order, or placed at their disposal; c) of vehicles undergoing road tests for the purposes of technical calibration, repair or maintenance, and of new or transformed vehicles not yet put on the road; d) of vehicles used in emergency services or for rescue missions; e) vehicles used for driving lessons for the purposes of obtaining driving licences or professional qualification certificates; f) of vehicles used for carrying passengers or goods for private and non-commercial purposes; g) vehicles carrying material or equipment, used by the driver in the exercise of his activity. AIRCRAFT AND VEHICLE Rev.: MOVEMENT IN THE RS/LIN/3.1 AIRPORT REGULATION MANOEUVRING AREA
LINATE AIRPORT Effective date: Page 9-5 01/12/2016
Exam enrolment In addition to the above, the applying Company declares that theoretical and practical training has been done based on the SEA programme (with the exception of renewal tests).
9.2.3.B Green licence exam
Preliminary control The candidate arrives in the SEA Education and Training O.O. on the set date and shows its badge to SEA staff. No non enrolled candidates will be admitted. Test The theory exam consists of 20 questions chosen at “random” by an IT database containing about 200 questions, in Italian or English; candidates have 35 minutes to complete this test. At the end of the set time, the IT system, which will present questions randomly, stops automatically. The candidate passes the exam if at least 80% of the answers are right. We would also like to point out that: - the candidate must behave correctly during the exam; on the contrary, he/she will be asked to leave the room immediately by SEA staff present and his/her exam will be automatically invalidated; - SEA staff will check that candidate data corresponds to enrolment data and will check that the person signs the attendance register; - the candidate does the multiple choice exam; - the programme corrects the answers automatically and prints the session results; - the report with the list of candidates who have sat the exam with their signatures and results is filed by the Movement Area Post Holder available for control bodies. A paper copy of the exam answers is signed by the candidate and kept available for Control Bodies for 5 years.
9.2.3.C Red licence exam
In addition to that described in the previous paragraph "Green licence exam", on passing the multiple-choice test, an oral exam will be carried out by a commission comprising a representative of the Airport Operator and an ENAV representative. The oral session has the objective of verifying that the candidate is fully acquainted with the aerodrome, the airport's geography and its specificity, current legislation in terms of circulation and will also include a specific part concerning aeronautical radio systems.
9.2.3.D Updating for renewal
Renewal of authorisation to drive in the manoeuvring area requires having read and knowing adequate teaching material and entering personal data for recording the renewal. Teaching materials are available online in the company intranet or at SEA Education and Training subject to reservation. Viewing will be recorded by the system and made available to control bodies. The candidate will subsequently take the test to receive the authorisation to drive in the manoeuvring area. Six months after the date of expiry of the authorisation to drive in the manoeuvring area, the training course must be taken again.
AIRCRAFT AND VEHICLE Rev.: MOVEMENT IN THE RS/LIN/3.1 AIRPORT REGULATION MANOEUVRING AREA
LINATE AIRPORT Effective date: Page 9-6 01/12/2016
9.2.3.E Re-issuing licences which are still valid
Companies which terminate the employment contract of an employee shall immediately withdraw their licence and give it to SEA Security to be cancelled. If the Operator needs the old licence, when it is still valid, he/she shall ask his/her company to request the licence by Internet, following the standard procedure. The validity is the same as that when the licence was first issued.
9.2.3.F Validating licences from other airports
For holders of licences issued by ENAC certified airports, it is mandatory to participate in practical familiarisation, as prescribed for the basic course, to get to know airport geography and its specific features, without the need to take a new test. If an exam is sat in Malpensa and the identifying badge is issued by Linate, it is mandatory to participate in a familiarisation course on Linate, and vice versa. The licence, along with the familiarisation certificate issued by SEA Education and Training, shall then be valid for both airports. The familiarisation has the same expiry date as the authorisation to drive in the manoeuvring area. The Airport Operator provides to ENAC and the control bodies a register containing a list of all holders of authorisations to drive in the manoeuvring area who have completed the familiarisation.
AIRCRAFT AND VEHICLE Rev.: MOVEMENT IN THE RS/LIN/3.1 AIRPORT REGULATION MANOEUVRING AREA
LINATE AIRPORT Effective date: Page 9-7 01/12/2016
9.3 Orderly movement of aircraft, vehicles and people on aprons4
9.3.1 Introduction
9.3.1.A Foreword
The content of this chapter governs the coordination between ENAV SpA, as the ATS service provider, and SEA SpA, as the Airport Operator, provided for by Articles 691bis and 705 of the Navigation Code, in compliance with applicable current legislation.
In particular, pursuant to Art. 691 bis, paragraph 3, of the Navigation Code, ENAV SpA “under the supervision of ENAC and in coordination with the Airport Operator, regulates and controls for the airports under their responsibility the movement of aircraft, other vehicles and personnel in the manoeuvring area and ensures the orderly movement of aircraft on the aprons”.
Pursuant to Article 705, letter e) of the Navigation Code, the Airport Operator, “under the supervision of ENAC and in coordination with ENAV, assigns aircraft stands and ensures the orderly movement of other equipment and personnel on aprons, in order to prevent interference with the movement of aircraft, verifying that private operators supplying airport services comply with the requirements of the Airport Regulations”.
The legal framework defined by the two articles mentioned above therefore provides for the joint responsibility concerning apron activities of two entities (ENAV and Airport Operator) which, in coordination with each other, ensure the orderly movement of aircraft by the former and vehicles and personnel by the latter.
This is mainly accomplished on a strategic basis by organising the presence and movement of aircraft, vehicles and personnel in separate areas and along separate paths, for the safety of
4 References: - Navigation Code, Arts. 691bis and 705; - Law no. 265/2004, Art. 2 paragraph 3; - ENAC – "Airport Construction and Management Regulations"; - ENAC – “Rules of the Air” Regulations; - ENAC – “Air Traffic Services” Regulations; - ENAC – “Airport Certification” Circular (APT-16); - ENAC “Airport Regulations” Circular (APT-19); - ENAC – “Changes to the functions and role of ENAC Airport Divisions in the light of new legislation and regulations” Circular (APT-20); - ENAC – “Airport Safety Management System” Circular (APT-22); - ENAC – “Aprons – Horizontal Markings” Circular (APT-24); - ENAC – “ Airport Certificate Supervision and Renewal” Circular (APT-25); - ENAV – Air Traffic Management Operation Manual (MO-ATM); - ENAC – Note prot. no. 0072549/AOC/DIRGEN of 14/11/2008; - ENAV – “Regulatory criteria for orderly movement of aircraft on aprons”; - ICAO – Annex 11 “Air Traffic Services”; - ICAO – Annex 14 “Aerodromes”, Vol. 1; - ICAO – Doc 9476 “Manual of Surface Movement Guidance and Control Systems (SMGCS)”; - SEA S.p.A. – Airport Manual. AIRCRAFT AND VEHICLE Rev.: MOVEMENT IN THE RS/LIN/3.1 AIRPORT REGULATION MANOEUVRING AREA
LINATE AIRPORT Effective date: Page 9-8 01/12/2016
which the Airport Operator is responsible, while the safety of aircraft and vehicle movements, responsibility lies, respectively, with the flight crews and drivers.
Inside these areas and along these routes, the orderly movement of those respectively allowed to operate is achieved through the possession of adequate skills and related authorisations, as well as by the definition and observance of traffic regulation, as specified by applicable regulations; in particular, these regulations also govern cases in which interaction between different parties is inevitable, without prejudice to the general principle according to which vehicles must give way to aircraft.
Any communication by the ATS entity, including push-back approval, is aimed at the orderly movement of aircraft, which is attained primarily with the allocation of priorities aimed at achieving an optimal flow of traffic.
These communications do not have the separation of aircraft from other aircraft or obstacles as their goal, the responsibility for which lies with the flight crew or with the person responsible for the manoeuvre in the event that the aircraft does not move independently. In particular, the instructions and the information for orderly movement:
• are issued to assist the flight crew in preventing collisions with other aircraft or obstacles, assuming that all other vehicles and people move respecting the traffic regulations; • do not concern those phases of ground movement in which the aircraft is not free to move autonomously, i.e. to observe communications received from the ATS entity, either because being towed or because subject to the instructions of other providers (towing, push-back, marshaller, docking systems, follow-me, etc.).
The complexity of the airport layout, size of aircraft and visibility conditions can render the strategic organisation of traffic insufficient, imposing the need for tactical action on the part of the respectively competent organisation (ENAV for aircraft, the Airport Operator for vehicles and personnel) which, in any case, must liaise with the other for the aspects that such action may have on the prerogatives and responsibilities of the other.
9.3.1.B Purpose
The local operating procedures for coordinated management of Malpensa airport aprons detail the activities of ENAV – AC Linate and of SEA SpA in order to:
• ensure the orderly movement of aircraft on aprons (ENAV); • assign stands to aircraft (Airport Operator); • ensure the orderly movement of other vehicles and personnel in aprons, so that they will not interfere with aircraft movement activities (Airport Operator); • ensure that these Airport Regulations are adhered to by private operators providing airport services (Airport Operator).
The procedures are also applicable to handler personnel operating at the airport.
AIRCRAFT AND VEHICLE Rev.: MOVEMENT IN THE RS/LIN/3.1 AIRPORT REGULATION MANOEUVRING AREA
LINATE AIRPORT Effective date: Page 9-9 01/12/2016
9.3.1.C Definitions and acronyms
A/C Aircraft Airport Collaborative Decision Making, a European programme within Eurocontrol intended to increase the airport’s efficiency and punctuality by improving A-CDM traffic flow and airport capacity management, reducing delays, increasing event predictability and optimising the use of resources. ENAV system for electronic ready/block ADM (Airport Data Management) management and the provision of arrival information. Airport Operator declaration stating that the arriving aircraft has entered the stand, positioned itself, Aircraft "BLOCKED" turned off the engines and has been blocked by chocks. Airport Operator declaration stating that the departing aircraft is actually ready to move since the doors have been closed, the stand is clear of people, equipment and/or any other obstacles (with the exception of those strictly necessary for Aircradt “READY” implementation of the manoeuvre) and also: • for nose-in (taxi-in/push-out) stands, the aircraft also has the tractor hooked for the push-back manoeuvre; • or stands that require so, the marshalling service is present. AOIS ENAV aeronautical information database Aeronautical Operational Information System
APU A small turbine engine on board the aircraft, which ensures the provision of power for operating on Auxiliary Power Unit board systems in case of main engines off ARDT Aircraft Ready Time ASU External equipment that enables the start of aircraft Auxiliary Starter Unit engines when the APU is not operating SEA SpA function responsible for the management Airport Coordination Operations of aprons for the part pertaining to the Airport Operator CSO TWR (ENAV) Operations manager on duty in the TWR room CTOT Calculated Take Off Time DES De-Suspension Message Departure Planning Information, E(Early)-DPI, DPI, E-DPI, T-DPI, C-DPI T(target)-DPI, C(Cancelled)-DPI messages DUTY MANAGER (SEA) Airport Operator Operations Manager on duty (24/7) AIRCRAFT AND VEHICLE Rev.: MOVEMENT IN THE RS/LIN/3.1 AIRPORT REGULATION MANOEUVRING AREA
LINATE AIRPORT Effective date: Page 9-10 01/12/2016
E/A CZT Actual/estimated start time of de-icing operations Actual/estimated end time of de-icing operations E/A EZT AEZT is to be considered as aircraft released for taxiing by SEA (end of treatment and area free) E/A LDT Estimated/Actual Landing Time Estimated/Actual/Scheduled In Block Time, E/A/S IBT estimated/actual time of arrival on stand and start of the stopover Estimated/Actual/Scheduled/Target Off Block E/A/S/T OBT Time – Time when a departing aircraft leaves the assigned stand and ends the stopover EFD ETFMS Flight Data message Estimated/Actual Landing Time, estimated/actual E/A LDT time of landing ENAC DAL ENAC Lombardy Airport Division EXIT Estimated Taxi In Time EXOT Estimated Taxi Out Time ENAV database providing flight data. FDP (Flight Data Processing)
Service providing assistance in aircraft ground Follow-me manoeuvring, using a car equipped with signalling Follow-me service equipment, offered in the manoeuvring area and on aprons GPU External unit supplying power to aircraft Ground Power Unit Any natural or legal person providing third parties Handler with one or more categories ground support Ground support service providers services referred to in Legislative Decree 18/99, Attachment A. M-AIS SEA database providing flight data Milan Airport Information System
Ground operator that provides direction for aircraft Marshaller manoeuvring on the aprons, communicating with the pilots via cable or encoded signs M/R TT Minimum/Reduced Turnaround Time NMOC (CFMU) Network Management Operations Center A specific area of an apron used for aircraft parking. Aircraft Stand or Stand Note. (Aircraft Stand o stand) In communications, the following expressions have the meaning indicated below:
• "Free" stand: a stand that may be assigned to an aircraft for parking. AIRCRAFT AND VEHICLE Rev.: MOVEMENT IN THE RS/LIN/3.1 AIRPORT REGULATION MANOEUVRING AREA
LINATE AIRPORT Effective date: Page 9-11 01/12/2016
• "Assigned" stand: a stand that is physically free but has been assigned to an arriving aircraft. • “Occupied” stand: a stand that is physically occupied by a parked aircraft. • "Closed" stand: a stand that cannot be assigned to an aircraft for parking.
SEA personnel responsible for the management of SEA AO (SEA Apron Operator) aprons for the part pertaining to the Airport Operator.
T/A SAT Target/Actual Start-Up Approval Time
T/A TOT Target / Actual Take Off Time
AIRCRAFT AND VEHICLE Rev.: MOVEMENT IN THE RS/LIN/3.1 AIRPORT REGULATION MANOEUVRING AREA
LINATE AIRPORT Effective date: Page 9-12 01/12/2016
9.3.2 Scope of application The procedures referred to in this LO apply to the apron areas of Linate airport, as defined on the airport maps published in AIP AD2 LIML and further detailed in this document.
9.3.2.A Aircraft apron description
The orderly movement of aircraft, vehicles and personnel on aprons is provided on North and West Apron areas of Milano Linate airport, as defined and indicated in AIP AD 2 LIML 2-7 and 2-9 (Aircraft Parking Docking Chart ICAO).
• North Apron (AIP AD 2 LIML 2-7 Aircraft Parking Docking Chart – North Apron)
part of the movement area of Milan Linate airport between the Intermediate Holding Positions T5 and N6 and the Stop Bar CAT II/III of TWY G.
• West Apron (AIP AD 2 LIML 2-9 Aircraft Parking Docking Chart – West Apron)
part of the movement area of Milan Linate airport between the Intermediate Holding Positions K1 and N1.
See also Attachments 8.1.1, 8.1.2 and 9.3.
9.3.2.A.a North Apron Details
• APN TWY identified by the letters A,B,C,D,E,F,T; • APN TWY identified by day and night signage (including centerline lights); • Stands identified with numbering; in self manoeuvring or push back as per legend map AIP AD LIML 2-7; • end push back positions: Q3 (APN TWY C); Q4, Q5, Q6 and Q7 (APN TWY D); • APN TWY A only in the North direction and max wingspan 36m (ICAO Code C a/c) • APN TWY B two-way; • APN TWY B two-way; • APN TWY D only in the South direction part between APN TWY C and APN TWY F; two-way in the remaining part; • APN TWY E two-way; • APN TWY F two-way; • APN TWY T two-way; between APN TWY E and APN TWY D max wingspan 43 m
• Intermediate Holding Position (IHP) on aprons:
o B1 (APN TWY B), D1 and D2 (APN TWY D): with ground markings and one-way yellow lights, visible in the North-South direction; there are no vertical signs; o A1 (APN TWY A) : with ground markings and one-way yellow lights, visible in the South-North direction and with vertical sign; o E1 (APN TWY E): with ground markings, one-way yellow lights visible in the East-West direction and with vertical sign.
• Dimensional characteristics, equipment and interactions with neighbouring stands described in Attachment 8.1.2.
AIRCRAFT AND VEHICLE Rev.: MOVEMENT IN THE RS/LIN/3.1 AIRPORT REGULATION MANOEUVRING AREA
LINATE AIRPORT Effective date: Page 9-13 01/12/2016
9.3.2.A.b West Apron Details
• APN TWY identified by the letter Y; • APN TWY identified by day and night signage (including centerline lights); • Stands partially identified with numbering; push back as per legend map AIP AD LIML 2-9; • areas GA1, GA2 and GA3; • stands 51-56; • end push back positions: Q1 and Q2 (on APN TWY Y); • APN TWY Y two-way;
9.3.2.A.c Areas not visible or partially visible from the TWR
Given the airport layout, areas not directly visible from the Tower are:
• parking areas from 51 to 56; • APN TWY Y; • area GA1, GA2 and GA3; • end push back positions Q1 and Q2; • IHP N1; • Holding Bay RWY 36: Bay Stop 1 (BS1) and Bay Stop 2 (BS2).
9.3.3 Duties and responsibilities
Except as expressed previously with regard to the responsibilities of ENAV SpA and SEA SpA regarding the coordinated management of the aircraft apron, the following is a detail of the activities under the responsibility of ENAV-AC Linate and SEA SpA and the obligations for the drivers of vehicles and people.
The service is provided in coordination between ENAV SpA AC Linate and SEA SpA. Their respective operating positions are situated in the TWR and Airport Coordination control room.
9.3.3.A ENAV C.A. Linate
ENAV Airport Centre Linate ensures: • the orderly movement of aircraft, through the provision of advice and guidance to assist flight crews in preventing collisions between taxiing aircraft; Note: The separation between taxiing aircraft and between taxiing aircraft and obstacles is ensured by sight by the flight crew. In the case of towed aircraft, separation is ensured by the person responsible for the towing operation; • communication to SEA of the sequence of arriving aircraft and their estimated time of arrival; • communication to SEA of the departure schedule in the ATFCM area and of aircraft take off times; • communication to SEA of the CTOT to which the aircraft is subject, if applicable; • communication to SEA of the TSAT to which the aircraft is subject • issue of authorisation to start engines; • communication to SEA of any diversions (including the reasons and the information related to the aircraft concerned); • communication to incoming aircraft of the identification of the stand assigned by SEA; • communication to aircraft of essential information on apron conditions provided by SEA; AIRCRAFT AND VEHICLE Rev.: MOVEMENT IN THE RS/LIN/3.1 AIRPORT REGULATION MANOEUVRING AREA
LINATE AIRPORT Effective date: Page 9-14 01/12/2016
• recording of telephone and radio data under its responsibility and its retention for a period of not less than 30 days, subject to application of the provisions of Legislative Decree 196/2003.
9.3.3.B SEA S.p.A.
SEA Aeroporti Milano ensures: • the orderly movement of personnel and vehicles on aprons so as not to interfere with aircraft manoeuvring activities; • verification of compliance with the Airport Regulations by private operators providing airport services, including handlers; • allocation of parking stands for incoming aircraft, communication to ENAV-AC. Linate of the related data, via the agreed available means, and any subsequent changes to the same; • that the stands allocated to incoming aircraft are free and ready to receive the assigned aircraft; • indication of the stands of departing aircraft and communication to ENAV-AC Linate - of the related data, via the agreed available means, and any subsequent changes to the same; • transmission of the TOBT to ENAV; • “aircraft READY” confirmation, as defined, and communication of the related information with the agreed available means; • timely communication of the "aircraft BLOCKED" information, as defined, to ENAV – AC Linate , with the agreed available means; • the follow-me service in accordance with approved procedures; • the aircraft parking/docking guidance system; • management of de-icing/de-snowing stands • prior coordination with ENAV for the movement of towed aircraft; • prior coordination with ENAV – AC Linate of activities/works planned on aprons that might interfere with normal aircraft operations; • provision to ENAV - AC of essential information on apron conditions; NOTE. The essential information on apron conditions must include: construction or maintenance works; rough or uneven stretches (marked or not); presence of snow, slush or ice, presence of water, presence of patches or heaps of snow, other temporary hazards, including parked aircraft performing engine tests, birds on the ground or in flight and other animals; any other relevant information. • recording of data under its responsibility and its retention for a period of not less than 30 days, subject to application of the provisions of Legislative Decree no. 196 of 30 June 2003, as applicable.
For everything not specifically mentioned in this document, also regarding the relations between the Manager and the handlers, please refer to the provisions of these Airport Regulations and of the Airport Manual in the current versions.
AIRCRAFT AND VEHICLE Rev.: MOVEMENT IN THE RS/LIN/3.1 AIRPORT REGULATION MANOEUVRING AREA
LINATE AIRPORT Effective date: Page 9-15 01/12/2016
9.3.3.C Transfer of aircraft management
The moments in which transfer of aircraft management takes place for the purposes of the service are defined below:
Arriving aircraft Management of aircraft by ENAV – AC Linate terminates upon occurrence of the requirements of the condition of aircraft BLOCKED and simultaneously switches to SEA SpA.
Departing aircraft Management of aircraft is taken over by ENAV – AC Linate upon receipt of the communication of aircraft READY by SEA SpA (electronically or by telephone). NOTE. In the case of aircraft that have no autonomy of movement (push-back, towing, etc.), support for orderly movement begins, on communication from the flight crew, from when the aircraft is free to move autonomously (see Chap. 1, Foreword).
9.3.3.D Aircraft manoeuvring on the apron
The data relating to the clearance and interaction between aircraft operating on the apron in the various phases of the service are verified and provided by SEA and implemented by ENAV, as well as by the relevant airport operators, in the manner described below.
In order to limit the effects due to interactions between simultaneous push-back operations and ensure, as a result, orderly and efficient movement of traffic, SEA SpA, as far as possible: • will allocate stands taking into account EOBT and all other factors affecting flight schedules in order to avoid any limitation to the simultaneity of manoeuvres; • will not communicate the “Aircraft READY” status to ENAV in those conditions that may cause limitations to the simultaneity of manoeuvres.
Except as governed by these procedures regarding the service procedures aimed at the orderly movement of aircraft, it is pointed out that manoeuvring is mainly based on determination of the position of the aircraft by direct visual observation, on the principle of "see and be seen", on following the horizontal/vertical signs and the "Rules of the Air".
In case of low visibility situations, the content of the following paragraphs remains valid and the supplementary procedures envisaged for aircraft management in such conditions (AWO) also apply.
9.3.3.D.a Details of self-manoeuvring operations
The self-manoeuvring stands are marked with the appropriate symbols in the AIP AD 2 LIML Apron Charts.
AIRCRAFT AND VEHICLE Rev.: MOVEMENT IN THE RS/LIN/3.1 AIRPORT REGULATION MANOEUVRING AREA
LINATE AIRPORT Effective date: Page 9-16 01/12/2016
North Apron Entry to the self-manoeuvring stands takes place via APN TWY A, B, D (between APN TWY F and T), following the respective lead-ins for entry to the stands, marked by appropriate numbering. Exit from the stands is in self-manoeuvring from the apron areas directly to the APN TWY following approval of the TWR and coordination with SEA.
West Apron In accordance with the provisions of the “West Apron Operating Procedures – Aircraft manoeuvring and parking - Special Procedure”, chapter 9.4.
9.3.3.D.b Details of push-back operations
The push-back stands are marked with the appropriate symbols in the AIP AD 2 LIML Apron Charts.
With reference to the layout of the movement area, the push-back manoeuvre starts from the apron stands and ends on the associated apron taxiways. The communication received from the TWR Ground frequency regarding approval of push-back operations is reported by the Pilot to the handler who he is in contact with and, after completion of the hooking operations, the tractor operator starts to push the aircraft. Along the way, separation from the rest of the vehicles on the apron, as well as the safety of operations, is ensured by the personnel of the handler responsible for this operation, in relation to the manoeuvring of the other a/c in the adjacent stands and to the presence of any obstacles.
Push-back operations are conducted under the sole responsibility of the pilot and the handling operators; the TWR, in order to ensure orderly movement, will provide appropriate instructions and information in relation to the known and/or visible traffic. This condition does not however exempt the assigned personnel:
• from ensuring that the area affected by the push-back operation is adequately free of both personnel, vehicles and obstacles, as well as other aircraft, before and during manoeuvring; and
• paying attention to any jet blast phenomena caused by manoeuvring aircraft.
After reaching the axis of the apron taxiway and completion of release and coordination operations with the flight crew, the personnel responsible for the push-back operation on the tractor go to the aircraft parking apron, off the apron taxiway.
Except for special restrictions notified to the user, the start of only one engine in "idle" may take place in conjunction with the push-back operation; the other engines must be started on reaching the correct release position.
9.3.3.D.b.1 North Apron:
Push-back operations on the APN TWY C will normally take place by releasing the aircraft with the prow to the East; Push-back operations on APN TWY D will normally take place, except for other instructions from TWR, by releasing the aircraft with the prow to the South.
AIRCRAFT AND VEHICLE Rev.: MOVEMENT IN THE RS/LIN/3.1 AIRPORT REGULATION MANOEUVRING AREA
LINATE AIRPORT Effective date: Page 9-17 01/12/2016
Push-back procedure for aircraft departing from fingers (stands 1-5)
Preferential allocation:
• release from stands 1, 2 and 3 preferably on Q3 • release from stands 4 and 5 preferably on Q4
Interactions and restrictions:
• taxiing from Apron TWY A to APN TWY N is allowed with aircraft properly positioned in Q3; • with aircraft positioned in Q4, manoeuvring cannot be authorised departing from stand 6; • simultaneous towing manoeuvring activities of two aircraft will be suspended with visibility with RVR<50m and if it is snowing; • aircraft will end the push-back operation on pre-established release points, as instructed by TWR GND frequency;
Departing towing manoeuvres that can be managed simultaneously:
• 1 and 4 1 e 5 2 and 4 2 and 5 3 and 5*
* Notes for manoeuvring from 3 and 5: • mandatory push-back end point for aircraft in push-back exit from stand 5; • authorisation to start push-back from 3 and 5 with mutual traffic information to pilots; • with traffic that moves from 5 pushing westward, traffic on Q3 must stand still.
Simultaneously manageable entry-exit manoeuvring:
• in 1 from A and out 5 in 2 from A and out 5 • in 3 from B and out 1 in 4 from B and out 1 in 5 from B and out 1 • in 1 from A and out 4 in 3 from B and out 2
Other manoeuvring not explicitly described is not applicable (e.g.: in 2 from A and out from 4).
Push-back procedure for aircraft departing from stand 13
• in the absence of traffic which proceeds from APN TWY A to APN TWY C or TWY N, a/c will end the push-back manoeuvre on IHP A1; • when towing back a/c, simultaneous entry to stands 14 and 15 is inhibited; • with a/c on IHP A1, entry only to stand 14 inhibited
AIRCRAFT AND VEHICLE Rev.: MOVEMENT IN THE RS/LIN/3.1 AIRPORT REGULATION MANOEUVRING AREA
LINATE AIRPORT Effective date: Page 9-18 01/12/2016
Push-back procedure for aircraft departing from stands 62,64,65,67,68,70,71,72
Preferential allocation:
• release from stands 62, 64, 65, 67, 68 preferably on Q6 • release from stands 70, 71, 72 preferably on Q7
Interactions and restrictions:
• Q7 is not compatible with de-icing operations in progress in ICE2; • simultaneous towing manoeuvring activities of two aircraft will be suspended with visibility with RVR<50m and if it is snowing;
Departing towing manoeuvres managed simultaneously:
• 62 and 70 64 and 70 65 and 70 66 and 72 • 62 and 71 64 and 71 65 and 71 • 62 and 72 64 and 72 65 and 72
9.3.3.D.b.2 West Apron:
In accordance with the provisions of the “West Apron Operating Procedures – Aircraft manoeuvring and parking - Special Procedure”, chapter 9.4.
AIRCRAFT AND VEHICLE Rev.: MOVEMENT IN THE RS/LIN/3.1 AIRPORT REGULATION MANOEUVRING AREA
LINATE AIRPORT Effective date: Page 9-19 01/12/2016
9.3.3.D.c Release point summary table
The point of release of the a/cat the end of the push-back manoeuvre depends on the stand allocated, according to that contained in Attachment 8.1.2, unless otherwise instructed by TWR. Below is a summary table of the end of push-back points (QPoint):
AREA STAND Q point APRON TWY NOTES
01, 02, 03 Q3 C prow East
04, 05 Q4 C prow East When towing back a/c, simultaneous entry to stands 14 North 13 A1 A prow North and 15 is inhibited. Apron With a/c on A1, only stand 14 inhibited 62, 64, 65, 66, 67, Q6 D prow South 68
70, 71, 72 Q7 D prow South
51, 52, 53, 54, 55, Q1 Y prow North West 56 Apron GA1, GA2 Q2 Y prow North
9.3.3.D.d Details of cross bleed start-up operations
The cross bleed start-up procedure (use of air bled from the engine already started to start the other) is only permitted on TWY T from T5 to T1; any contingent operational requirements must be agreed in advance with TWR. If traffic is unsuitable for taxiing with only one engine, ignition of the second engine must nevertheless take place only when aligned on the adjacent APN TWY, possibly with towing from the stand.
AIRCRAFT AND VEHICLE Rev.: MOVEMENT IN THE RS/LIN/3.1 AIRPORT REGULATION MANOEUVRING AREA
LINATE AIRPORT Effective date: Page 9-20 01/12/2016
9.3.3.D.e Departing traffic: preferential use of apron TWY
As regards the use of circulation ways, the preferential use provided in AIP Italia AD 2 LIML is pointed out.
Below are the preferential routes for departing traffic; nevertheless, the sequences indicated do not exclude the possibility of TWR assigning different routes depending on the traffic situation and the runway in use:
9.3.3.D.e.1 North Apron:
VIA NOTES AREA PARKS RWY 36 RWY 18
fingers from 01 to 05 C-B-T C-B-E-G
line B from 06 to 12 D-T D-F-E-G Push stand due to line A 13 C-B-T C-B-E-G presence of tower light line A from 14 to 22 B-T B-E-G
line D self 61, 63, 66, 69, ICE2 T D-F-E-G
line D push 62, 64, 65, 67, 68, 70, 71, 72 D-T D-F-E-G
line D 73, ICE1 T D-F-E-G
9.3.3.D.e.2 West Apron:
VIA PARKS NOTES RWY 36 RWY 18 RWY 35 RWY 17/FATO
from 51 to 56, Y prow North Y prow North Y prow South Y prow North GA1, GA2, GA3
The number of aircraft that can be moved simultaneously varies depending on visibility conditions, incoming traffic, and push back operations; movements may be managed with waits at the IHP and adjusting and/or delaying Start Engine authorisations when the expected delay with respect to taxiing time is 15 minutes or more
AIRCRAFT AND VEHICLE Rev.: MOVEMENT IN THE RS/LIN/3.1 AIRPORT REGULATION MANOEUVRING AREA
LINATE AIRPORT Effective date: Page 9-21 01/12/2016
9.3.3.D.f Incoming traffic: preferential use of apron TWYs
As regards the use of circulation ways, the preferential use provided in AIP Italia AD 2 LIML is pointed out.
Below are the preferential routes for incoming traffic; nevertheless, the sequences indicated do not exclude the possibility of TWR assigning different routes depending on the traffic situation and the runway in use:
9.3.3.D.f.1 North Apron:
VIA AREA PARKS NOTES RWY 36 RWY 18
fingers from 01 to 05 G-A-C T-E-A-C
line B from 06 to 12 G-E-B T-B
line A 13 G-A T-E-A-C
linea A from 14 to 22 G-A T-E-A-C
line D self 61, 63, 66, 69, ICE2 G-E-F-D T-D
line D push 62, 64, 65, 67, 68, 70, 71, 72 G-E-F-D T-D
line D 73, ICE1 G-E-F-D T-D
9.3.3.D.f.2 West Apron:
VIA PARKS NOTES RWY RWY 35 RWY 36 RWY 18 35/FATO (HEL)
K-Y prow North from 51 to 56, T-E-A-N-Y M-N-Y K-Y prow A-N-Y prow prow South prow South North GA1, GA2, GA3 South
The number of aircraft that can be moved simultaneously varies depending on visibility conditions, incoming traffic, and push back operations; movements may be managed with waits at the IHPs.
AIRCRAFT AND VEHICLE Rev.: MOVEMENT IN THE RS/LIN/3.1 AIRPORT REGULATION MANOEUVRING AREA
LINATE AIRPORT Effective date: Page 9-22 01/12/2016
9.3.3.D.g Manoeuvring from/to maintenance stand
Manoeuvring of aircraft coming from the North and/or West Apron to/from the maintenance stand may take place by towing or by moving autonomously; in any case it must always take place with the assistance of the follow-me and subject to having informed the TWR. Traffic returning from the maintenance stand heading for the West Apron must be notified to the West Apron Coordinator by TWR.
9.3.3.E Movement of people and vehicles on the apron
All safety and conduct standards, the existing prohibitions and driving regulations to be respected in the air-side area, with particular reference to the movement area, are provided in these Regulations.
In particular, even the occasional driving of vehicles in the movement area is subject to possession of the appropriate valid driving license and also the issue of specific "Authorisation to drive in the movement are" by SEA SpA in accordance with the provisions of these Regulations. Vehicle drivers must follow carefully the routes and limitations/prohibitions indicated by horizontal and vertical markings, remaining within service roads and safety lines and observing the specific markings5.
With the exception of vehicles and personnel carrying out push back operations, all continuous activities outside ordinary circulation which involves the APN TWYs, must be coordinated in advance between Airport Operator and TWR and carried out in constant UHF 440.450 MHz radio contact.
9.3.3.E.a General guidelines
Without prejudice to the provisions of the applicable ENAC Regulations, the key safety regulations concerning precedence between aircraft and vehicles are provided below(from ICAO Annex 11 and Annex 14):
• rescue vehicles, engaged in assistance to aircraft in an emergency or which are damaged, have precedence over all other traffic (aircraft and vehicles) in the movement area;
• in any case, a vehicle operating on the apron must give precedence to:
- a vehicle involved in an emergency; • a taxiing a/c, one about to taxi (anti-collision lights switched on), being push-back or towed; • follow-me car with following a/c.
5 Detailed road plans on the North and West aprons can be found in Attachment 8.1.1. AIRCRAFT AND VEHICLE Rev.: MOVEMENT IN THE RS/LIN/3.1 AIRPORT REGULATION MANOEUVRING AREA
LINATE AIRPORT Effective date: Page 9-23 01/12/2016
9.3.4 Technical support tools
The technological tools instrumental to application of the procedures referred to in this chapter are indicated below:
• ENAV Systems: FDP, AOIS, ADM; • SEA systems: M-AIS, ARMS; • A-CDM platform (ENAV component and SEA component); • Direct point-to-point SEA AO/ENAV telephone line for coordination of aircraft movement on the apron; • Direct point-to-point TWR/SEA Duty Manager telephone line; • Telephone line recording system; • TWR telephones: 0270143230 – 0270143231; • SEA telephones: 0274853477 (Duty Manager); 0274853474 (SEA AO); • TWR Operating Room Supervisor fax: +390270143235; • SEA Duty Manager fax: +390274852044/2018; • TWR Operating Room Supervisor email: cso-liml@enav.it • SEA Duty Manager email: [email protected]; • UHF radio frequency for communications between TWR and vehicles on the ground, MHz and 440.450 MHz, recorded; • Multichannel radio frequencies for SEA internal use; • Camera system for apron monitoring; • ATIS messaging, NOTAM information, AIP publication, as necessary.
Responsibility for system maintenance and guaranteed availability lies with the owner of the system. To ensure full implementation of these procedures, the parties agree on the need to pursue the common objective of improving and adjusting data exchanges constantly by developing appropriate integration processes.
9.3.4.A.a M-AIS system and ARMS
The M-AIS (Milan Airport Information System) developed by SEA is the main data exchange interface between SEA and ENAV; the system, together with the ARMS (Airport Resources Management System) software allows the management of all airport resources (gates, stands, baggage claim belts), both during the pre-planning and in the tactical management phase. M-AIS, the centralised database of Milan Linate and Malpensa airports, is able to interface with all other airport computer systems (ENAV, SITA, company DCS, PEGASO, and handlers systems; de-icing management; baggage and cargo management, information to the public, etc.) The main screens more closely related to the orderly aircraft movement on aprons service are the following:
9.3.4.A.b Monitor
• ATC / E-strip Arrivals • ATC / E-strip Departures • Arrivals – Departures • Stand Map / ARMS (planned, operating, occupied, available, disabled stands) • Punctuality (airport punctuality indicators by time range and terminal) • ACDM • De-icing • Airport Dashboard (airport indicators, punctuality at arr, dep, mov, pax, dvt, cargo, baggage delivery, reasons of delay, delays) AIRCRAFT AND VEHICLE Rev.: MOVEMENT IN THE RS/LIN/3.1 AIRPORT REGULATION MANOEUVRING AREA
LINATE AIRPORT Effective date: Page 9-24 01/12/2016
9.3.4.A.c Query
• Operative • ATC • Delay
9.3.4.B A-CDM platform
This is the platform through which ENAV – AC Linate and SEA exchange all relevant information for arriving and departing flights at Milan Linate airport. The platform consists of two modules:
• MAIS, managed by SEA, responsible for collecting all the information on departing and arriving flights from the various airport systems and transmitting/receiving the data of interest to/from the ENAV system. • ENAV A-CDM platform responsible for sending information on incoming flights (mainly estimated landing times) and that of departing flights (mainly information on flight plans and estimated engine starting times).
In particular, for incoming flights, the A-CDM platform provides information, with gradually increasing accuracy, on landing times. This information comes from the Eurocontrol NMOC (Network Manager Operations Centre) and from the ENAV FDP system For departing flights, the data exchange process starts 3 hours prior to EOBT, with association of the ATC flight plan with the airport slot. Subsequently, based on the evolution of the connected incoming flight and the turn round process, the TOBT (Target Off Block Time) is continuously updated and transmitted by the MAIS system to the ENAV A-CDM platform. The ENAV platform continuously sends information on the evolution of the turn-round process to the Eurocontrol Network Manager (NMOC) which will issue any CTOT according to the times provided by the airport. Based on the latest TOBT, the ENAV platform issues a TSAT (Target Start Up Approval Time) that corresponds to the time at which the flight will be allowed to start the engines, minimising waiting time in the vicinity of the runway. ENAV and SEA continuously exchange information related to arriving and departing flights to best manage their respective activities. In particular, via the A-CDM platform the following data is shared:
9.3.4.B.a Departing flights
• A/C: Type of aircraft • A/C: Aircraft registration • Op Stand: Operating stand • Flight: flight no. • Term : Terminal number • ADES : Destination airport • SOBT : Scheduled off block time • EOBT : Estimated off block time • TOBT : Target off block time • TTOT : Target take off time • CTOT : Calculated take off time (slot) • To TTOT : Remaining time to TTOT • TSAT : Target start up approval time • ASBT : Actual start boarding • ARDT : Aircraft ready time AIRCRAFT AND VEHICLE Rev.: MOVEMENT IN THE RS/LIN/3.1 AIRPORT REGULATION MANOEUVRING AREA
LINATE AIRPORT Effective date: Page 9-25 01/12/2016
• ASRT : Actual start up request time • ASAT : Actual start up approval time • AOBT : Actual off block time • ATOT : Actual take off time • A/ECZT: Actual/estimated start time of de-icing operations • A/EEZT: Actual/estimated end time of de-icing operations • EDIT : Estimated time of de-icing operations • RWY : Take-off runway
9.3.4.B.b Incoming flights
• Flight : Flight number • Term: Terminal number • ADEP : Departure airport • ATOT : Actual take off time airport of origin • SIBT : Scheduled in block time • ELDT : Estimated landing time • EIBT : Estimated in block time • ALDT : Actual landing time • AIBT : Actual in block time • RWY : Landing runway • Dvt From : Diverted from • Dvt To : Diverted to
9.3.4.C ADM system
The ADM system is a back-up interface through which ENAV and SEA exchange data. The ADM online support system provides the detailed flight plans on arrival/departure of each aircraft. For the purposes of orderly aircraft movement on aprons, these strings, appropriately colour coded, provide the status of the aircraft at any given time; the colours of the strings for arriving and departing aircraft are described below:
The various strings related to arriving and departing aircraft and the acronyms used in the ADM system are described below.
9.3.4.C.a Departing flights
• Flights in VT Status (Virtual Time of flight pre-activated in the FDP system) • Flights in READY Status (transfer of responsibility from the Manager to ENAV) • Flights in PR Status (Planned Flight assignment of taxiing Clearance) • Flights in DR Status (Dynamic Flight actually taken off)
AIRCRAFT AND VEHICLE Rev.: MOVEMENT IN THE RS/LIN/3.1 AIRPORT REGULATION MANOEUVRING AREA
LINATE AIRPORT Effective date: Page 9-26 01/12/2016
9.3.4.C.b Arriving flights
• Flights in VT Status (Virtual Time of flight pre-activated in the FDP system at the airport of origin) • Flights in VE Status (pre-activated flight with estimated time) • Flights in PR Status (Planned Flight assignment of taxiing Clearance ready for takeoff at the airport of origin) • Flights in DA Status (Dynamic Arrival dynamic flight in terminal arrival area) or DR (taken off from the airport of origin) • Flights in TA Status (Terminal Arrival in terminal arrival area) • Flights in LAST Status (in virtual extension last 15 miles) • Flights in TL Status (Terminal Landing landed) • Flights in BLOCK Status (Flight Blocked at stand transfer of responsibility to Manager)
9.3.4.C.c ADM apron client fields / Departures section
• FDP = flight data processing • SEQ = sequence of departing flights • FLIGHT = flight name • PRKG = stand assigned to the aircraft • SV = flight status • RWY = take-off runway • TYPE = aircraft type • EOBT = estimated off block time from fpl • ATD = actual time of departure • CTOT = slot • ADES = airport of destination • DT SEQ = correct aircraft call sequence • CT = current time
9.3.4.C.d ADM apron client fields / Arrivals section
• FDP = flight data processing • FLIGHT = flight name • PRKG = stand assigned to the aircraft • RWY = landing runway • TYPE = aircraft type • ETA = estimated time of arrival • SV = flight status • ST_RDR = estimated recalculated radar time • ATA = actual landing time provided by the radar • BLOCK = estimated/actual time of arrival on stand • ADEP = airport of departure • 8NM = time of passing 8 miles from the runway threshold • 4NM = time of passing 4 miles from the runway threshold • THRESHOLD = time of passing threshold • RE-CLIMB = missed approach report
9.3.4.D Direct telephone lines
The direct telephone line are used for coordination not covered by automated data exchange or as a back up in the event of unavailability of automated data exchange systems.
AIRCRAFT AND VEHICLE Rev.: MOVEMENT IN THE RS/LIN/3.1 AIRPORT REGULATION MANOEUVRING AREA
LINATE AIRPORT Effective date: Page 9-27 01/12/2016
9.3.5 Aircraft Operating Procedures
The operating procedures indicated below, broken down for cases of arriving aircraft and departing aircraft: • to also be applied in the event of partial failure of the communication systems; • they involve the use of communication and data exchange means (see the previous section "Technical Support Tools").
9.3.5.A A-CDM operating procedure
This section describes the “Standard Operations” in conditions of SEA and ENAV A-CDM systems available.
9.3.5.A.a Main notices from handlers to SEA
The handlers shall notify to SEA AO:
• update of the TOBT (Target Off Block Time), on A-CDM platform for flights for which they have been delegated by the Airline;
• “Aircraft ready” status, cleared of people, equipment, materials and vehicles, with door closed, loading bridge detached, push back attached; aircraft blocked (AIBT).
9.3.5.A.b Data exchange with the European Network (NMOC)
A-CDM manages real-time transfer of DPI to NMOC through ENAV systems.
The carrier may decide whether or not to accept the TOBT proposed by the CDM system; if it does not accept the proposed TOBT it will propose a different one, declaring a new TOBT corresponding to the time at which the aircraft will be ready to move.
The carrier is also responsible for alignment of the EOBT of the FPL with the TOBT communicated or calculated by the CDM system. The TOBT must be between EOBT-5’ and EOBT +5’. The system will generate alarms to notify the carrier of any misalignment.
Based on the TOBT and the EXOT (Estimated Taxi Out Time) a value of TTOT (Target Takeoff Time) is calculated which is communicated to NMOC by ENAV systems via the T-DPI's. This value is used by NMOC at different times of the process for possible issue of adjustments for that FPL.
On confirmation of the TOBT, the ATC issues a TSAT on the basis of which a new TTOT is calculated.
On departure of the flight the TTOT is updated with the AOBT (Actual Off Block Time), with re- calculation based on AOBT + EXOT.
AIRCRAFT AND VEHICLE Rev.: MOVEMENT IN THE RS/LIN/3.1 AIRPORT REGULATION MANOEUVRING AREA
LINATE AIRPORT Effective date: Page 9-28 01/12/2016
9.3.5.A.c Departing aircraft
9.3.5.A.c.1 EOBT - 3 hours
The flight plan is compared with the airport slot in terms of discrepancy between: scheduled times (SOBT vs EOBT). If the checks are passed successfully the flight continues with the milestones provided for in the A-CDM procedure. Otherwise the flight is not included in the departure sequence until the anomaly is resolved. Specific alarms are envisaged to report the discrepancy on the SEA platform. At EOBT-3hrs, if the checks have been passed successfully, ENAV sends an E-DPI message to CFMU.
9.3.5.A.c.2 EOBT - 2 hours
At 2 hours from the estimated off block time, for
• Originating Flights or flights with Ground-Time>2hrs: the flight is inserted in the departure sequence with a TOBT=EOBT; • Flights linked to a Ground Time<2hrs: the flight is inserted in the departure pre- sequence with a TOBT calculated as follows:
- TOBT=ELDT+EXIT+MTT (a/m still in flight) - TOBT=ALDT+EXIT+MTT (a/m landed) - TOBT=AIBT+MTT (a/m in stand)
In both cases the carrier or its handler representative can manually enter a TOBT in the platform as long as the TOBT inserted is:
• Greater than 5 mins from the time of entry • Greater than or less than 5 mins compared to the previously issued TOBT • Compliant with the Reduced Turnaround Time (RTT) stated by the carrier for that type of aircraft according to the following calculation methods:
- TOBT≥ELDT+EXIT+RTT (a/m still in flight) - TOBT ≥ ALDT+EXIT+RTT (a/m landed) - TOBT ≥ AIBT+RTT (a/m on stand)
At EOBT-2hrs ENAV sends NMOC a T-DPI-c msg containing the TOBT or EOBT calculated as TTOT - EXOT.
9.3.5.A.c.3 TOBT - 40 minutes
At 40 minutes from the estimated off block time, if all alarms have been resolved, the TOBT entered in the platform is automatically confirmed and sent to ENAV. From generation of the TSAT the carrier or its handler representative can modify the TOBT up to a maximum of 3 times. A possible fourth entry will cause a re-sequencing of the flight.
At TOBT -40 minutes for non-regulated flights, ENAV sends NMOC a T-DPI-s message containing the TOBT, the TTOT and the TSAT.
AIRCRAFT AND VEHICLE Rev.: MOVEMENT IN THE RS/LIN/3.1 AIRPORT REGULATION MANOEUVRING AREA
LINATE AIRPORT Effective date: Page 9-29 01/12/2016
9.3.5.A.c.4 Communication of aircraft “READY”
North Apron
“Aircraft ready” status on the North Apron occurs when the following conditions are true:
• embarkation completed; • hold closed; • equipment removed and stand cleared of persons and vehicles not directly involved in movement of the aircraft itself and/or in start-up procedures;
With the exception of:
1. GPU and ASU equipment, necessary to start engines, if the APU is not operative; 2. the stairs, operated autonomously or external, or the bridge, if provided for by some Airlines for safety procedures.
• push back tractor (or power push) coupled for stands that require it; • in the case of TSAT greater than TOBT + 20 mins the a/c is “ready” and may not have the tractor coupled, circumstance which however must occur within TSAT – 5 mins.
West Apron
“Aircraft ready” status on the West Apron occurs when the following conditions are true:
• embarkation completed; • hold closed; • equipment removed and area safe, cleared of persons and vehicles not directly involved in movement of the aircraft and/or in start-up procedures;
With the exception of:
1. GPU and ASU equipment, necessary to start engines, if the APU is not operative; 2. the stairs, operated autonomously.
• for parking areas that need it, in relation to the aircraft type, towing/push-back tractor hooked up; • availability of follow-me/marshaller; • in the case of TSAT greater than TOBT + 20 mins the a/c is “ready” and may not have the tractor coupled, circumstance which however must occur within TSAT – 5 mins.
9.3.5.A.c.5 ARDT aircraft ready time
SEA AO, after having checked the actual ready status through the camera system, communicates in the following order :
1. to the TWR that the flight is ready to move (Ready), via input on the A-CDM platform; 2. to the ramp, that the flight is considered actually ready and the expected TSAT of the flight.
AIRCRAFT AND VEHICLE Rev.: MOVEMENT IN THE RS/LIN/3.1 AIRPORT REGULATION MANOEUVRING AREA
LINATE AIRPORT Effective date: Page 9-30 01/12/2016
Given that communication to the ramp concerning the readiness of the aircraft must take place within the TOBT, the ARDT must take place within TOBT±5mins. On receipt of the ramp by SEA AO of actual issue of the ARDT, the ramp informs the pilot of issue and of the TSAT assigned to flight; the pilot must keep listening to the GND frequency (121.800 MHz) pending ATC Clearance and start of engines.
If the aircraft is not “Ready” within the TOBT+5mins the TOBT and the TSAT previously issued for that aircraft are cancelled and the flight, as a result of sending of a C-DPI, enters the “Suspended” status via an “FLS” message from NMOC. To re-activate the flight plan in accordance with the A-CDM procedure and directly re-insert the flight in the sequence, the Carrier or its representative6 must:
• enter a new TOBT (via its handler or representative) in the A-CDM platform and await issue of a new TSAT from ENAV systems. In case of TOBT/EOBT discrepancies exceeding 15mins also the EOBT must be updated. • NMOC will subsequently send a "DES" message to indicate reactivation of the flight plan.
In the case of TSAT>TOBT+20mins SEA AO may communicate ARDT to TWR and ramp. In this case the aircraft may be assigned the READY status even without the push-back alongside. In the event of improvement of the TSAT the presence of the tractor alongside must nevertheless be ensured within TSAT - 5mins (also in the case of bringing forward the TSAT).
9.3.5.A.c.6 ASAT and AOBT
The TWR (Planning frequency) authorises engine start-up (ASAT) in normal traffic conditions within TSAT±-5mins or ARDT+5mins, whichever of the two is greater.
The declaration of operational readiness by the pilot indicates the ability to initiate the following operations: • push-back within 2mins from ASAT • taxiing within 5mins from ASAT
In the case of an affirmative response, TWR on Planning frequency issues ATC clearance and permission to start the engines, instructing the pilot to contact the appropriate TWR GROUND frequency for push-back or taxiing authorisation. In the case of a negative response, the pilot informs TWR Planning frequency of an estimate of effective readiness.
Should the flight not be able to comply with the engine start up authorisation within the prescribed tolerances, the pilot will be instructed to re-contact his handler/carrier for insertion of new TOBT according to the procedures provided for and contacts the TWR Planning frequency.
6 Under no circumstances will sending of the DES message and update of the TOBT be carried out directly by the TWR. AIRCRAFT AND VEHICLE Rev.: MOVEMENT IN THE RS/LIN/3.1 AIRPORT REGULATION MANOEUVRING AREA
LINATE AIRPORT Effective date: Page 9-31 01/12/2016
Should. on the other hand, the pilot be effectively ready to start the engines but traffic conditions do not permit approval, the TSAT will be automatically updated by the ATC systems.
Once instructed to contact TWR (GND), the pilot must request:
• push-back within 3mins from ASAT (from stands that require towing/push-back); • taxiing within 5mins from ASAT (from stands in self manoeuvring)
In the case of a push-back manoeuvre, this must be started as soon as the pilot has received the manoeuvre instruction from the TWR: in case of delay in granting the manoeuvre by the TWR due congestion of the apron, an estimate of start of operations will be provided. The AOBT will be input directly by the Carrier or its representative in the M-AIS system within 2 mins from the event. The ENAV platform will send an A-DPI message to NMOC to signal that the aircraft has started taxiing.
Except in cases where the aircraft push-back is delayed by TWR due to apron congestion, in any operating conditions (APU not operational, etc.), AOBT must take place within 5 mins from ASAT. If this does not happen, the ASAT for that aircraft is cancelled and the flight, as a result of sending a C-DPI, enters in "Suspended" status via an "FLS" message from NMOC.
TWR informs SEA AO of cancellation of ASAT and AOBT (if already issued) for appropriate coordination with the handler for the actions to be taken. To reactivate the flight plan in accordance with the A-CDM procedure and put the flight back in sequence, the operator must enter a new TOBT (through its handler or representative) in the A- CDM platform and wait for a new issue of the TSAT by ENAV systems. In case of TOBT/EOBT discrepancies exceeding 15mins also the EOBT must be updated.
Following the receipt of a new TDPI-t, resulting from the entry of a new TOBT, NMOC will send a "DES" message to signal reactivation of the flight plan.
During push-back operations it is the responsibility of personnel who are performing the manoeuvre to take all precautions in order that the a/c under tow and/or push-back does not interfere with other a/c or obstacles/vehicles on the APRON, whatever the instructions/information provided by the TWR.
9.3.5.A.c.7 Request for aircraft release to SEA AO (North Apron)
Once the “Aircraft ready” status is achieved, the following procedure shall be applied:
• the handler/Airline representative may request SEA AO to release the flight on +390274853474; • SEA AO, having verified the “a/c ready” status, communicates to TWR that the aircraft is ready via the telematics system; • this communication constitutes release of the aircraft from SEA AO to TWR. If an aircraft in Ready status has to be blocked again, SEA AO must notify TWR of the impediment directly via telephone and cancel the Ready status; • when he/she is ready to start the engines, and once handling operations are completed, the pilot requests engine ignition to TWR on the appropriate radio frequency; • until the departing aircraft is released, TWR shall not approve initiation of engine start operations or push back, and shall keep the pilot on hold; AIRCRAFT AND VEHICLE Rev.: MOVEMENT IN THE RS/LIN/3.1 AIRPORT REGULATION MANOEUVRING AREA
LINATE AIRPORT Effective date: Page 9-32 01/12/2016
• TWR Ground frequency provides appropriate taxiing instructions according to traffic conditions, adopting the actions deemed suitable to set up the correct take-off sequence; • TWR Ground frequency provides appropriate taxiing instructions according to traffic conditions, adopting the actions deemed suitable to set up the correct take-off sequence; • to ensure correct and orderly movement, the manoeuvre to exit the stand (push back or taxiing) must be initiated as soon as the approval instruction is received; • the pilot performs the manoeuvre to exit the stand according to the instructions received from TWR Ground frequency, under the ramp agent’s responsibility; • in case of impossibility to move at the time established for unblocking from the stand (e.g. due to intervening problems), the ramp agent shall check with SEA AO whether the flight status should be changed, so that TWR will be temporarily unable to handle it.
9.3.5.A.c.8 Request for aircraft release to SEA AO (West Apron)
Once the “Aircraft ready” status is achieved, the following procedure shall be applied:
• the handler/Airline representative may request SEA AO to release the flight on +390274853474; • SEA AO, having verified the “a/c ready” status, communicates to TWR that the aircraft is ready via the telematics system; • this communication constitutes release of the aircraft from SEA AO to TWR.. If an aircraft in Ready status has to be blocked again, SEA AO must notify TWR of the impediment directly via telephone and cancel the Ready status; • when he/she is ready to start the engines, and once handling operations are completed, the pilot requests engine ignition to TWR on the appropriate radio frequency; • until the departing aircraft is released, TWR will not approve initiation of engine start operations; moving away from the stand (towards points Q1 or Q2 if the stand is in GA1 or GA2) must be carried out following the indications of the marshaller/follow- me; • TWR Ground frequency then provides appropriate taxiing instructions according to traffic conditions, adopting the actions deemed suitable to set up the correct take-off sequence; • to ensure correct and orderly movement, the manoeuvre to exit the stand (push back or taxiing) must be initiated as soon as the engine start approval instruction is received; • the pilot performs the manoeuvre to exit the stand according to the instructions received from TWR Ground frequency, following the instructions of the marshaller/follow-me, under the handler's/Airline representative's responsibility; • handler/Airline representative, in case of impossibility to move at the time established for unblocking from the stand (e.g. due to intervening problems), the ramp agent shall check with SEA AO whether the flight status should be changed, so that TWR will be temporarily unable to handle it.
AIRCRAFT AND VEHICLE Rev.: MOVEMENT IN THE RS/LIN/3.1 AIRPORT REGULATION MANOEUVRING AREA
LINATE AIRPORT Effective date: Page 9-33 01/12/2016
9.3.5.A.c.9 Incoming aircraft (North and West Apron)
• TWR provides to SEA AO the sequence of arriving aircraft and their estimated landing time through data exchange on the A-CDM platform (in case of contingencies and/or unavailability of the A-CDM platform, via ADM Apron_Client); • Pending implementation of an automatic exchange procedure, TWR informs SEA AO in case of failed landing of incoming traffic (missed approach/re-climb). NOTE: the time to reappear for the final approach is approx. 10/15 minutes; a more precise estimate and the landing sequence will be visible in the ADM arrivals screen; • SEA AO communicates to TWR in advance the stands to be assigned to incoming aircraft and any subsequent change through direct transmission of data on the A-CDM platform (or ADM Apron_Client in the case of unavailability of A-CDM. In this case, any change of stand will also be communicated via intercom/recorded telephone). If stand data are not available, specific coordination will be required via recorded intercom/telephone; • unless otherwise stated, the stand acquires “assigned stand” status when the aircraft lands; • TWR communicates to the aircraft pilot instructions to move towards the assigned stand. Taxiing must stop according to markings. Once taxiing is completed, the stand acquires “occupied” status; • SEA AO will communicate to TWR (on the A-CDM platform or, in the case of contingencies, through direct data transmission) confirmation of “a/c blocked” (AIBT);
AIRCRAFT AND VEHICLE Rev.: MOVEMENT IN THE RS/LIN/3.1 AIRPORT REGULATION MANOEUVRING AREA
LINATE AIRPORT Effective date: Page 9-34 01/12/2016
9.3.5.B ADM operating procedure
The activities described below envisage use of the ADM system which constitutes a back-up interface through which ENAV and SEA automatically exchange data.
9.3.5.B.a Departing aircraft
• SEA AO makes available to the TWR operations room, as soon as possible via the ADM system, the stand at which the aircraft is parked; • SEA AO provides TWR with the “aircraft READY” communication, via the ADM system; • If an aircraft in READY status has to be BLOCKED again, SEA AO must notify TWR of the impediment (using the point-to-point telephone line) and delete "aircraft READY" status from the ADM system); • when the aircraft is "READY", TWR, at the request of the flight crew, authorises the engines to be switched on according to and in compliance with the EOBT and/or CTOT values; • on the request to start taxiing (self-manoeuvring stand) or on the push-back request (nose-in stand), the TWR provides the aircraft pilot with taxiing instructions (self- manoeuvring stand) or approves the push- back in relation to the traffic situation, to the needs of correct take-off sequencing and taking into account the ATFCM procedures; • in the case of a push-back manoeuvre, this must be started as soon as the flight crew communicates to the Handler's ground operator approval of the manoeuvre received from the TWR. During push-back operations it is the responsibility of the Handler operators performing the manoeuvre to take all precautions in order that the aircraft being towed and/or pushed-back does not interfere with other aircraft or obstacles/vehicles on the apron, regardless of the instructions/information initially provided by the TWR to the flight crew. • operators, in case of anomalies, must immediately stop the manoeuvre and inform the TWR, via the flight crew, pending the appropriate checks, to be carried out in coordination with SEA, necessary to resume the manoeuvre; • if an aircraft that has already begun taxiing requests to return to the stand, the TWR coordinates with SEA AO by telephone the new stand to be assigned; subsequently, the "aircraft READY" information, allocated in the ADM system, must be manually deactivated by SEA AO and converted into "aircraft BLOCKED" upon the occurrence of the necessary condition; • a similar procedure must be followed when the flight crew declares to be no longer ready to move after having been authorised by the TWR to leave the stand; in particular, TWR must notify SEA AO if the aircraft cannot start to move within 15 minutes of the "aircraft READY" communication.
9.3.5.B.b Arriving aircraft
• as soon as available, TWR provides SEA AO the arrival sequence and/or estimated time of landing of flights; this communication will take place automatically using the online ADM system; • as soon as possible, SEA AO notifies the TWR of the stand assigned to each incoming flight by the ADM system, making the information available on the terminal in the TWR operations room; a subsequent change of allocation is communicated using the point-to- point telephone line; • TWR informs the pilot of each aircraft of the allocated stand and provides taxiing instructions; AIRCRAFT AND VEHICLE Rev.: MOVEMENT IN THE RS/LIN/3.1 AIRPORT REGULATION MANOEUVRING AREA
LINATE AIRPORT Effective date: Page 9-35 01/12/2016
• in the case of arriving aircraft not displayed by the ADM System, TWR must promptly notify SE AO, providing all the available information. SEA AO communicates the stand by telephone.
9.3.5.C Phonetic-manual operating procedure
This procedure must be used in the event of unavailability of the ADM system (see also section- Contingency Procedures ). In the phonetic-manual procedure, all communications relating to arriving and departing aircraft are carried out using the point-to-point telephone line (direct line) or via radio using the vehicle frequency; in particular:
TWR shall communicate:
• ELDT of aircraft within 10 minutes of the estimated landing time;
SEA AO shall communicate:
• stands assigned to aircraft that are about to land, at least 10 minutes before the EIBT communicated by TWR; • as soon as possible, any change in previously assigned stands; • Status of “Aircraft ready” for departure.
9.3.5.D Management of VFR traffic not automatically recognised by A- CDM / ADM
VFR flights departing and arriving from/at the airport that are not automatically recognised by the A-CDM system must be entered manually by SE AO personnel. To this end and exclusively for such flights, the TWR must notify SEA AO as soon as possible and through direct telephone line, the data concerning:
• name of aircraft • type of aircraft
For departing flights in M-AIS but for which the FPL is not present in the ACDM system, SEA AO informs the Airline and the handler regarding the actions under their responsibility and TWR for info.
In the case of arriving flights known to AOCC via parallel channels (e.g. Airline or handler) but not present in the ACDM arrivals list, AOCC informs TWR for entry of said flight in the ACDM arrivals list through coordination with ACC.
9.3.5.E Procedure for towed aircraft
All towing operations are subject to prior coordination with TWR and approval by SEA AO; movement of the rest of the traffic has priority over towing operations. The movement of a towed aircraft shall be assisted by a follow-me car and shall take place in radio contact with the TWR of UHF frequency 440.450 MHz. Where necessary, radio contact between the driver of the tractor and the follow-me must also be maintained, on the appropriate frequency. With LVP enabled, operations must be limited to the strict minimum. AIRCRAFT AND VEHICLE Rev.: MOVEMENT IN THE RS/LIN/3.1 AIRPORT REGULATION MANOEUVRING AREA
LINATE AIRPORT Effective date: Page 9-36 01/12/2016
Aircraft may be towed both on the North Apron and on the West Apron; the need to move the aircraft may arise from the aircraft operator, from SEA – Airport Coordination or from SEA Prime.
9.3.5.E.a Request submitted by the aircraft operator or its representative
The request to move an aircraft must be submitted to SEA Airport Coordination by the aircraft operator or its representative; the request shall be met depending on availability of resources and operational implications associated with push back operations (visibility and traffic conditions, taxiing on aprons, etc.) Maximum activation times foreseen for sending a follow-me vehicle, outside peak-time departure times, is quantifiable in 15 minutes. If the aircraft has to be towed to the engine testing position the airline must supply an estimated return time.
9.3.5.E.b Request made by SEA Airport Coordination
If the aircraft movement request is made by SE, Airport Coordination will phone the request to the Airline and send telexes to the appropriate SITA addresses. The airline must make sure that towing can be done, guaranteeing presence of a technician and the necessary equipment.
Maximum implementation times are provided below: • notice: 30 minutes • time required for sending tractor: included in notice • ready to move: 30 minutes
9.3.5.E.c Repositioning from arrival to departure and vice-versa
In the case of repositioning from arrival to departure and vice-versa, the day before said operations are programmed SEA Airport Coordination shall make a request via telephone to the Airline and send telexes to the appropriate SITA addresses. The airline must make sure that towing can be done, guaranteeing presence of a technician and the necessary equipment.
Maximum implementation times are provided below: • notice: 60 minutes • time required for sending tractor: included in notice • ready to move: 30 minutes
AIRCRAFT AND VEHICLE Rev.: MOVEMENT IN THE RS/LIN/3.1 AIRPORT REGULATION MANOEUVRING AREA
LINATE AIRPORT Effective date: Page 9-37 01/12/2016
9.3.5.F Aircraft de-icing / de-snowing procedure7
9.3.5.F.a De-icing/de-snowing areas
The de-icing area has as its main stand ICE1 and as its secondary stand ICE2 to be activated by the SEA Duty Manager only in the event of operational requirements:
• Stand ICE1 (alternative to stands 72 and 73): compatible with aircraft with wingspan of up to 48m; • Stand ICE2 (alternative to stand 69): compatible with aircraft up to ICAO Code C (wingspan of 36m).
In the case of a night stop of aircraft in adjacent stands 69, 72 and 73, the aircraft positioned therein may be treated for de-icing / de-snowing directly at the parking stand, without having to be repositioned at ICE1 or ICE2.
9.3.5.F.b Enabling of de-icing /de-snowing stands
SEA Duty Manager shall communicate to TWR the number of stands enabled for treatment, the number of vehicles employed, and any changes; the aircraft must be positioned simultaneously on all free stands reported as enabled. It shall be SEA’s responsibility to optimise the use of vehicles on said stands.
9.3.5.F.c Operating procedures
• TWR verifies in M-AIS the presence of the flight in the De-icing list; if absent, notifies the request to SEA AO; • The captain, at the time of taxiing, receives from TWR Ground frequency the indication to go to the area envisaged for the operations (instruction to taxi to the De-icing area on APN TWY D). Entry to APN TWY D is envisaged in the North – South direction and not form APN TWY T; • IHP D2 can be used during the de-icing operation as a waiting point prior to entering stands ICE1 and ICE2; • The assistance of the follow-me for entry into the stand is at the pilot's request. During LVP the marshaller guides the a/c to the de-icing position; • Once treatment has been completed, the captain, having performed the control procedures envisaged the airline manuals, contacts TWR Ground frequency to notify termination of the operation and readiness to move; • TWR Ground frequency provides the subsequent instruction to taxi.
9.3.5.F.c.1 Engine state during operations
• Two engine aircraft: both engines in idle mode; • Three engine aircraft: tail engine off, external engine idling; • Four engine wide body aircraft: external engine off, internal engine idling; • Propeller aircraft: engines off whenever possible.
7 Details in the “De/anti-icing / de-snowing” procedure Chapter 8.3. AIRCRAFT AND VEHICLE Rev.: MOVEMENT IN THE RS/LIN/3.1 AIRPORT REGULATION MANOEUVRING AREA
LINATE AIRPORT Effective date: Page 9-38 01/12/2016
9.3.5.G Aircraft washing8
External washing of aircraft may be performed in dedicated stands present on both aprons; all activities must be carried out without affecting other airport activities, fully observing regulations in force and in particular ecological-environmental, health and work safety regulations. External aircraft washing is not allowed during rain or snow fall.
9.3.5.G.a External aircraft washing areas
• North Apron: stands 13 to 19 and 6 to 12; • West Apron: stands 51 to 56
9.3.5.H Helicopter procedures
9.3.5.H.a General regulations
• FATO (Final Approach And Take Off area) available for VFR, SVFR, VFR/N, SVFR/N traffic (IFR excluded) RWY18/36 available for IFR/VFR traffic RWY17/35 available for VFR traffic
• The landing of helicopters with skids is not allowed unless fitted with a wheel kit (with the exception of military, state and ambulance flights).
• Air-taxiing is not allowed on the North Apron.
• Air-taxiing is not allowed on the West Apron, except:
1. in daytime from the intermediate waiting position K1 to the parking area GA2 and vice versa, with follow-me and/or marshaller assistance of the handler in question;
2. at night only from the intermediate waiting position K1 to the parking area GA2 with follow-me and/or marshaller assistance of the handler in question;
3. in daytime and at night from the intermediate waiting position N1 to the parking area GA3 and vice versa, with follow-me and/or marshaller assistance of the handler in question;
• For the purpose of the necessary taxiing assistance, the request to use the FATO via N1 by helicopters must be communicated by radio to COP by TWR, just before taxiing. The COP will inform the follow-me of the handler in question. (the request for routing via K1 for runway 35/17 will not, on the other hand, be notified).
8 Details in the procedure “External aircraft washing” Chapter 8.4. AIRCRAFT AND VEHICLE Rev.: MOVEMENT IN THE RS/LIN/3.1 AIRPORT REGULATION MANOEUVRING AREA
LINATE AIRPORT Effective date: Page 9-39 01/12/2016
9.3.5.H.b Helicopters with their own undercarriage
• They must taxi exclusively on the centerline of the taxiways to the assigned parking area (preferential area GA2), with follow-me and/or marshaller assistance of the handler in question that must ensure adequate space for the manoeuvre, in terms of both adjacent obstacles as well as jet blast.
• Landing and takeoff manoeuvres on aircraft parking areas are prohibited.
9.3.5.H.c Helicopters with skids fitted with a wheel kit
• From FATO or RWY 17/35 the helicopter must air-taxi to the dedicated touch-down/stop area identified by appropriate signs in GA2 (Southeast extremity).
• In the touch-down/stop area it is absolutely forbidden to park, except for the time necessary to assemble the wheel kit to allow immediate towing of the helicopter to the parking area.
• Should the touch-down/stop area in GA2 be temporarily occupied or should the link road K be closed, any helicopters may be instructed to go to the FATO and to air-taxi to N1; atN1, with follow-me and/or marshaller assistance of the handler in question, it will reach the touch-down/stop area in GA3, marked by appropriate signs.
• At night, it is not allowed to air-taxi from GA2 to K1; helicopters with skids and wheel kit fitted, heading for FATO, must be towed to N1.
9.3.5.H.d Details of IFR helicopter manoeuvring
• IFR helicopters landing on runway 18/36 with wheels and which affect the North Apron, must mainly use the APN TWY A, northbound;
• IFR helicopters taking off from runway 18/36 with wheels, coming from TWY N, must mainly use the APN TWY C, B, E route to go to the Take Off Intersection GOLF RWY36.
AIRCRAFT AND VEHICLE Rev.: MOVEMENT IN THE RS/LIN/3.1 AIRPORT REGULATION MANOEUVRING AREA
LINATE AIRPORT Effective date: Page 9-40 01/12/2016
9.3.5.I HEMS helicopter management9
Only those situations that could affect any passengers or personnel present at the airport arising in the course of normal operations are contemplated. Procedures and coordination for HEMS activities (INAER helicopters) at the airport are subject to a specific Operations Letter.
Situations resulting from emergencies following a plane accident are managed in accordance with the Airport Emergency Plan (AEP) and are not covered by the procedure.
Depending on the location of the intervention, specific operational procedures will be applied, detailed in the following table. Depending on actual infrastructure availability, movements other than the standard ones may be coordinated between CSO and SEA Duty Manager.
9.3.5.I.a Coordination
The TWR, on receipt of notification from the 118 operations centre, will coordinate with the SEA Duty Manager:
• availability of the stand; • positioning of the follow-me.
9.3.5.I.b Movement summary
Area of Preferred LDG & Taxi OUT & Applicability Approach intervention stand Taxi IN TKOFF
Daytime FATO North apron IHP N4, N, A B, E, G, conditions with 13 / Terminal / RWY36 good visibility RWY36 RWY36, G, A
FATO FATO, M, N, A North apron Night and/or B, E, G, 13 / / Terminal LVP conditions RWY36 RWY36 RWY36, G, A
FATO, M, N N, M, FATO FATO / / West apron Always Always / RWY35, K, L, RWY35 backtrack, L, K RWY35
9 Helicopter Emergency Medical Services AIRCRAFT AND VEHICLE Rev.: MOVEMENT IN THE RS/LIN/3.1 AIRPORT REGULATION MANOEUVRING AREA
LINATE AIRPORT Effective date: Page 9-41 01/12/2016
9.3.5.J Engine testing and start-up at stands
9.3.5.J.a Start-up in idle mode
Short tests (maximum 3 minutes) with engines at minimum power do not require authorisation and may be carried out when needed in all North Apron stands at the discretion and under the responsibility of the aircraft operator or its representative.
9.3.5.J.b Engine start-up and testing not in non-idle mode
Tests at any level above idling must be carried out after having taken the aircraft to the maintenance stand (Aerodrome chart AIP AD LIML 2-7).
Engine tests at maximum power are forbidden from 22.00LT to 5.00LT; for the aircraft intended for immediate re-use, in consultation with SEA, an exception may be agreed outside the aforementioned hours, based on the express declaration of the Airline or captain;
Movement to/from the maintenance stand must always take place with the assistance of the follow-me, and after having informed the TWR; it is up to TWR to notify the West Apron Coordinator of any traffic returning from the maintenance stand;
In all cases, a/m with engine testing in progress must to keep the navigation lights on, including the anti-collision lights;
The aforementioned tests, to be always carried out subject to prior request to TWR and prior information to SEA, shall be deemed to be authorised provided they are carried out in compliance with the conditions specified in the related ENAC Ordinance and in these Regulations;
Outside the positions and the procedures mentioned above, the tests in question cannot be performed. Engine testing must always take place under the responsibility of the operator or its representative.
AIRCRAFT AND VEHICLE Rev.: MOVEMENT IN THE RS/LIN/3.1 AIRPORT REGULATION MANOEUVRING AREA
LINATE AIRPORT Effective date: Page 9-42 01/12/2016
9.3.6 Operating procedures for other vehicles and equipment
9.3.6.A Service for the use of follow-me vehicles on aprons
SEA - Airport Coordination provides follow-me service to Operators in the following operating situations:
• Possible assistance to aircraft on the apron and taxiways in low visibility conditions (at the Airline’s or TWR request). • Movement of aircraft for technical or operational reasons, not related to landing and take-off operations, on taxiways in areas coordinated by TWR control: this category includes removal for engine testing or repositioning between the two terminals; for this class of events the service is mandatory. • Assistance to aircraft to/from stands in special conditions and/or at the airline/captain's request. • Accompanying external vehicles on airport grounds, authorised to circulate inside the grounds as long as they are guided by a follow-me car (e.g.: inter-field procedures); the service is mandatory. • Assistance to aircraft in special limited apron movement conditions due to work in progress. • Assistance to aircraft in the presence of an incorrect manoeuvre or in TWY access conflict situations (service requested by Airline, by TWR or by Airport Coordination; when not requested by the Airline. • In any situation this is necessary or is requested by the pilot of any aircraft: in this case TWR will request SEA AO the intervention of the vehicle which must put itself in contact on UHF frequency 440.450 MHz.
The follow-me service is provided by special vehicles, equipped with a luminous variable message panel and two two-way radios in contact with SEA Airport Coordination and TWR.
9.3.6.B Marshalling service
The marshalling service is provided, on request, by each apron handler according to specific agreements between the Airline and the handler itself. In particular emergency situations, this can also be provided by SEA Manager follow-me operators.
9.3.6.C Push back operations
The specific situations concerning the push-back procedure are governed by the letters of agreement/contracts between each Airline and its handler; paragraph 9.3.3.D.b on the other hand, includes the general elements, common to all Airlines.
AIRCRAFT AND VEHICLE Rev.: MOVEMENT IN THE RS/LIN/3.1 AIRPORT REGULATION MANOEUVRING AREA
LINATE AIRPORT Effective date: Page 9-43 01/12/2016
9.3.6.D Coordination of works or infrastructure unusability
For the purposes managing the orderly movement of aircraft on the apron, all construction work or other work in the apron area requiring the closure of taxiways shall be coordinated by SEA and ENAV through appropriate meetings at scheduled intervals for planned closures or, for urgent works, through tactical coordination between TWR CSO and SEA Duty Manager. Any Notams which become necessary will be notified by SEA to ENAC DAL Linate, to the extent applicable. Works requiring the presence of workers and/or equipment in positions that interfere with aircraft movement require the closure of the involved area; therefore, SEA personnel authorised by current procedures must: • request via radio (freq. 440.450 MHz) TWR authorisation to be in the area and carry out the works, indicating the position they currently occupy, the area they intend to reach, the expected period of area occupation, and the route they will take to reach the area; • indicate the closed off area using appropriate signage; • communicate end of works and recovery of the involved area to TWR in a specific communication for this purpose; • upon receipt from authorised SEA personnel via radio frequency that the involved areas are completely free and usable, TWR may use the areas again in accordance with established and published parameters; • any closures of parts of the apron due to unusability, even for a short period, must be promptly communicated to TWR and marked with the appropriate signage. • any unusable APN TWY shall not be used either as taxiway or as entrance/exit to/from the associated stands.
9.3.7 Assignment of aircraft stands
Stands are assigned by SEA AO on the basis of: • total stand and loading bridge number; • aircraft type; • limits due to nature (passengers or goods) and nationality (Schengen, non-Schengen) of arriving and departing flights; • legislative and Law Enforcement constraints; • apron optimisation needs (with respect to equipment parking areas, handling agent in charge of the flight, maintenance, etc.) according to the following criteria: • transparency • objectivity • non-discrimination
Allocation data is distributed to the Operators involved through the airport and report systems (Handling Agent, carriers, other Operators on request). In the event of a refuelling request, SEA Airport Coordination and the ramp agent put in place the actions and provisions pursuant to the Airport Manual "Aircraft Refuelling", both in the presence of passengers on board, embarking or disembarking as well as in the absence of the latter. The assigned stand is communicated to TWR by entering the data on the A-CDM platform.
AIRCRAFT AND VEHICLE Rev.: MOVEMENT IN THE RS/LIN/3.1 AIRPORT REGULATION MANOEUVRING AREA
LINATE AIRPORT Effective date: Page 9-44 01/12/2016
9.3.8 Procedures in low visibility conditions
This chapter governing the orderly movement of aircraft, vehicles and personnel on aprons applies in all visibility conditions. In low visibility conditions, in addition to the provisions of these Regulations, the procedures for coordination and manoeuvring on the ground of aircraft, vehicles and persons defined in the following documents apply: • the SEA Airport Manual; • IPI - Internal Permanent instructions of ENAV – AC Linate -; • OL “Standards and procedures for operations in low visibility conditions” , signed by ENAV AC Linate and SEA SpA.
9.3.9 Operating procedures for aprons subject to special regulations
Management of the West Apron is regulated by the “West Apron Operating Procedures: Aircraft manoeuvring and parking - Special Procedures” included in full in Section 9.4 of these Airport Regulations.
It was in fact deemed appropriate to treat the West Apron separately, in relation to its infrastructure layout, the type of parking areas and its traffic characteristics. The West Apron is therefore defined as an "Aircraft parking and manoeuvring area subject to Special Regulations" within in which the "Special Procedures" just mentioned above are applied.
9.3.10 Contingency procedures
9.3.10.A Malfunction/unavailability of the A-CDM platform
In the event of total or partial malfunctioning of the ENAV or SEA systems that populate A-CDM resulting in failure to update the operational data, the ADM system must be used as per the operating procedure (see paragraph 9.3.5.B).
The general suspension of the A-CDM procedure is carried out in an agreed manner between the SEA Duty Manager and CSO TWR, with the approval of their respective Managers.
9.3.10.B Malfunction/unavailability of the ADM system n the event of malfunction of the A-CDM data exchange platform and partial/total malfunction of the ADM system, without prejudice to the priority of ATC service provision, data exchanges between TWR and SEA AO shall take place via phonetic/manual procedure via direct recorded telephone (see paragraph 9.3.5.C).
If the malfunction is protracted over time, stand assignment planning must be sent to TWR by fax/e-mail.
AIRCRAFT AND VEHICLE Rev.: MOVEMENT IN THE RS/LIN/3.1 AIRPORT REGULATION MANOEUVRING AREA
LINATE AIRPORT Effective date: Page 9-45 01/12/2016
9.3.10.C Unavailability of point-to-point telephone communication lines
In case of unavailability of the recorded point-to-point telephone lines and the occurrence of situations in which, for the purposes of this OL, rapid communication between SEA Airport Coordination and TWR is necessary, other fixed network lines are available as an alternative, indicated in paragraph 9.3.4.
9.3.10.D UHF frequency malfunction
In case of impossibility to use the UHF radio frequency (440.450 MHz), communications shall take place through the SEA Duty Manager (recorded number +390274853477) or through the TWR CSO (recorded number +390270143230/31).
Any vehicles previously in radio contact shall free the manoeuvring area as soon as possible (avoiding aircraft routes) paying special attention to traffic, and shall inform the TWR by the quickest means available that it has left the manoeuvring area.
9.3.10.E Unscheduled unavailability of apron portions
The contingency procedures will be tactically and jointly evaluated with the objective of maintaining adequate service levels and avoiding, as far as practicable, situations of reduction in airport capacity. Detailed procedures are set out in paragraph 9.3.6.D.
9.3.10.F Alarm, emergency or accident status
The procedures to be followed in case of alarm, emergency or accident are described in the relevant Ordinance issued by ENAC Lombardy Airport Division10.
10 ENAC Lombardy Airport Division Ordinance 09/2016 "Regulations and procedures for assistance to aircraft in the event of an emergency and for aircraft rescue services in the event of an accident". AIRCRAFT AND VEHICLE Rev.: MOVEMENT IN THE RS/LIN/3.1 AIRPORT REGULATION MANOEUVRING AREA
LINATE AIRPORT Effective date: Page 9-46 01/12/2016
9.4 General Aviation - West Apron Special Regulations
9.4.1 Definition
In consideration: a. of the physical characteristics of the West part of the aircraft apron of Linate airport between the Intermediate Holding Positions N1 and K1; b. of the type of the parking areas; c. the its traffic characteristics;
West Linate is defined an "Aircraft parking and manoeuvring area subject to Special Regulations”.
9.4.2 West Apron Operating Procedures: aircraft manoeuvring and parking
9.4.2.A Definitions
A.1. West Apron: part of the movement area of Milan Linate airport between the Intermediate Holding Positions K1 and N1. A.2. Apron Taxiway: part of a taxiway system established on an apron whose purpose is to provide a route for taxiing through said apron. A.3. Aircraft Parking Docking Chart: airport map produced by the Airport operator, approved by ENAC and published by ENAV which defines the parking stands, parking areas and routes which may be used. A.4. Follow-Me: vehicle equipped with luminous sign and radio, used for guiding aircraft. A.5. Marshaller: this is the definition of the parking assistant, equipped with an aircraft support vehicle with similar functions to the follow-me. A.6. Aircraft Stand: designated area on the apron used for parking an aircraft. A.7. Designated parking areas: - GA1, GA2 and GA3 for aircraft up to ICAO code class B; - Stands 51-53 and Stands 54-56, aircraft up to ICAO code class C (Published Max Wing Span). A.8. Start points Q1 and Q2: Start/end push positions identified along Apron Taxiway Y, in direction TWY N.
9.4.2.B Foreword
B.1. Given the physical characteristics of the West Apron, of the parking areas and of its the traffic characteristics, pursuant to Chap.3 - § 10.1.5 of the ENAC Regulations on Airport Construction and Operation, the West Apron of Milan Linate Airport, in the rest of this document referred to as West Apron, is defined as an "Aircraft parking and manoeuvring area subject to Special Regulations”, within which, under the coordination of an “Apron Operations Operational Coordinator”, the Special Procedures established below apply. B.2. These “Special Procedures”, as a result of the adoption measure by ENAC, are intended to be included - pursuant to Art. 2, paragraph 3 of Law no. 265/2004 (conversion law of Decree law 237/2004 delegating the government for urgent interventions in civil aviation) and the above-mentioned Chap. 3 § 10.1.5 of the ENAC Regulations on Airport Construction and Operation - in the Airport Regulations and Airport Manual of Linate Airport.
AIRCRAFT AND VEHICLE Rev.: MOVEMENT IN THE RS/LIN/3.1 AIRPORT REGULATION MANOEUVRING AREA
LINATE AIRPORT Effective date: Page 9-47 01/12/2016
9.4.2.C Apron Operations Operational Coordinator - “COP”
C.1. Notwithstanding the role assigned by the Navigation Code to the Airport Operator, the Apron Operations Operational Coordinator service (hereinafter referred to as "COP"), which performs the functions listed below and has the following responsibilities, is carried out by the SEA Prime.
C.2 “COP“ responsibilities
• Area of responsibility: all parking and manoeuvring areas between points N1 and K1; o service roads; o areas in front of the hangars o refuelling area • Coordinate with the handlers and certified Operators the positioning and the entry/exit activities of aircraft to/from areas under its responsibility, including proper disengagement of towing/push-back and follow-me/marshalling services, as required by the procedures and provisions of this document; • Receive the weekly/daily traffic planning for scheduled flights and last minute changes from handlers; • Assign the parking area to aircraft collecting the information received from the handlers; • Coordinate allocation of stands 51-56 with the SEA Duty Manager, in order to allow the parking of Commercial Aviation aircraft when necessary; • Coordinate and send the handler's marshaller/follow-me to assist arriving and departing aircraft; • Coordinate the towing and push-back activities of the handler assisting the aircraft, including positioning on the apron and to/from the aircraft hangars; • Liaise with the SEA Duty Manager and the Control Tower (TWR), promptly informing them of any event that may affect normal operations, promptly reporting any infringements/anomalies of procedures to the SEA Duty Manager; • Coordinate aircraft and central facility refuelling activities, with particular reference to the movement/positioning of tankers on the apron and verification of compliance by certified Operators with current safety standards concerning aircraft refuelling; • Coordinate aircraft washing activities as provided for by current procedures; • Ensure and maintain continuous radio contact with the TWR on the frequency 440.450 MHZ: radio name “Coordinator – West” (base station).
9.4.2.D Overview
D.1 The movement of aircraft parked in the parking areas (GA1, GA2, GA3 and stands 51-56) as well as the transfer of aircraft from one area to another and from/to the respective Hangars must be by towing. D.2 The operations of General Aviation flights on the West Apron is subject to prior and compulsory choice of the handler which will assist the flight, to be made by the related indication in item 18 of the Flight Plan.
AIRCRAFT AND VEHICLE Rev.: MOVEMENT IN THE RS/LIN/3.1 AIRPORT REGULATION MANOEUVRING AREA
LINATE AIRPORT Effective date: Page 9-48 01/12/2016
D.3 Aircraft must request ATC to start engines at the stand or in the parking areas. The reference Handler must always be present when the engines are started in order to assist the Captain in this operation. D.4 On the request for taxiing the pilot is required to communicate his position to the Tower. D.5 In order to allow taxiing and/or towing of the aircraft maintaining sufficient distance from obstacles and aircraft in the West Apron area, the Follow me or Marshalling service is always necessary: - use of the areas GA1, GA2, GA3 and stands 51-56 from/to N1/K1; - all movements on the West Apron, including transits ( from N1/K1 and vice versa). In addition, any information concerning traffic and known obstacles on the West Apron may be provided by the TWR. D.6 Parking and manoeuvring to/from area GA3 is regulated in paragraph 8.
9.4.2.E Arriving aircraft
E.1 Arriving aircraft are taken over by the marshaller/follow-me of the handler assisting the aircraft to point K1, if arriving from taxiway K, or to point N1 if arriving from taxiway N, and taken to the predefined parking area until its complete stop (a/c blocked); E.2 Arriving aircraft must inform the selected handler of the arrival time; E.3 The TWR informs the COP via radio concerning aircraft arriving via TWY N; E.4 The Marshaller of the handler assisting the aircraft provides the appropriate signals for correct positioning of the aircraft in the parking areas; the vehicles and ramp personnel of the handler in question may enter the parking area only after the aircraft has reached the parking position and turned off the engines. E.5 Any subsequent towing for positioning the aircraft in another parking area must be undertaken in coordination with the COP; it is the responsibility of the handler assisting the aircraft to ensure the presence of personnel and vehicles until operations have been terminated. E.6 Stands 51 to 56 are also dedicated to the positioning of commercial aircraft with class greater than or equal to ICAO code B. The use of the above-mentioned stands for positioning commercial aviation aircraft must always be agreed in advance by the COP with the SEA Duty Manager. It is possible to park several aircraft with lower class than those ensured by a normal stand as long as in compliance with the dotted safety lines with respect to service roads and continuous lines with respect to APN TWY Y, which demarcate the stand complex (51-53 and 54- 56); E.7 For Commercial Aviation aircraft, push-back and taxiing assistance is the responsibility of the SEA Follow-me.
AIRCRAFT AND VEHICLE Rev.: MOVEMENT IN THE RS/LIN/3.1 AIRPORT REGULATION MANOEUVRING AREA
LINATE AIRPORT Effective date: Page 9-49 01/12/2016
9.4.2.F Departing aircraft MTOW > 8,500 lbs
F.1 Exit from areas GA1, GA2 or from Stands 51 to 56 must take place only with the push- back or towing manoeuvre to reach Start Points Q1 and Q2. For propeller aircraft, towing must take place, compatibly with operational requirements, always to Start Point Q2. Towing to the suitable position for departing aircraft must be done by the handler assisting the aircraft in good time for the expected departure; at the end of the handling operations, after receiving approval for ATC purposes to start the engines, the PUSH BACK operation may start (subject to coordination with the COP). Propeller aircraft with MTOW> 8,500 lbs can move with engines running only from the area GA3 whose regulation is described in paragraph 8;
F.2 In the Stands or parking areas, A/C without APU or APU inoperative may start one engine at idling power. Full engine starting can only take place once the parking area has been left. The Handler in question must always be present when starting the engines and assist the Captain in this operation, paying particular attention to aircraft parked in the area behind the aircraft which is about to start its engines. F.3 Following approval for ATC purposes to start the engines, within the next 5 minutes, the aircraft: • must carry out the Push-back/towing operations according to the instructions of the Follow-Me/Marshaller of the handler assisting the aircraft until Start Point Q1 (preferred Start Point) on line Y. If Q1 is busy, Q2 may be used; • it must be released, complete engine starting and request taxiing instructions to TWR specifying the position Q1 or Q2. F.4 The push/towing operation, to be necessarily coordinated with the COP, must take place, under the responsibility of the handler assisting the aircraft, in compliance with the following procedures: • autonomously (in compliance with the following points the approval of Linate Ground is not required); • observing the other traffic and starting operations when exit clearance has been verified; • giving way to other traffic already positioned or moving on Apron Taxiway Y (entering/exiting or performing a local manoeuvre); • always positioning the aircraft with the prow towards the link road N (IHP N1 direction) on Q1 or Q2; • as far as possible, Start Points Q1 and Q2 on line Y must be occupied for the minimum time necessary to start the engines. F.5 Aircraft must request Linate Ground for permission to taxi when ready to move on Q1 or Q2, specifying their position: • Taxiing from said Start Points to N1 must take place with the assistance of the Marshaller/Follow-me of the handler assisting the aircraft; • Linate Ground will provide taxiing instructions via line Y and taxiway N; these instructions do not constitute precedence for taxiing. F.6 For Commercial Aviation aircraft, push-back and taxiing assistance is the responsibility of the SEA Follow-me
AIRCRAFT AND VEHICLE Rev.: MOVEMENT IN THE RS/LIN/3.1 AIRPORT REGULATION MANOEUVRING AREA
LINATE AIRPORT Effective date: Page 9-50 01/12/2016
9.4.2.G Departing aircraft MTOW < 8,500 lbs and Turboprop
G.1 Aircraft with MTOW less than 8,500 lbs and turboprop aircraft are allowed to exit in self manoeuvring only from parking areas GA2 and GA3 following the instructions of the Marshaller/Follow-me of the handler assisting the aircraft, provided that during the aircraft's exit, vehicular traffic in the corresponding opposite road section is suspended by the COP. The Handler in question must always be present when starting the engines in order to assist the Captain in this operation, paying particular attention to aircraft parked in the area behind the aircraft which is about to start its engines. G.2 Aircraft must: • request Linate Ground for taxiing instructions from the areas or stands; • if heading towards runway 17 / FATO or runway 36/18, once having obtained taxiing instructions, carefully follow the instructions of the Marshaller/Follow-me of the handler assisting the aircraft to N1; • if heading towards runway 35 (via K during daytime and only VFR), once having obtained taxiing instructions, carefully follow the instructions of the Marshaller/Follow- me of the handler assisting the aircraft to K1; For the purpose of the necessary taxiing assistance, the request to use runway 35 by aircraft must be communicated by radio to COP by TWR, just before taxiing. The COP will inform the Follow-me of the handler assisting the aircraft. G.3 It is the responsibility of the Follow-me/Marshaller: • to give way to other traffic already positioned or moving on taxiway Y, entering/exiting or performing a local manoeuvre; • observe other traffic and start operations when exit clearance has been verified;
9.4.2.H Parking area GA 3
H.1 Departing aircraft • Manoeuvring inside the area must take place by towing with engines off. Aircraft will be positioned at the west extremity inside the safety line that demarcates said area in order to ensure clearance with the APN TWY Y. The area must be free of personnel and vehicles and in compliance with clearances with any other aircraft in the area. • The aircraft must request permission to start the engines and/or for taxiing specifying its position (parking area GA3). • Exit from the area must take place with the guidance of the Follow-me/Marshaller of the handler assisting the aircraft on APN TWY Y to position N1.
H.2 Arriving aircraft • Arriving aircraft are taken over at position K1 if arriving from link road K, or at position N1 if arriving from link road N, by the Follow-me/Marshaller of the handler assisting the aircraft and taken to parking area GA3 to the west extremity inside the safety line that demarcates said area. H.3 Coordination • For problems related to Security operations, use of the area GA 3 must be coordinated in advance, by the COP, with ALBA Servizi Aerotrasporti.
AIRCRAFT AND VEHICLE Rev.: MOVEMENT IN THE RS/LIN/3.1 AIRPORT REGULATION MANOEUVRING AREA
LINATE AIRPORT Effective date: Page 9-51 01/12/2016
9.4.2.I Manoeuvring area entry report
Aircraft must report their entry in the manoeuvring area (N1 / K1) to TWR in order to determine the correct taxiing sequence.
9.4.2.J Crossing aircraft
Any crossing of taxiway Y from K1 to N1, or vice versa, must be coordinated by the COP in order to send the Follow-me of the handler assisting the aircraft. The TWR communicates the request by radio.
9.4.2.K Towed aircraft
The movement of arriving and/or departing traffic has priority over towing operations.
9.4.2.L Helicopter regulation
To supplement the contents of AIP AD2 LIML 1-15 Item 23 and of this procedure, please note that: • Preferential parking area GA2 (Southeast extremity). The area dedicated to stopping/touch-down (air taxiing) is identified by appropriate signs. • In the event of closure of link road K, the area GA3 must be free of aircraft and vehicles to allow manoeuvring to the parking area in air taxiing mode of helicopters without wheels towards the stopping/touch-down (air taxiing) area, identified by appropriate signs; • Night takeoff of helicopters without wheels is not permitted if they cannot be towed. Ground movement: • Air-taxiing is not allowed on the West Apron, except from: - K1 to GA2 and vice versa (at night only from K1 to GA2); - N1 to area GA3 and vice versa following the routes identified by appropriate signs.
Regulations common to all ground movement procedures of helicopters are: • taxiing on wheels and/or air taxiing, in the cases envisaged and in any phase of ground manoeuvres, must only take place on the centerline of taxiways with the aid of the follow-me and/or handler and following the routes identified by appropriate signs to the parking positions in areas GA2 and GA3; • landing and takeoff manoeuvres on aircraft parking areas are prohibited; • for night take-offs of helicopters with their own auxiliary landing gear, towing to N1 is mandatory, subject to coordination with TWR.
9.4.2.M Procedures for aircraft in the parking area
The responsibility for management and coordination of manoeuvring of the parked aircraft lies with the Linate West COP which must ensure impartiality and transparency in the allocation of parking areas.
AIRCRAFT AND VEHICLE Rev.: MOVEMENT IN THE RS/LIN/3.1 AIRPORT REGULATION MANOEUVRING AREA
LINATE AIRPORT Effective date: Page 9-52 01/12/2016
In relation to aircraft manoeuvring requirements, handlers must submit the forecasts of departures and/or any maintenance needs to the COP with sufficient notice in order to allow an adequate margin to coordinate the parking areas The Linate West COP must, in turn, notify, in liaison with the handlers, any aircraft manoeuvring requirements aimed at optimising the available space and/or arising from operational needs.
9.4.2.N Persons and vehicles in movement
The movement of vehicles and persons is regulated by a specific ENAC AD Linate Ordinance. Crossings of taxiway Y may take place on board authorised vehicles, respecting the traffic. A vehicle operating on the West Apron must: - give way to an aircraft which is taxiing, about to taxi, being pushed back or towed; - give way to a vehicle involved in an emergency; - give way to other vehicles in accordance with the provisions of the local regulations; - follow the "service roads" and stick to the routes, speeds and areas designated for their use.
9.4.2.O Contingency
With reference to the procedures for States of Local Standby, Emergency and Accident, any situation by definition attributable to these States must be communicated by the "COP" to TWR and to the SEA Duty Manager. The SEA Duty Manager must in any case be contacted for contingency situations. In low visibility conditions with RVR values (detected on any of the points TDZ-MID POINT-Stop END - RWY 36) less than 400 m, (as inferred by the COP from the ENAV airport CCTV weather data monitor broadcast on the SEA circuit), the "COP" must minimise aircraft manoeuvring. Push-back/towing operations must be done one at a time only for position Q1.
9.4.2.P Operational contacts
- Duty Manager SEA: 02 74853477 – [email protected]
- TWR: 02 70143230 / 231
COP: 02 70205801 – [email protected]
SAFETY MANAGEMENT Rev.: AIRPORT REGULATION SYSTEM RS/LIN/3.1
LINATE AIRPORT Effective date: Page 10-1 01/12/2016
10 SAFETY MANAGEMENT SYSTEM
10.1 Introduction and purpose
The Safety Management System is a system guaranteeing that airport operations take place in the set safety conditions while assessing the effectiveness of the system itself to intervene and correct any problems.
SMS effectiveness is strictly linked to the periodical safety assessment carried out and to resulting airport system improvement actions, only obtainable with the full involvement of all players operating in proactive safety management.
For this, we would like to mention the need that all Bodies, Operators and Parties present in the airport area, both for prevention purposes and to know when things happen, inform Airport Operator of all situations and/or risk factors and collaborate with it and each other to take the necessary action to prevent, reducing them, the number and seriousness of events causing problem situations.
The Safety Management System (SMS) is based on Airport Operator, but concerns all airport safety matters so all parties involved in said activities have to conform to airport safety requirements and apply the specific procedures.
Airport Regulations explain how each party fulfils its SMS system participation obligations and management intervention to implement it.
The SMS can assess safety in applying regulation requirements and improve their level where something is lacking or there are critical areas.
The need to guarantee that interaction between the various parties, whether public or private, and the airport system is duly assessed and procedurised, an integral part of the SMS, will at present be carried out by SEA Management, through a suitable information flow to the competent CAA airport department.
Due to its all-inclusive nature, the SMS means greater uniformity can be given to the entire organisation, that relations inside the management company and its relations with other parties can be rationalised, assigning univocally, through Civil Aviation Authority action, tasks and responsibilities to each subject, thus reducing all uncertainty or organisation error (Safety responsibility).
Each airport Operator must appoint the professional figure to act as company reference person for all SMS matters inside its structure.
SAFETY MANAGEMENT Rev.: AIRPORT REGULATION SYSTEM RS/LIN/3.1
LINATE AIRPORT Effective date: Page 10-2 01/12/2016
10.2 The SEA Safety Management System model
SEA has formalised the Safety Management System model in compliance with the standards in force (CAA circular APT–22), for its own internal structure; however, effective SMS management in the airport requires the commitment, knowledge and experience of all Operators and Airport Authorities involved.
The SMS is not a static system nor a rigid structure, but the result of ongoing “work in progress” within the airport system. For this reason it must be flexible, adapt rapidly to airport developments and to any legal, technological and procedure change. Furthermore, through proactive management of safety problems, including operation risks, the SMS means to help improve safety levels.
The communication and information process is essential to involve and get each subject operating within the “airport system” to take part in achieving targets set concretely and implement SEA safety policies. The principle SEA is sharing is to promote implementation of such a flow of information in a cooperation logic between all those involved, both within and outside management, as the greater the information sharing and active participation in running the system the better results will be. All activities are documented and controlled. The SEA Safety Management System process is illustrated below with special attention placed on managing the information flow.
SAFETY MANAGEMENT Rev.: AIRPORT REGULATION SYSTEM RS/LIN/3.1
LINATE AIRPORT Effective date: Page 10-3 01/12/2016
SAFETY MANAGEMENT Rev.: AIRPORT REGULATION SYSTEM RS/LIN/3.1
LINATE AIRPORT Effective date: Page 10-4 01/12/2016
10.3 Reporting system– the Ground Safety Report
The Reporting System is one of the supporting elements of the SMS; implementing it means concretely implementing the monitoring of safety standards. In this context, the Ground Safety Report is an indispensable tool in that it gives the Safety Manager information on safety problems occurring in the airport. Thus the Safety Manager has to be informed of all danger or accident situations occurring on airport grounds, during ground operations.
The GSR allows each public or private Operator to signal danger situations or accidents. Through this tool, the Safety Manager can handle all safety matters in a reactive or proactive way. The GSR is used to identify and record any hazards and dangers and to handle them with suitable measures. Furthermore, the signally of something that has happened then leads to analysis to prevent it happening again.
The greatest danger in safety terms comes from the fact that risk situations or dangerous events are not signalled and repeat themselves until they degenerate into accidents. For this purpose, by adhering to the Italian Flight Safety Committee, SEA increases its knowledge on Safety occurrences.
The SMS reporting system foresees systematic recording of all events concerning safety enabling creation of a complete “database” to measure airport safety standards realistically.
Considering the SMS purpose, all airport subjects have to collaborate with the airport safety programs, reporting any event that can have even just a potential impact on safety immediately, using the Ground Safety Report form prepared by SEA as Airport Operator.
Each subject operating in the airport must appoint professional figures obliged to fill in the report.
The following events must be reported to the Manager, using the e-mail or post office box below, through the Ground Safety Report (Attachment 10.3) by anyone who becoming aware of them: - accidents - spillages; - bird strikes and animal presence in the manoeuvring area; - dangerous goods (damaging/leakage/radiation) - non effectiveness of the Anti-icing/De-icing system/procedure; - damage to aircraft or airport resources; - deterioration of Air-side marking;; - jet-blast; - incorrect service Operations including Refuelling and Catering; - wrong load (positioning, module deformity); - runway incursion/excursion; taxiway excursion; - near collision; - failure to yield A/C-A/C right of way; - failure to yield vehicle-A/C right of way; - FOD.
SAFETY MANAGEMENT Rev.: AIRPORT REGULATION SYSTEM RS/LIN/3.1
LINATE AIRPORT Effective date: Page 10-5 01/12/2016
To have a simple, slim-line reporting system guaranteeing that all reports are received continually, the following communication lines have been activated:
- internet link http://sea.airportsafety.it/safety-sea/public/gsr/27/sms/login.html, subject to creating an account; - email address: [email protected]; - mail boxes distributed all over airport grounds;
Staff must be informed that each report aims to help reach the highest safety levels through all experience matured in everyday activities and that this tool will never be used to identify those guilty of any errors or default.
The above is in addition to the mandatory reporting requirements laid down by Legislative Decree No. 213 of 02.05.2006 (transposition of Directive EEC 2003/42). All the details concerning these reports are illustrated in ENAC circular GEN-01B of 11.04.2011 “Mandatory reporting to ENAC of accidents, serious incidents and aeronautical events. ENAC Mandatory Occurrence Reporting system (eE-MOR)”. This Circular indicates the those responsible for reporting, the type of events to be reported and event reporting procedures. The report must be made within 72 hours of detection of the event.
Finally, in compliance with the provisions of European Regulation No. 996/2010 of the European Parliament and of the Council of 20.10.2010, as amended by Regulation EU No. 376/2014, in the event of a "serious incident" or an "accident", any person involved that is aware of such event must immediately communicate such information to the competent "National Flight Safety Agency". In this regard, see also Legislative Decree No. 18 of 14 January 2013 "Penalties for violation of the provisions of the Regulation EU No. 996/2010 on inquiries and the prevention of accidents and incidents in civil aviation”.
SAFETY MANAGEMENT Rev.: AIRPORT REGULATION SYSTEM RS/LIN/3.1
LINATE AIRPORT Effective date: Page 10-6 01/12/2016
10.4 Ground safety event investigation
Through proactive management of safety issues, including operational risks, the SMS means to help improve safety levels, so as to meet the requirements of reference ICAO regulations (Annex 13). The event investigation process (hazards, incidents and accidents) is essential for the practical implementation of the Airport Operator’s safety policies. All parties operating in the “airport system” must ensure gathering of information to the SMS system with respect to Ground Safety events.
This will help to prioritise actions and put in place mitigation measures, if appropriate, to reduce the severity of the consequences and/or the likelihood of their occurrence.
Without prejudice to the obligation to report any event which may have or which had a real or potential impact on safety through the Ground Safety Report, the SMS shall formalise, if identified, the request for detailed supplementary information in connection with the event to be investigated.
For easier and more consistent gathering of data relating to “accident events” and “aircraft damage events” a checklist is available (“Form for the reporting of events causing damage to aircraft, vehicles and infrastructure” (ASCRA checklist) and may be used in the initial phase as data collection guideline (Attachment 10.4). Active participation in topics related to airport safety, as set out in ENAC’s mandatory indications (APT 22 - APT 2B), must be considered by all airport system players as a corporate duty as well as a requirement linked to the issue of ENAC certifications.
10.5 Risk Management
In addition to completing the ASCRA Form, solely in case of damage to the aircraft and/or the infrastructure or accidents between operating vehicles, the following information must be communicated for the correct processing of insurance related aspects:
• photographic documentation of the conditions of the vehicles involved; • signed statements by identified third parties, as soon as possible after the accident, on the circumstances and any other detail required to understand how the accident occurred; • indications of the vertical and horizontal markings present on site and their legibility/state of repair.
This information must be transmitted to the Risk Manager of SEA SpA ([email protected]; [email protected]; [email protected]).
SAFETY MANAGEMENT Rev.: AIRPORT REGULATION SYSTEM RS/LIN/3.1
LINATE AIRPORT Effective date: Page 10-7 01/12/2016
10.6 Safety Committee
Airport Operator creates and chairs the Safety Committee which meets periodically. This is a consulting Committee, whose members, from both public and private organisations, periodically handle airport safety problems.
The Committee, in which the CAA takes part, involves all parties operating in the airport in analysing critical aspects, suggesting solutions, corrective actions, which the CAA adopts, where agreed on, introducing suitable measures. Active participation by everyone helps improve operating conditions and increase the safety level.
The Safety Committee, as defined by the CAA Circular APT 22, has the following purpose:
- assure the participation of all Operators - involve all Operators in safety targets - analyse and suggest solutions for problems found - involve all Operators in SMS results (trend analysis, risk assessment, corrective actions, etc.) - jointly analyse any problems found in airport operations and change proposals made by the various Committee members.
10.7 Ground Safety Recommendations
The “Ground Safety Recommendations” are tools used by the Airport Operator and issued within the scope of the Safety Management System as a formal expression of the implementing objectives of its safety policies.
The Recommendations are disseminated based on the results of reports, dedicated statistics and investigations of accidents and incidents emerging within the scope of "Airport Safety". They are addressed to all those involved in the "Airport System" such as handling companies, fuel suppliers, catering companies, etc. and are intended to prevent accidents and incidents during aircraft assistance operations.
With the Recommendations the Manager aims to contribute to the improvement and to constantly maintain a high profile on the safety of airport operations. The Recommendations are therefore available to all airport Operators concerned for their maximum dissemination among operational staff; in particular they are available in Italian and English on the SEA website at http://www.seamilano.eu/it/gruppo/safety-operazioni-aeroportuali/safety-management-system.
OPERATING Rev.: AIRPORT REGULATION COORDINATION SERVICES RS/LIN/3.1
LINATE AIRPORT Effective date: Page 11-1 01/12/2016
11 OPERATING COORDINATION SERVICES
11.1 Airport coordination operations
All operators present in the airport must set up an operating coordination structure guaranteeing management and control of their operations. This structure must operate in an integrated coherent manner with SEA control and coordination activities through the latter’s Coordinamento di Scalo (Airport Coordination) function. In particular, reference must be made to the Duty Manager for any problems affecting normal airport operations.
For what concerns direct aeronautical services, linked to an aircraft transiting and relative load of passengers, baggage and goods, Operators must guarantee services for the full 24h. It is the responsibility of an Operator involved in the single processes to guarantee immediate intervention to assist arrival movements even if not scheduled and intervention times guaranteed for departure movements even if off schedule. Contingency situation presence and control are regulated separately in the specific coordination and intervention procedures. All Operators operating temporarily or permanently in the airport must supply themselves with means and structures guaranteeing necessary operating assistance for scheduled and/or delayed flights, whether contractual agreements exist or not.
11.1.1 Airport pre-coordination operations
SEA Coordinamento di Scalo (Airport Coordination) must receive information from Operators and State Bodies concerning flight operations and operating capacity available to supply direct and indirect aeronautical services. Information provided is used by the Duty Manager to assess specific intervention, activate recovery procedures or generally assess expected airport operating levels. The Duty Manager uses statistical on-line analysis to evaluate and analyse the main parameters used to measure airport service levels (reports on punctuality, delays, etc.). The Duty Manager transfers information acquired, duly processed, to bodies responsible for the different activities.
11.1.2 Coordination of airport operations
SEA Coordinamento di Scalo (Airport Coordination) monitors and controls the different operations it is competent for to guarantee maximum respect for management criteria defined for airport resources, highlighting any changes to regular operations, based on the professional figures involved, to re-align airport operations with their reference values. In particular, the Duty Manager is responsible for control and maintenance of airport parameters, coordination of SEA activities in emergency situations, supervision and respect of airport regulations by internal and external Operators. If any problems occur concerning security or reductions in airport capacity or in one of its sub- systems (BHS, apron, check-in, gates, etc) scheduling lines will be harmonised and re- calibrated.
OPERATING Rev.: AIRPORT REGULATION COORDINATION SERVICES RS/LIN/3.1
LINATE AIRPORT Effective date: Page 11-2 01/12/2016
Through its units, SEA Coordinamento di Scalo (Airport Coordination) monitors and controls airport punctuality: • to maximise respect for scheduled airport times; • to reduce delay causes and any resulting disservices; • to reduce delay causes and any resulting disservices; • estimating necessary recovery of normal airport punctuality values.
11.1.3 Supervision of airport operations
SEA Coordinamento di Scalo (Airport Coordination) monitors, consulting the information system and/or single operating staff, the state of each single flight. It specifically monitors the important control stages for the main quality indexes for services supplied in the airport to guarantee the management process efficiency of infrastructural resources. SEA Coordinamento di Scalo (Airport Coordination) also checks that Operators observe the methods and times for using plants, vehicles and spaces made available to carry out activities.
11.1.4 Distribution of weather alerts
Weather forecast information concerning the airport is distributed by the Airport Operator when alerted by the organisations in charge of forecasting significant meteorological phenomena. The Airport Coordination Duty Manager communicates these forecasts to the Operators (grouped in a forwarding list) so that they may adopt the necessary measures. To mitigate the risks affecting the performance of airside handling operations, a series of messages containing a description of the forecast phenomenon and related updates are distributed to the concerned airport players with adequate advance.
Adverse weather conditions constitute a risk for the performance of aircraft support operations, because of the wide open spaces that characterise the apron, the metal masses of which GSEs (including aircraft) are composed, and outdoor operating positions required by handling activities. Significant weather phenomena that trigger the forwarding of the information message include: • wind; • storms; • snowfalls; • ice on the ground; • low visibility.
OPERATING Rev.: AIRPORT REGULATION COORDINATION SERVICES RS/LIN/3.1
LINATE AIRPORT Effective date: Page 11-3 01/12/2016
11.1.5 Information on the airport’s operational status1
The Airport Coordination Duty Manager is responsible for the flow of information concerning potential operating limits so as to ensure fast transmission to ENAC and Operators/Airport entities of all information on the real state of airport operating capacity. Such information should specify: - facilities concerned; - cause, type and execution time of any maintenance/inspections; - limits to airport capacity, if any.
11.2 Airport Collaborative Decision Making (A-CDM)
Airport Collaborative Decision Making (A-CDM) is a Eurocontrol project for key European airports to standardise an integrated flight assistance management process. The project aims to recover airport punctuality and fast sharing of information between Operators supplying airport services, information on flight state, both in the active stage (from unblocking to blocking) and in the ground assistance one (between block and unblocking), creating protocols and operating systems aimed at highlighting any deviation from scheduled operating processes quickly.
The CDM process integrates with the provisions under the LSSIP Agreements (Local Single Sky ImPlementation) signed by ENAC, ENAV and SEA and under the SESAR Project (Single European Sky ATM Research) in which SEA takes part.
The Airport CDM is intended to enhance the airport’s efficiency and punctuality by improving traffic flow and airport capacity management, reducing delays, increasing event predictability and optimising the use of resources. The A-CDM is first and foremost a change in operating methodology in “Turnaround” management: from “First come - First served “ to “First ready - First served”. One of the main objectives of the CDM is to evaluate “Target Take Off Time”(TTOT) as accurately as possible to help improve “en route” and “sector” planning by the European ATM; this can be achieved by implementing “DPI” (Departure Planning Information) and “EFD” (Flight Update Messages) exchanged with the CFMU. Therefore, the Airport CDM may be considered as a basis for airport connection to the ATM system. The A-CDM requires better cooperation between the different parties to use increasingly updated data with better quality and univocal meaning; all communication procedures and policies are thus standardised to minimise all possible sources of error.
The technical specifications regarding the operational implementation of the A-CDM can be found in chapter 9.3 “Apron Management Service” of these Regulations.
1 Airport Manual - PROCOP 090: Distribution of information on airport operation, temporary closure of certain facilities, runway closure, etc OPERATING Rev.: AIRPORT REGULATION COORDINATION SERVICES RS/LIN/3.1
LINATE AIRPORT Effective date: Page 11-4 01/12/2016
11.3 Obligatory airport assistance services (state flights, humanitarian flights, flights operating during a strike)
11.3.1 State flights
The Directive of the President of the Council of Ministers of 23.09.2011 on State air transport defines:
State flights: attributed to aviation activities with State, equivalent or private aircraft, ordered by the Prime Minister’s Office and, exceptionally, by other State Administrations, in the case of specific technical, organisational or protocol-related requirements, or obstructions to normal aircraft or airport operations.
Competent body: the delegated Undersecretary of State, after consulting with the general secretary of the Prime Minister’s Office, and following the proposal from the Office for state, government and humanitarian flights.
Types of aircraft: a) primarily aircraft mainly for this purpose, equipped and managed by the air force, also using relative structures; b) secondarily, aircraft belonging to military departments, according to specific agreements with the Department of Defence; c) thirdly, other State aircraft, or equivalent aircraft pursuant to articles 744 and 746 of the Navigation Code, based on agreements between the Prime Minister’s Office and the respective operators; d) exceptionally, aircraft of private aviation companies.
OPERATING Rev.: AIRPORT REGULATION COORDINATION SERVICES RS/LIN/3.1
LINATE AIRPORT Effective date: Page 11-5 01/12/2016
11.3.2 Payment of duties, fees and tariffs – exemptions
744 and subsequent of the Navigation Code and based on Art. 1 of Law 324/76, these are the following exempted categories:
RIGHTS SERVICES CENTRALISED EXEMPTIONS TAXES SUPPORT INFRASTRUCTURE TARIFFS State AA/MM (the State flight qualification is attributed pursuant EXEMPT EXEMPT EXEMPT to art. 746 of the Navigation Code) CHARGED Military aircraft EXEMPT EXEMPT FOR
State owned A/C, used exclusively by State Police Forces, Customs, CHARGED 2 EXEMPT EXEMPT National Fire Brigade , Civil FOR Defence or other State service
AA/MM (private and public subjects) used occasionally, for EXEMPT CHARGED EXEMPT national security protection FOR activities
Private AA/MM doing special types CHARGED of transport foreseen by DPCM EXEMPT EXEMPT FOR Directive of 23.1.2008 Private AA/MM chosen by the Transport Ministry carrying out CHARGED EXEMPT EXEMPT State services of a non FOR commercial nature EXEMPT FOR LANDING, COVERAGE Foreign State AA/MM not for CHARGED AND PARKING EXEMPT commercial services FOR RIGHTS IN RECIPROCAL CONDITIONS
2 Used for public emergency services. OPERATING Rev.: AIRPORT REGULATION COORDINATION SERVICES RS/LIN/3.1
LINATE AIRPORT Effective date: Page 11-6 01/12/2016
11.3.3 Essential communications and services in airport services in the case of a strike3
11.3.3.A Communications
Notice periods Those calling the strike are required to communicate in writing in accordance with the notice period (between 12 and 60 days) the duration, implementation procedures and reasons for the collective abstention from work to the competent authorities (ENAC, the Observatory on Union disputes at the Ministry of Infrastructures and Transport and the Guarantee Commission) and to the Manager, in order to allow optimal management of the event and its impact on airport activities.
Communications to ENAC must be made directly to the competent airport authorities for local strikes and to the Air Transport Development Department (to the dedicated email address/fax) for strikes affecting several airports.
Carrier requests Before the strike and at least 8 days in advance, Carriers send to ENAC a list of flights they request to be guaranteed, using the specific form. In the absence of such request, ENAC will autonomously prepare a plan of guaranteed flights, according to detailed criteria established in ENAC circular EAL series no. 19.
ENAC obligations ENAC assesses Carrier requests in relation to the criteria established by the applicable regulations and prepares the list of flights to be guaranteed; sends the list by e-mail and/or fax to the Carriers, to the handling companies concerned, to the Guarantee Commission, to the Ministry of Infrastructures and Transport, to Assaereo, Assaeroporti, Assohandler, Assocatering and IBAR at least 6 days prior to the date of the strike. In the case of national strikes, ENAC also publishes the list of guaranteed flights on its web site.
ENAV strikes In the case of ENAV strikes, Carriers must send their requests concerning flights to be guaranteed to the Air Transport Development Department of ENAC at least 9 days prior to the date of the strike.
3 Manager - ENAC Communication: - Regulations on the exercise of the right to strike in essential public services and on the protection of constitutionally protected personal rights. Establishment of the Commission to guarantee implementation of the law; - Resolution no. 12/449 of 29.10.2012 of the Commission to guarantee implementation of the law on strikes in essential public services; - ENAC circular EAL series no. 19 on flights to be guaranteed in the event of national strikes; - Resolution no. 14/387 of the Commission to guarantee implementation of the law on strikes in essential public services: New provisional Regulation of essential services and other measures referred to in art. 2.2 of Law No. 146/1990, as amended, in the air transport sector (published in GURI no. 250 of 27.10.2014). OPERATING Rev.: AIRPORT REGULATION COORDINATION SERVICES RS/LIN/3.1
LINATE AIRPORT Effective date: Page 11-7 01/12/2016
The criteria for identifying flights to be guaranteed also envisage 50% of departing intercontinental flights. Finally, ENAV also ensures all flights in, over and through Italian airspace.
Manager - ENAC Communication As provided for by Resolution No. 12/449 of 29 October 2012 of the Guarantee Commission, airport (Managers, handlers, etc.) and airline companies, on receipt of proclamation of a local strike, are required, on the same day of receipt, to inform ENAC (central and peripheral bodies, according to their respective responsibilities).
11.3.3.B Essential services
As foreseen by Art. 3 of Law no. 146/1990 on Regulation of essential services for the airport sector, amended by Law no. 83/2000, if there is a strike regular assistance must nevertheless be guaranteed for the following flight categories: - aircraft in danger in the national territory; - national State flights, including military and similar, State flights and foreign country military flights; - flights, national and international, directly linked to emergency, help, health and humanitarian needs, internal or external.
Pursuant to ENAC Circular EAL series no. 19 mentioned above, a number of other domestic and international flights are also guaranteed, according to the criteria and requirements established by law. Also ensured, either by the flights included in the essential services or by cargo flights, is the transport of perishable goods, live animals, medicines, as well as goods qualified as basic necessities and goods needed to supply the population and for the continuity of production activities in essential public services, and the repatriation of expelled citizens, limited to the related essential services. These flights fall in by the list of guaranteed flights only if the Carrier presents detailed declarations demonstrating the type of flight and/or goods to be transported. In particular, cargo carriers must notify the Manager and their handlers the type of goods carried and the list of flights to be guaranteed with sufficient notice. Should the notice period for communications not be complied with, such flights cannot be guaranteed.
Furthermore, in order to allow and ensure proper exercise of the right to strike and at the same time safeguard personal constitutional rights, such as the freedom and security of the individual, as well as the collective objectives of infrastructure safety, public order and aviation operations, among the "minimum" services to the ensured to arriving passengers - for any flight, even if not included among those guaranteed - the following services are also included: - placement of chocks on aircraft parked in stands; - passenger disembarkation and transport to the terminal, by stairs and bus or by loading bridge.
AIRPORT ASSISTANCE SERVICES IN IRREGULAR Rev.: OPERATING CONDITIONS RS/LIN/3.1 AIRPORT REGULATION (REDUCED CAPACITY AND CONTINGENCY) LINATE AIRPORT Effective date: Page 12-1 01/12/2016
12 AIRPORT ASSISTANCE SERVICES IN IRREGULAR OPERATING CONDITIONS (REDUCED CAPACITY AND CONTINGENCY)
The Duty Manager maintains the information flow with Operators and State Bodies involved to decide jointly, for areas of competence, how to resolve operating problems and emergencies limiting airport capacity or the operations of different subjects operating in it. Furthermore, the Duty Manager coordinates the activities of each party observing the single functions to resolve critical problems as quickly as possible and creating as little disturbance as possible to Operators not directly involved.
Specific operating procedures can regulate operations if specific processes are functioning badly (e.g. BHS, operating information systems, strikes involving single Operators or specific activities).
To resolve certain critical situations, SEA Coordinamento di Scalo (Airport Coordination) avails itself of the right to request certain assistance services from Operators present in the airport, even for flights they are not competent for. The Operator, compatible with available resources at the time, must guarantee assistance to those subjects, who, though not its customers, request it, applying the relative fees for the services provided. In particular, it must collaborate with help operations, in compliance with orders given by competent authorities.
12.1 Crisis Response Committee
The room called Operating Centre for Emergencies, base for the “Crisis Response Committee” is an adequately equipped place for the Crisis Response Committee meeting with all airport Bodies involved in the solution of any crisis involving Linate Airport. As the type of problem to be handled can vary so can committee make-up; professionals present in the airport will be used based on contingent needs.
12.1.1 Activating the CRC
By crisis we mean any event that is foreseeable or not that causes or can cause a reduction of over 40% in airport capacity up till total blockage of activity. Specifically, crises can be due to: - Emergencies or air accidents in or outside airport grounds; - Weather events; - Health emergencies; - Acts of terrorism; - Difficulty in accessing structures due to demonstrations, strikes, accidents or weather events; - Structural fires; - Failure in back-up procedures in case of black-out of systems vital for airport operations; - Lack of fuel; - All non foreseeable crises or those that were foreseen but where effects differ to what was expected.
AIRPORT ASSISTANCE SERVICES IN IRREGULAR Rev.: OPERATING CONDITIONS RS/LIN/3.1 AIRPORT REGULATION (REDUCED CAPACITY AND CONTINGENCY) LINATE AIRPORT Effective date: Page 12-2 01/12/2016
12.1.2 CRC make-up and calling
Minimum make-up allows the following Bodies/Operators to access: - Airport Operator or its delegate; - Highest operator levels on service in State Bodies; - SEA Airport Coordination Duty Manager; - An ATC representative; - The Airline’s Station Manager or his/her representative; - An AOC and/or User Committee representative. The committee is called automatically once an Emergency or Accident has been signalled.
Depending on the type of crisis, other professional figures or airport agency representatives will be called by the Airport Operator, by his representative or by the Duty Manager - SEA Airport Coordination.
12.1.3 Sector procedures for taking part in the CRC
Each Body has to draw up an internal procedure to guarantee the presence of its representative who will be entitled to make the necessary decisions.
12.1.4 CRC purpose
Committee purpose is to maintain the highest degree of airport operations possible, compatible with the type of crisis and observing safety conditions. Its main tasks are as follows: - It adopts all measures to reduce passenger discomfort; - It can and at times must, through the CAA, close the airport or parts of it; - It can establish flows, penalise operations, give priority to the landing or take off of certain flights, issue departure flight sequences.
The Committee can, always observing the law, take targeted measures also in derogation or in contrast to normal procedures.
AIRPORT ASSISTANCE SERVICES IN IRREGULAR Rev.: OPERATING CONDITIONS RS/LIN/3.1 AIRPORT REGULATION (REDUCED CAPACITY AND CONTINGENCY) LINATE AIRPORT Effective date: Page 12-3 01/12/2016
12.1.5 CRC equipment
The room is equipped with: - 8 telephones that can call outwards answering to numbers: • 02 7485 2976; • 02 7485 2977; • 02 7485 2978; • 02 7485 2979; • 02 7485 2982; • 02 7485 2983; • 02 7485 2984; • 02 7485 2985; • 02 7485 2986; - fax n. 02 7485 3055 (Secretariat) - 1 printer; - 1 radios; - 3 PC e 1 monitor LCD 15’’; - 3 SONY 42” LCD monitors with satellite connection; - video conferencing facility.
12.1.6 Communications with the press
If there is a crisis serious enough to involve the press, official airport press releases will be issued by the Committee. The SEA press centre will use said releases.
AIRPORT ASSISTANCE SERVICES IN IRREGULAR Rev.: OPERATING CONDITIONS RS/LIN/3.1 AIRPORT REGULATION (REDUCED CAPACITY AND CONTINGENCY) LINATE AIRPORT Effective date: Page 12-4 01/12/2016
12.2 Operations in low visibility conditions (All Weather Operations)1
12.2.1 Definitions / Acronyms
the part of an airport used for takeoff, landing and Movement area: ground movement of aircraft including the manoeuvring area and aprons.
the part of an airport used for takeoff, landing and Manoeuvring area: ground movement of aircraft excluding aprons.
an area of defined dimensions, which extends in the vicinity of the antennas of a precision instrumental Critical area: approach system, in which the presence of vehicles or aircraft determines a disturbance such as to undermine the reliability of the radio guidance signals. an area that extends beyond the critical area, where the parking or movement of aircraft or vehicles can disturb ILS sensitive area: the radio guidance signal of aircraft to the point of making it unreliable. operations performed for the transport of persons or Commercial air transport goods at a charge. These include, therefore, scheduled, operations: charter and air taxi air transport. operations other than commercial air transport; these Non-commercial air transport or essentially include the activity of flying clubs, flying general aviation operations: schools, small private planes and aerial job services.
aircraft operations for specialised activities such as aerial photography, aerial advertising, surveillance and Aerial job operations: observations, substance spreading, external load transport, etc.
1 The main regulatory framework of reference for operations in low visibility conditions is as follows: - ENAC Airport Construction and Management Regulations; - ENAC Regulation “All Weather Flight Operations in National Air Space” – Edition of 30 June 2003; - ENAC Regulation Rules of the Air Edition 2 of 25 March 2015; - ENAC Circular APT-05 of 20/01/2000 (procedures in case of failure or degradation of airport facilities in low visibility - LVO); - DOC 4444-ATM/501 “Procedures for Air Navigation Services ATM” - DOC 9365-AN/910 “Manual of all Weather Operations”; - Eur DOC 013 “European Guidance Material on Aerodrome Operations under limited visibility conditions” Ed.4 - 4 SEPTEMBER 2012; - DOC 9476-AN7976 “Manual of Surface Movement Guidance and Control Systems” - AIP Italia GEN - Air Traffic Management Operation Manual (MO-ATM); - AWO-CAT II/III Edition 4.0, March 2010 (Guidelines for the development of airport procedures in case of low visibility). AIRPORT ASSISTANCE SERVICES IN IRREGULAR Rev.: OPERATING CONDITIONS RS/LIN/3.1 AIRPORT REGULATION (REDUCED CAPACITY AND CONTINGENCY) LINATE AIRPORT Effective date: Page 12-5 01/12/2016
Note: the list of aerial job operations is contained in the MD of the Ministry of Transport of 18 June 1981. any taxiing, take-off or landing operation in conditions in All weather operations: which the visual reference is limited by the weather conditions. instrumental operations using a guidance system that Non-precision approach and allows control of the lateral but not vertical approach landing operations: path. instrumental approach and landing operations using Precision approach and landing precision guidance systems for the direction and operations: inclination of the descent path in compliance with minimum values related to the category of operations. precision instrument approach and landing with: a) Decision Height – DH not less than 60 metres Operations in Category I (200 ft), and (CAT I): b) visibility not less than 800 meters or Runway Visual Range (RVR) not less than 550 metres. precision instrument approach and landing with: Operations in Category II a) DH less than 60 metres (200 ft) but not less (CAT II): than 30 metres (100 ft) and b) RVR not less than 300 metres.. precision instrument approach and landing with: Operations in CAT IIIA: a) DH less than 30 metres (100 ft) and b) RVR not less than 200 metres. precision instrument approach and landing with: a) DH less than 15 metres (50 ft) or without DH and b) RVR less than 200 metres but not less than 75 Operations in CAT IIIB: metres. Note: the RVR mentioned above refers to the value measured at the point TDZ. This can be temporarily replaced by the RVR value taken at the MID POINT.
take off operations from a runway with an RVR of less Low visibility take off than 400m. (Low Visibility Take Off - LVTO):
specific procedures applied in an airport to ensure safe operations during Category II and Category III Low Visibility Procedures (LVP): approaches and landings and/or take offs with RVR values less than 550 metres.
minimum distance at which an aircraft pilot located on the runway axis can distinguish the horizontal markings Runway Visual Range or runway lights delimiting the edges or marking the (RVR): axis.
aircraft are classified according to the speed indicated on the runway threshold (VAT), as indicated in the Aircraft classification criterion: following table:
AIRPORT ASSISTANCE SERVICES IN IRREGULAR Rev.: OPERATING CONDITIONS RS/LIN/3.1 AIRPORT REGULATION (REDUCED CAPACITY AND CONTINGENCY) LINATE AIRPORT Effective date: Page 12-6 01/12/2016
AIRCRAFT CATEGORY VAT(kt)
A 91
B 91-120
C 121-140
D 141-165
E 166-210
The concept of VAT is contained in the ENAC Regulations for All Weather Flight Operations in National Air Space. Sufficient visibility for pilots to taxi and avoid collisions with other aircraft/vehicles on taxiways and at visibility condition 1: intersections through direct observation and for control Authority staff to be able to see all traffic. Sufficient visibility for pilots to taxi and avoid collisions with other aircraft/vehicles on taxiways and at visibility condition 2: intersections through direct observation, but insufficient for control Authority staff to be able to see all traffic. visibility equivalent to an RVR of less than 400 metres. visibility condition 3: Note : RVR value measured at any of the points RVR TDZ, MID, STOP. position defined for ground traffic control purposes,
whereby taxiing aircraft and vehicles must stop and wait Intermediate Holding Position authorisation to move forward, when thus instructed by (IHP): the airport Control Tower. part of the movement area of Milan Linate airport
between the Intermediate Holding Positions T5, N6 and North Apron: the Stop Bar CAT II/III of TWY G. part of the movement area of Milan Linate airport West apron: between the Intermediate Holding Positions N1 and K1. Ente Nazionale per l’Aviazione Civile (National Body for ENAC: Civil Aviation). ENAC AD Lombardy: ENAC Airport Division Lombardy. Ente Nazionale di Assistenza Volo (National Flight ENAV SpA: Assistance Agency). SEA SpA: Company managing Milan Linate airport.
AIRPORT ASSISTANCE SERVICES IN IRREGULAR Rev.: OPERATING CONDITIONS RS/LIN/3.1 AIRPORT REGULATION (REDUCED CAPACITY AND CONTINGENCY) LINATE AIRPORT Effective date: Page 12-7 01/12/2016
12.2.2 General rules
12.2.2.A Purpose
This procedure applies to operations carried out at Milan Linate airport starting from the occurrence of Visibility Condition 2, as defined in the previous paragraph, and prescribe the safety parameters of ground operations mainly in order to minimise the risk of runway incursions or collisions between aircraft on the ground and/or vehicles and/or infrastructures.
12.2.2.B Allowed operations
Operations in CAT II, CAT IIIA, CAT IIIB and take-offs with RVR less than 400 m can be performed at Milan Linate airport provided that the operator is in possession of the approval issued by its country of origin. In the presence of certain requirements, and always subject to the approval of the country of origin, the operator can perform operations with an RVR of less than 125 metres (for Category A, B and C aircraft) or less than 150 metres (for Category D and E aircraft) but not less than 75 metres. If approach and landing operations in CAT II/III are not available, le departures with RVR of less than 550 metres are nevertheless permitted provided that the LVP have been prepared and duly activated.
12.2.2.C Carriers and operators authorised to operate in low visibility
The requirements of Carriers and operators authorised to operate in low visibility are provided in arts. 2 and 3 of the ENAC Regulation "All Weather Flight Operations in the National Airspace".
12.2.2.D Infrastructures and facilities
12.2.2.D.a Available infrastructures and facilities
The infrastructures and facilities available are:
• Runway 36, enabled for Category III B operations. • ILS RWY 36 • RVR three point (TDZ, MID, END) detection system • Aeronautical Visual Light (AVL):
- CAT III luminous approach path (ALS); 1. Runway shoulder; 2. Runway axis; 3. Runway threshold/end; 4. Contact zone; 5. Runway Guard Lights (RGL); 6. Intermediate holding position lights (IHP) on taxiways (TWY) N, T, K and on taxiways A, B, D, E of the North Apron; 7. Taxiway centerline lights (TWY and North Apron TWYs); AIRPORT ASSISTANCE SERVICES IN IRREGULAR Rev.: OPERATING CONDITIONS RS/LIN/3.1 AIRPORT REGULATION (REDUCED CAPACITY AND CONTINGENCY) LINATE AIRPORT Effective date: Page 12-8 01/12/2016
8. Stop Bar with associated anti-intrusion sensor on link roads G and T (T2) at position CAT II/III and at holding position CAT I (T1); 9. No Entry Bar with associated anti-intrusion sensor with runway entry prohibition function on link roads J and K; 10. No Entry Bar on APN TWY A 11. Runway reserve lights power; 12. Automatic monitoring of AVL system.
12.2.2.D.b Infrastructures and facilities - responsibilities
For adoption of the appropriate requirements and related dissemination via NOTAM:
• it is the responsibility of ENAV TWR to inform the SEA Duty Manager if the radio assistance and RVR systems are not operating correctly; • it is the responsibility of SEA Centrale Elettrica to inform ENAV TWR if light assistance systems are not operating correctly, systems monitoring included; • it is the responsibility of ENAV TWR to inform SEA Duty Manager and SEA Centrale Elettrica if SMR is out of service.
For their respective systems, ENAV and SEA Duty Manager shall request ARO to issue the NOTAM, also communicating the incorrect operation to ENAC AD.
12.2.2.D.c Management of malfunctions or deterioration of airport facilities
The effects that a malfunction or degradation in the operation of airport facilities produces on aircraft minimum operating parameters or on the type of operations which can be carried out at the airport are governed by ENAC circular APT-05 to the extent not already provided for in the Airport Construction and Operation Regulations. In case of need, ENAV and SEA will endeavour, each for its own area of competence, to immediately recover system efficiency, in compliance with ICAO attachments 10 and 14 for that not provided for in the ENAC Airport Construction and Operation Regulations.
12.2.2.E ILS Sensitive Areas and Critical Areas
CAT II/III Sensitive Areas are indicated in the attached layout with a red hatched area. CAT II/III Critical Areas are fenced with orange plastic mesh (1.20 m high); prohibition of access has been highlighted, in the vicinity of the gates in the fence for the entry of persons and vehicles in case of need and numbered, according to the layout, from 1 to 15, bearing the wording: “ILS System Critical Area NO ENTRY”. In the attached layout in Attachment 1, the "critical areas" are indicated in solid red.
12.2.2.E.a Circulation in sensitive areas
The presence of vehicles and/or people in Sensitive Areas of the ILS system is incompatible with landing and takeoff operations during LVP.
AIRPORT ASSISTANCE SERVICES IN IRREGULAR Rev.: OPERATING CONDITIONS RS/LIN/3.1 AIRPORT REGULATION (REDUCED CAPACITY AND CONTINGENCY) LINATE AIRPORT Effective date: Page 12-9 01/12/2016
12.2.2.E.b Maintaining critical ILS areas based on instructions
SEA SpA must ensure to keep the height of the grass and snow inside the critical areas of both the Localiser and the Glide Path of the system ILS within the established limits.
12.2.2.F People and vehicles authorised to circulate in the movement area in low visibility conditions
During AWO, vehicles circulating in the movement area must be kept to the indispensable minimum and allowed only for authorised vehicles needed to guarantee continuity of airport operations with the necessary requisites.
12.2.2.F.a Access to the manoeuvring area
Starting from visibility condition 2, TWR, in coordination with SEA, will order the withdrawal of all vehicles and personnel present in the manoeuvring area and in adjacent areas involved in construction, maintenance or other non-essential activities; moreover, access to the area in question:
• is limited to the absolute minimum; • is allowed only for authorised vehicles necessary to ensure operational continuity; • is always subject to authorisation granted case by case by the TWR, following coordination on the appropriate radio frequency; • is always subject to maintenance of continuous two-way radio contact with the TWR.
NOTE: it is essential that drivers of authorised vehicles repeat communications received and obtain confirmation of correct receipt from the Control Tower itself.
The only vehicles allowed to operate in the Manoeuvring Area are the following:
• SEA vehicles used for runway inspections, measurement of runway braking coefficients, snow clearing and de-icing of paved surfaces of the Manoeuvring Area; • SEA, ENAV and TECHNO Sky vehicles engaged in system maintenance and control activities; • Follow-me (SEA) ; • BCU - Bird Control Unit vehicle; • Fire-fighting vehicles (fire brigade for emergencies); • Ambulances (First-aid station and other external vehicles in emergencies).
AIRPORT ASSISTANCE SERVICES IN IRREGULAR Rev.: OPERATING CONDITIONS RS/LIN/3.1 AIRPORT REGULATION (REDUCED CAPACITY AND CONTINGENCY) LINATE AIRPORT Effective date: Page 12-10 01/12/2016
12.2.2.F.b Access to the apron area
Agencies and vehicles authorised to operate:
• vehicles already authorised to operate in the manoeuvring area • ENAC vehicles in carrying out inspections • vehicles needed for normal ramp activities • vehicles for security services
Vehicle circulation must be kept to the indispensable minimum and allowed only for vehicles needed to ensure normal operations. In any case, precedence must be given to roads that do not involve aircraft taxiways.
12.2.3 Low Visibility Procedures (LVP)
12.2.3.A Application
Low visibility procedures are applied in 4 (four) distinct phases:
• Setup phase • Activation phase • Deactivation phase • Cancellation phase
RVR values and cloud base height for LVP phases
SET UP ACTIVATION DEACTIVATION CANCELLATION RVR TDZ < 550 LVP RVR TDZ < 800 m m RVR TDZ > 550 m RVR > 800 m and/or and/or and and cloud base = 200 ft cloud base < cloud base > 200 ft cloud base > 200 ft 200 ft
The LVP are prepared and activated without distinction for all the following flight operations
CAT II RVR TDZ < 550 m
CAT III RVR TDZ < 300 m
LVTO Any RVR point < 400 m
AIRPORT ASSISTANCE SERVICES IN IRREGULAR Rev.: OPERATING CONDITIONS RS/LIN/3.1 AIRPORT REGULATION (REDUCED CAPACITY AND CONTINGENCY) LINATE AIRPORT Effective date: Page 12-11 01/12/2016
12.2.3.A.a Preparation phase
In order to enable aircraft to carry out, without loss of continuity, precision instrument approach and landing, as well as take-off, operations, activation of Low Visibility Procedures, in the presence of the envisaged parameters, must be preceded by a series of operations to prepare the airport system.
These operations consist of warning all relevant components of the airport system when weather conditions are such as to consider activation of the low visibility procedures imminent; the agencies concerned must then confirm their readiness to support the requested operations.
Preparation of the low visibility procedures, for both approaches and landings as well as take- offs, must be carried out in the presence of worsening weather conditions, when:
• the RVR value at TDZ is less than or equal to 800 metres, or • the cloud base measured in the approach sector is equal to 200 ft.
Through the TAM TAM system, the TWR requests the following bodies to prepare the Low Visibility procedures, subdivided into groups based on whether data acquisition is requested or not:
Bodies for which data acquisition is requested:
• SEA Duty Manager • Fire Brigade • SEA Electricity power station • SEA First Aid Station • SEA Security Service
Bodies where data acquisition is not requested :
• ENAC - Airport Division • Border Police • Carabinieri • Finance Police
If there is no acquisition by one of the above, the SEA Duty Manager must phone it and if necessary, acquire the data for it on the TAM TAM system using the “force acquisition” function.
If the TAM TAM does not work, the TWR will contact SEA Duty Manager and the Fire Brigade via telephone. In turn, the Duty Manager will inform the remaining bodies and the ENAC AD officer on call.
In liaison with the SEA Duty Manager, the TWR orders withdrawal of vehicles and personnel involved in construction, maintenance and other non-essential activities from the manoeuvring area and from the adjacent areas.
Withdrawal of non-essential vehicles and personnel from the manoeuvring area must be completed before the RVR value drops to 550 metres.
AIRPORT ASSISTANCE SERVICES IN IRREGULAR Rev.: OPERATING CONDITIONS RS/LIN/3.1 AIRPORT REGULATION (REDUCED CAPACITY AND CONTINGENCY) LINATE AIRPORT Effective date: Page 12-12 01/12/2016
Failure to complete the envisaged preparation activities will not allow activation of the low visibility procedures.
Completion of the preparation phase does not automatically lead to activation of the low visibility procedures that will only take place on reaching the envisaged RVR and/or cloud base values.
12.2.3.A.b Activation phase
Activation of the low visibility procedures, for both approaches and landings as well as take-offs, must be carried out when:
• the RVR value at TDZ is less than or equal to 550 metres or • he cloud base measured in the approach sector is less than 200 ft.
Through the TAM TAM system the TWR requests activation of low visibility procedures, which requires completion of the operations in the subsection above (Preparation phase), to the following Bodies in groups, based on whether data acquisition is requested or not:
Bodies for which data acquisition is requested:
• SEA Duty Manager • Fire Brigade • SEA Electricity power station • SEA First Aid Station • SEA Security Service
Bodies where data acquisition is not requested :
• ENAC – Airport Division • Border Police • Carabinieri • Finance Police
The abovementioned airport bodies must ensure that their operational services are carried out, in terms of attention, in the form consistent with the current state of visibility.
If there is no acquisition by one of the above, the SEA Duty Manager will have to phone it and if necessary, acquire the data for it on the TAM TAM system using the “acquisition force” function.
If the TAM TAM does not work, the TWR will contact SEA Duty Manager and the Fire Brigade via telephone. In turn, the Duty Manager will inform the remaining bodies and the ENAC AD officer on call.
TWR transmits via ATIS appropriate information on activation of the low visibility procedures (LVP IN PROGRESS). If activation is requested without having prepared the LVP operations, activation also presupposes completion of preparation activities foreseen for the Preparation Phase.
AIRPORT ASSISTANCE SERVICES IN IRREGULAR Rev.: OPERATING CONDITIONS RS/LIN/3.1 AIRPORT REGULATION (REDUCED CAPACITY AND CONTINGENCY) LINATE AIRPORT Effective date: Page 12-13 01/12/2016
12.2.3.A.b.1 References for aircraft movement in the manoeuvring area
During the activation phase:
• The runway used will be RWY RWY 36.
• Alignment for departure will take place from link road T, subject to authorisation at the CAT II/III holding position (T2);
• Use of the CAT1 holding position T1, with Stop Bar on, is only allowed with RVR values on all three points greater than or equal to 400m and in the absence of instrument approaches;
• Exceptionally, in the event of unavailability of link road T, take-off alignment may take place from link road G with subsequent back-track manoeuvre;
• Landing aircraft must leave the runway only via link roads G or K;
• Link road J cannot be used;
• Movement from the West Apron must take place exclusively using link road N;
• The runway cannot be used for CAT II/III landing operations if a landed aircraft or one that renounces departure has not freed the ILS sensitive area, even if the aircraft is off the runway. This rule also applies to any personnel and/or vehicles present in said sensitive area;
• The pilot must always report to have freed the sensitive areas (yellow-green centreline lights);
• The Fire Brigade must keep the garage shutters open and remain on board the fire engines.
• As regards to the States of Local Standby/Emergency/Accident, see the document attached to the ENAC AD Ordinance “Regulations and Procedures for States of Local Standby/Emergency/Accident”.
• For the movement of aircraft in the manoeuvring area, IHPs are defined whose proper use ensures an appropriate longitudinal spacing between a/c; the IHPs available are:
AIRPORT ASSISTANCE SERVICES IN IRREGULAR Rev.: OPERATING CONDITIONS RS/LIN/3.1 AIRPORT REGULATION (REDUCED CAPACITY AND CONTINGENCY) LINATE AIRPORT Effective date: Page 12-14 01/12/2016
on TWY T: Intermediate Holding Position : T5 (two-way); T4 (North-South direction); T3 (North-South direction); T2 (RWY Holding Position CATII/III 36) T1 (RWY Holding Position CAT I 36)
on TWY N: Intermediate Holding Position : N1, N2, N3, N4, N5 e N6 (two-way);
on TWY K: Intermediate Holding Position : K3 (East-West direction); K1 (East-West direction);
12.2.3.A.b.2 References for aircraft movement on aprons
For the movement of aircraft on the North Apron, the following reference points are defined in order to optimize orderly handling in any visibility conditions, identified as follows:
• on APN TWY B: Intermediate Holding Position: B1 (North-South direction); • on APN TWY D: Intermediate Holding Position : D1 (North-South direction); D2 (North-South direction); • on APN TWY E : Intermediate Holding Position : E1 (East-West direction); • on APN TWY A : Intermediate Holding Position : A1 (South-North direction);
12.2.3.A.b.3 Reporting obligation
During LVP all aircraft are required: • to report on all the Intermediate Holding Positions indicated, unless otherwise instructed by the TWR; • to report to have reached the assigned stand; • to report to have freed sensitive areas.
12.2.3.A.b.4 Aircraft movement procedures - See also Attachment 12.2.3 "Aircraft Movement Summary Table"
12.2.3.A.c Deactivation/cancellation phase
When RVR values and cloud base height rise above the value that caused LVP activation, these must be deactivated through all the coordination necessary. Deactivating LVP operations does not mean cancelling set-up until the RVR/cloud base height in the approach sector values are higher than those set for set-up for a period of at least 20 minutes. The above can be derogated if weather conditions should improve rapidly. Through the TAM TAM system the TWR requests the deactivation/cancellation of Low Visibility Procedures to the following Bodies subdivided into groups, based on whether data acquisition is requested or not:
Bodies for which status acquisition is requested:
AIRPORT ASSISTANCE SERVICES IN IRREGULAR Rev.: OPERATING CONDITIONS RS/LIN/3.1 AIRPORT REGULATION (REDUCED CAPACITY AND CONTINGENCY) LINATE AIRPORT Effective date: Page 12-15 01/12/2016
• SEA Duty Manager • Fire Brigade • SEA Electricity power station • SEA First Aid Station • SEA Security Service
Bodies for which status acquisition is not requested:
• ENAC – Airport Division • Border Police • Carabinieri • Finance Police
If there is no acquisition by one of the above, the SEA Duty Manager must phone it and if necessary, acquire the data for it on the TAM TAM system using the “force acquisition” function.
If the TAM TAM does not work, the TWR will contact SEA Duty Manager and the Fire Brigade via telephone. In turn, the Duty Manager will inform the remaining bodies and the ENAC AD Lombardy officer on call.
12.2.3.A.d ATFCM restrictions
During the aforementioned phases, it is possible to switch from high to low traffic capacity, taking into account the factors present in the document and according to criteria adopted by ENAV in consultation with the Management Company SEA SpA.
The following are the procedures required to switch from maximum to minimum incoming traffic capacity: a) RVR TDZ less than or equal to 800 metres down to 600 metres or Visibility Conditions 2: incoming traffic capacity will be 16 a/c per hour; In the event of unavailability of the SMR system and/or Stop Bar T1 incoming traffic capacity will be 12 a/c per hour; b) RVR TDZ less than or equal to 550 metres down to 400 metres and/or cloud base less than 200 ft, with or without SMR available: incoming traffic capacity will be 10 a/c per hour; c) RVR in any of the points TDZ, MID or END less than 400 m: incoming traffic capacity will be 10 a/c per hour; In the event of unavailability of the SMR system, hourly traffic capacity will be 6 movements in total (normally 3 arrivals and 3 departures).
If RVR values stabilise above the established values and weather forecasts confirm this trend, airport capacity will gradually go back to the maximum capacity in accordance with the above scheme
AIRPORT ASSISTANCE SERVICES IN IRREGULAR Rev.: OPERATING CONDITIONS RS/LIN/3.1 AIRPORT REGULATION (REDUCED CAPACITY AND CONTINGENCY) LINATE AIRPORT Effective date: Page 12-16 01/12/2016
With the exception of the condition in one movement at a time is made, departures are free from restrictions; it will be the responsibility of Linate TWR to assess the issue of any restrictions for traffic departing with regard to the movement criteria and the envisaged amount of incoming traffic.
Linate TWR, having implemented the usual coordination with the SEA Duty Manager, may tactically act on the taxi-time as necessary.
If incoming traffic demand should exceed declared capacity for the current visibility conditions, to absorb as many arriving aircraft as possible, the TWR, in agreement with the Duty Manager, can reduce (and if necessary suspend) the number of departures according to the operational capacity of the Aircraft Aprons, also through Flow Control measures.
Summary table
Number of arrivals per hour RVR conditions – cloud base height SMR available SMR not available
a) 16 12
b) 10 10
c) 10 6 (total arrivals + departures)
AIRPORT ASSISTANCE SERVICES IN IRREGULAR Rev.: OPERATING CONDITIONS RS/LIN/3.1 AIRPORT REGULATION (REDUCED CAPACITY AND CONTINGENCY) LINATE AIRPORT Effective date: Page 12-17 01/12/2016
12.2.4 Procedures in the manoeuvring area in low visibility conditions
This paragraph concerns the procedures to be applied when visibility conditions prevent, in full or in part, direct visual control of the manoeuvring area, in order to avoid runway incursions. Specifically, the provisions below refer to Visibility Conditions 1, 2 and 3 as defined in paragraph 12.2.1.
12.2.4.A In visibility conditions 1
• Aircraft movement will take place normally without additional procedures.
12.2.4.B In visibility conditions 2
The procedures in question apply whenever all or part of the manoeuvring area is not visible by the Controller due to weather conditions.
• The pilot must separate himself from other aircraft in sight according to instructions/information from the TWR;
• Upon the occurrence of this condition, the Stop Bars G and T (T1) must be on; switching on the Stop Bars in this condition is aimed at preventing runway incursions and not protecting ILS sensitive areas;
• The manoeuvring and adjacent areas must be cleared as in the Preparation phase;
• In the conditions referred to in point 5.4.2, which envisage closure of TWY K, movement on TWY N from/to the West Apron will be permitted one a/c at a time with the following procedures:
• a/c in arrival heading for the West Apron will be instructed to wait at IHP A1 in case of traffic coming in the opposite direction;
• a/c in departure heading for the North Apron will be instructed to wait on the West Apron in case of traffic coming in the opposite direction;
With RVR less than or equal to 550 metres and down to 400 metres of one of the three detection points:
• aircraft movement will be via use of the IHPs and RHPs in contiguous mode, which ensure adequate longitudinal spacing
T 5 T 4 T 3
AIRPORT ASSISTANCE SERVICES IN IRREGULAR Rev.: OPERATING CONDITIONS RS/LIN/3.1 AIRPORT REGULATION (REDUCED CAPACITY AND CONTINGENCY) LINATE AIRPORT Effective date: Page 12-18 01/12/2016
• The above spacing can be reduced if the pilot declares, under his/her own responsibility, that he/she can keep preceding traffic in sight and can handle separation autonomously.
• Aircraft movements on the North Apron, in the absence of Apron taxiline lights, will be assisted by follow-me to T5 (for North Apron RVR STOP END value of RWY 36).
12.2.4.C In visibility conditions 3 (RVR 400 m at any of three detection points) In these conditions there are two cases: a) "SMR available" b) "SMR not available".
12.2.4.C.a SMR available:
Apron movements:
• Aircraft movement must take place based on information sequences provided by the Tower, using specific routes and apron IHPs.
• On the North Apron, follow-me assistance will be provided at the request of the Captain; on the West Apron, assistance by the follow- me of the selected handler remains compulsory.
Aircraft movement in the manoeuvring area:
• aircraft movement must be via use of the IHPs and RWY HP T2 in contiguous mode, which ensure adequate longitudinal spacing between a/c.
EXAMPLE:
T 5 T4 T 3
• The above spacing can be reduced if the pilot declares, under his/her own responsibility, that he/she can keep preceding traffic in sight and can handle separation autonomously. This reduction does not apply with RVR less than or equal to 150 m
• Landing aircraft heading to the West Apron:
- The preferred runway exit is via link road K - If it is impossible to use link road K, exit from the runway will be via link road G.
AIRPORT ASSISTANCE SERVICES IN IRREGULAR Rev.: OPERATING CONDITIONS RS/LIN/3.1 AIRPORT REGULATION (REDUCED CAPACITY AND CONTINGENCY) LINATE AIRPORT Effective date: Page 12-19 01/12/2016
• Landing aircraft heading to the North Apron:
- Will exit the runway via link road G .
12.2.4.C.b SMR not available:
A malfunction of the SMR system requires movement of only one aircraft at a time in the movement area, namely:
• A departing aircraft may be authorised to move from the parking area to the holding position only when the approaching aircraft has landed and has confirmed that it has reached the parking position or when the aircraft preceding it in the departure sequence has reported take-off; push-back can always be approved.
• An aircraft may be authorised to land only when the preceding approaching aircraft has landed and has confirmed to have reached the parking position or the departing aircraft has confirmed take-off.
A vehicle is to be regarded as an aircraft.
Landing aircraft heading to the West Apron:
• The preferred exit from the runway will be via link road G; outside the sensitive area, follow-me assistance is envisaged from the holding point on APN TWY A to the intersection with TWY G to N6 and from N1 to the parking position.
Landing aircraft heading to the North Apron:
• Will exit the runway via link road G; outside the sensitive area, follow-me assistance is envisaged from the holding point on APN TWY A or APN TWY E to the intersection with TWY G (according to the assigned stand) to the parking position.
Departing aircraft:
• Follow-me assistance is envisaged from the parking position to T5 (for taxiing from the west apron from the parking position to N1 and from N6 to T5 );
• The aircraft will proceed autonomously to T2 (Holding Position CAT II and III) and may be authorised to take off only when the follow-me has confirmed to have reached the North Apron.
AIRPORT ASSISTANCE SERVICES IN IRREGULAR Rev.: OPERATING CONDITIONS RS/LIN/3.1 AIRPORT REGULATION (REDUCED CAPACITY AND CONTINGENCY) LINATE AIRPORT Effective date: Page 12-20 01/12/2016
12.2.4.D Follow-me service
To facilitate assistance by the follow-me vehicle, the latter will be stationed in the following locations: on the North Apron:
• APN TWY A intersection TWY G • APN TWY E intersection TWY G on the West Apron:
• APN TWY Y intersection TWY K ( IHP K1) • APN TWY Y intersection TWY N ( IHP N1)
12.2.4.E Training approaches and landings
For CAT II or III “training” approaches and landings of civil aircraft with visibility higher than the minimum values of Category I, authorised pursuant to paragraph 12.2.2.B, preparation and activation of the LVPs is not required.
AIRPORT ASSISTANCE SERVICES IN IRREGULAR Rev.: OPERATING CONDITIONS RS/LIN/3.1 AIRPORT REGULATION (REDUCED CAPACITY AND CONTINGENCY) LINATE AIRPORT Effective date: Page 12-21 01/12/2016
12.2.5 Contingencies
12.2.5.A Aircraft or vehicle lost in the manoeuvring area
Taxiing traffic will receive instructions from the TWR to report and hold its position and will be informed of the last position reported/known for the lost traffic. Taxiing traffic will receive instructions from the TWR to report and hold its position and will be informed of the last position reported/known for the lost traffic. The Controller will instruct a follow-me car to carry out a search and this will be given all possible information including last known position reported by the lost traffic and others present in the manoeuvring.
12.2.5.B Radio breakdown in the manoeuvring area
Any time an aircraft or vehicle operating in the manoeuvring area finds itself with radio problems, it must do as follows: • Departing aircraft: will continue on the assigned route, paying special attention to avoid any deviation, till reaching its clearance limit position, where it will hold waiting for a follow-me to go back to the stand;
• Arriving aircraft: will clear the runway and the sensitive area on the appropriate taxiway and hold waiting for a follow-me for the stand;
• Vehicle: will clear the manoeuvring area as fast as possible (possibly avoiding aircraft routes) paying special attention to traffic and will inform the TWR by the quickest way possible that it has left the manoeuvring area.
There can in no way be any derogation from the above, without prejudice to operations being suspended with a non operational SMR..
12.2.5.C Full emergency or accident status
If an emergency or accident occurs, all taxiing traffic in the manoeuvring area will be instructed by the TWR to report and hold its position.
The TWR will give maximum priority and assistance to emergency vehicles, applying Airport Emergency Plan measures.
The Stop Bars with associated anti-intrusion sensor on link roads G and T, and the No Entry Bars with associated anti-intrusion sensor with no-entry function only on link roads J and K, are there to protect runway 36/18 and/or the sensitive areas and, therefore, these positions cannot be passed without prior authorisation from the TWR.
AIRPORT ASSISTANCE SERVICES IN IRREGULAR Rev.: OPERATING CONDITIONS RS/LIN/3.1 AIRPORT REGULATION (REDUCED CAPACITY AND CONTINGENCY) LINATE AIRPORT Effective date: Page 12-22 01/12/2016
12.2.5.D Additional procedures
12.2.5.D.a Tactical monitoring of airfield lighting
Starting from the LVP preparation phase, SEA will verify the functioning of the vertical and horizontal airfield lighting when the related automated monitoring is not available, through tactical monitoring of the following systems with the described frequency:
• at least every two hours on all IHPs (E1 , A1, B1 , D1 and D2 included); • at least every hour of HPs T1, T2 and G ;
Starting from the LVP activation phase, SEA will monitor, when the related automated monitoring is not available, operation of the runway AVLs through tactical monitoring once an hour. Exceptions to this frequency must be coordinated according to traffic conditions between SEA and ENAV.
12.2.5.D.b Protection of link roads J – K
Link roads J and K, cannot be used for access to runway 36/18 and must always be protected with functioning anti-intrusion devices (sensors and fixed red lights).
Starting from the LVP preparation phase, in case of malfunction/non-functioning (out of service) of the following systems:
• Automatic AVL Monitoring system and/or • SMR.
SEA must close link roads J - K through signage and temporary physical barriers pursuant to ENAC Regulations.
12.2.5.D.c Malfunction of Stop Bars and No Entry Bars
The total or partial malfunctioning of the Stop Bars and No Entry Bars does not decategorise the airport but the alternative measures set out below will be applied.
12.2.5.D.c.1 Malfunction of No Entry Bars link roads J - K
Starting from visibility conditions 2, SEA must close link roads J - K through signage and temporary physical barriers pursuant to ENAC Regulations.
12.2.5.D.c.2 Malfunction of Stop Bars link roads G and T
In the event of even only a partial malfunction which affects the illumination of the red lights or operation of the microwave barriers of the anti-intrusion system, the "contingency" measures specified below will be applied, informing pilots:
Visibility Conditions 2 until activation of the LVP AIRPORT ASSISTANCE SERVICES IN IRREGULAR Rev.: OPERATING CONDITIONS RS/LIN/3.1 AIRPORT REGULATION (REDUCED CAPACITY AND CONTINGENCY) LINATE AIRPORT Effective date: Page 12-23 01/12/2016
• Malfunction Stop Bar T1 This Stop Bar must be deactivated and Stop Bar T2 must be used.
• Simultaneous malfunction T1 and T2
With SMR available, assistance from a Follow-me car must be requested which will precede the aircraft during RHP T2 crossing.
With SMR not available, one movement at a time will be carried in the manner provided for in para.. 12.2.4.C.b.
• Malfunction Stop Bar G (usable only on exit) With SMR available, link road Golf will be monitored by a SEA vehicle positioned on the North Apron and in contact with the TWR.
With SMR not available, one movement at a time will be carried in the manner provided for in para. 12.2.4.C.b.
LVP activated
• Malfunction Stop Bar T2 One movement at a time will be carried in the manner provided for in para. 12.2.4.C.b. • Malfunction Stop Bar G One movement at a time will be carried in the manner provided for in para. 12.2.4.C.b.
12.2.5.D.c.3 Malfunction hindering switching off stop bars
In visibility conditions 2 or in LVP, any malfunction of the stop bars that compromises their turn off (if the lights cannot be switched off immediately or the aircraft cannot be given a new route), shall be the subject of the following contingency procedures, in order of preference:
• assistance from a Follow-me car must be requested which will precede the aircraft during RHP crossing;
• if no Follow-me car can be provided, the aircraft, when it actually reaches the pertinent RHP, will be given instructions by the TWR in the appropriate terminology.
12.2.5.D.c.4 Malfunction of all stop bars
In visibility conditions 2 or in LVP, the simultaneous malfunction of all stop bars involves movement in the manoeuvring area limited to one movement at a time with the procedures envisaged in para. 12.2.4.C.b.
AIRPORT ASSISTANCE SERVICES IN IRREGULAR Rev.: OPERATING CONDITIONS RS/LIN/3.1 AIRPORT REGULATION (REDUCED CAPACITY AND CONTINGENCY) LINATE AIRPORT Effective date: Page 12-24 01/12/2016
12.2.6 Attachments
Attachment 12.2.1 contains a map of the Critical Areas. Attachment 12.2.2 contains the Low visibility procedure chart. Attachment 12.2.3 contains the visibility conditions summary table.
AIRPORT ASSISTANCE SERVICES IN IRREGULAR Rev.: OPERATING CONDITIONS RS/LIN/3.1 AIRPORT REGULATION (REDUCED CAPACITY AND CONTINGENCY) LINATE AIRPORT Effective date: Page 12-25 01/12/2016
12.3 Snow clearing2
12.3.1 Airport Snow Committee
The Airport Snow Committee3 meets in the Crisis Room, like the Crisis Response Committee, and is composed of the heads of :
• ENAC Lombardy Airport Division • ENAV • SEA • AOC • Handlers.
12.3.2 Activation phases
• Alert: On the basis of a forecast of likely snowfall in the next 24 hours, the Manager of the Airport Snow Committee, or a deputy, activates the phase and informs the Duty Manager in advance in order for the latter to contact (also via text message):
- the SEA Linate Airport Maintenance Manager - Winter Operations Manager; - the SEA Linate Vehicle Maintenance Manager; - the Third party Handling Company Manager; - the ENAV Duty Manager (CSO); - the ENAC Airport Division Lombardy Manager; - the External Relations Manager; - the Airport Passenger Contingency Plan Manager (if convened).
In this phase the Duty Manager contacts:
- via text message and/or circular telex all Airlines;
- via text message the members of the “Snow Emergency Group” list.
• Alarm: This phase must be activated 6 hours prior to the expected significant weather phenomenon. The time frame depends on the type of recast and is encoded with minimum response times to ensure the “response phase”. In this phase the Duty Manager, in consultation with the Manager of the Airport Snow Committee, or a deputy, informs the members of the Airport Snow Committee in advance concerning the ongoing state of alarm, updating the communication if necessary according to real weather conditions, in order to ensure the Committee's presence when the snowfall actually starts (Emergency).
2 References: Airport Manual - PROCOP 170: Operating snow removal plan 3 Ref. ENAC letter dated 09/01/2001 No. 10-01/PRE AIRPORT ASSISTANCE SERVICES IN IRREGULAR Rev.: OPERATING CONDITIONS RS/LIN/3.1 AIRPORT REGULATION (REDUCED CAPACITY AND CONTINGENCY) LINATE AIRPORT Effective date: Page 12-26 01/12/2016
In this phase the Duty Manager contacts:
via telephone:
• the SEA Linate Airport Maintenance Manager - Airport Snow Committee Manager; • the SEA Linate Vehicle Maintenance Manager; • the Third party Handling Company Manager; • the ENAV Duty Manager (CSO); • the ENAC Airport Division Lombardy Manager; • the External Relations Manager.
via text message and/or circular telex:
• all Airlines;
The Duty Manager, in agreement with the Linate Airport Maintenance Manager, initiates calls to personnel included in the "Snow Emergency Group" lists, communicating activation of the "snow alert" phase and indicating the deadline for being present at the airport.
• Emergency: This is the phase when it actually starts to snow; it may be preceded or not by the alarm and alert phases. or not by the alarm and alert phases. The Duty Manager, in consultation with his manager, convenes the Airport Snow Committee (already contacted beforehand in the alarm phase). The Duty Manager communicates the timing of activation of snow clearance received from the Linate Airport Maintenance Manager (or his deputy), to ENAV TWR.
The Duty Manager informs of the start of the snowfall:
via text message and/or circular telex:
• all Airlines; • members of the “Snow Emergency Group” list.
Details of the equipment and the personnel involved are contained in the current "Snow Emergency Plan".
The Duty Manager, in consultation with the Airport Snow Committee Manager, evaluates, depending on the weather conditions, whether and when to withdraw the chocks on the apron and concentrate ramp equipment under the Breda Hangar, positioning passenger buses in front of remote gates . All vehicles provided by external companies to be used in clearing operations, appropriately controlled and supplied with fuel and fluids, will be concentrated in the vicinity of Gate 2 (area outside the Breda Hangar North side). This area, previously freed from any vehicles/equipment not involved in the snow clearing operations, will act as a coordination centre for subsequent snow-clearing operations.
The Airport Snow Committee, through ENAC/DA, orders closure the airport or parts of it if appropriate.
AIRPORT ASSISTANCE SERVICES IN IRREGULAR Rev.: OPERATING CONDITIONS RS/LIN/3.1 AIRPORT REGULATION (REDUCED CAPACITY AND CONTINGENCY) LINATE AIRPORT Effective date: Page 12-27 01/12/2016
• End of emergency: The Duty Manager, in consultation with the Airport Snow Committee, declares the end of the snowfall and/or of the severe weather event.
The Duty Manager informs:
via text message and/or circular telex:
• all Airlines; • members of the “Snow Emergency Group” list.
12.3.3 Sequence management
When the snowfall occurs (Emergency), the Duty Manager, on the basis of the conditions of airport facilities (with the exclusion of any ATC restrictions), provides the Airport Snow Committee with evaluations on capacity levels at arrival and at departure, as well as the sequence of departures. The sequence of operations is defined based on the Estimated Off Block Time (EOBT) and Target Off Block Time (TOBT), taking into account any departing SLOTS. Subsequent changes depend on the status of the flight reporting "ready for start up", on whether or not de-icing/de- snowing operations are required, and on ATC requirements. The Airport Snow Committee may issue flow reductions. The number of movements will be continuously evaluated in light of changing weather conditions and actual contamination of the runways and aircraft: these values will be communicated, for the appropriate evaluations, to the Linate Airport Maintenance Manager (or his deputy). In emergency situations, Airlines must transmit to the Duty Manager (via telephone, SITA, or AOC representative) an updated list of operating flights and expected cancellations (in both arrival and departure). The Duty Manager shall report this information to the Airport Snow Committee. Only the Airport Snow Committee may impose priorities other than the sequences.
AIRPORT ASSISTANCE SERVICES IN IRREGULAR Rev.: OPERATING CONDITIONS RS/LIN/3.1 AIRPORT REGULATION (REDUCED CAPACITY AND CONTINGENCY) LINATE AIRPORT Effective date: Page 12-28 01/12/2016
12.3.4 Friction test
The test shall be conducted as prescribed in the “Measurement and disclosure of runway braking action data”4 procedure set forth in the Airport Manual, within ICAO limits. The results will be immediately provided by telephone to the Airport Snow Committee.
4 Airport Manual - PROCOP 080. AIRPORT ASSISTANCE SERVICES IN IRREGULAR Rev.: OPERATING CONDITIONS RS/LIN/3.1 AIRPORT REGULATION (REDUCED CAPACITY AND CONTINGENCY) LINATE AIRPORT Effective date: Page 12-29 01/12/2016
12.4 Airport Passenger Contingency Plan
The Contingency Plan is a planned and detailed method to assist/support passengers in case a contingency state is declared. The “Airport Passenger Contingency Plan” is supplementary and is intended as support, and should therefore be read together with the contingency plans (e.g. Snowfall Emergency Management Procedure, Integrated Emergency Planning).
The Airport Passenger Contingency Plan applies to all contingency cases, i.e. the occurrence of extraordinary circumstances (e.g. natural disasters or exceptional snowfalls) which cause long- term significant reduction of the airport operating capacity, with consequent cancellations or delays of scheduled flights. The “contingency state” is activated by the Crisis Response Committee (CRC), as defined in the existing specific corporate procedures. Only if it is deemed necessary by competent authorities (ENAC/Airport Coordination), it may also be implemented following events that do not trigger CRC activation, but still create significant inconveniences to passengers and airport users. In general, the Airport Passenger Contingency Plan should contemplate flexibility and adaptability, according to the seriousness of the event and to conditions that may change over time.
A list of types of contingencies includes but is not limited to the following:
EVENTS WITH EFFECTS THAT CAN BE PLANNED OR FORESEEN WITH > 48H NOTICE - snow/local weather emergencies;
EVENTS WITH EFFECTS THAT CAN BE PLANNED OR FORESEEN WITH ≤ 48H NOTICE - remote air disasters; - terrorist attacks in airports of origin; - diversions; - remote weather or geological event with deferred effects; - remote contamination or radiation with deferred effects;
EVENTS WITH SUDDEN EFFECTS - air disaster; - local weather or geological event; - violent local weather events; - total or partial black-out (ATC or airport); - terrorist attack; - local contamination or radiation; - disruption of air Carrier operations or sudden strikes of air transport Operators; - disruptive damage or breakdowns of strategic airport infrastructure (runways, BHS, ICT systems).
In particular, SEA has set up a series of additional services free of charge, over and above those offered by the Carriers and the handling companies, to provide the best possible assistance to passengers during their stay at the airport. A group of specially trained SEA employees will be at the passengers’ disposal at both terminals; assistance points called “Airport Help” will be installed, where personnel will provide AIRPORT ASSISTANCE SERVICES IN IRREGULAR Rev.: OPERATING CONDITIONS RS/LIN/3.1 AIRPORT REGULATION (REDUCED CAPACITY AND CONTINGENCY) LINATE AIRPORT Effective date: Page 12-30 01/12/2016 updated information on flight operation, and may offer meal coupons, baby kits and toys for children as necessary. In case of need, dedicated sleeping areas will be made available to spend the night at the airport. ACCESS AND OPERATIONS Rev.: OF GROUND SUPPORT RS/LIN/3.1 AIRPORT REGULATION SERVICE PROVIDERS
LINATE AIRPORT Effective date: Page 13-1 01/12/2016
13 ACCESS AND OPERATIONS OF GROUND SUPPORT SERVICE PROVIDERS
13.1 Introduction1
This part of the regulations governs the requirements, rules and procedures which Operators and Airlines must observe in order to carry out activities at the airport and retain their right to perform activities, as well as the mechanisms used by the Airport Operator to carry out coordination and control.
13.2 Procedure and access report
13.2.1 Handling Operator access
Articles 4,5 and 6 of Legislative Decree 18/99 establish the traffic limits to allow for groundhandling activities to be carried out in free market conditions by “Service providers” and “self-handlers”. To carry out one or more of the groundhandling services indicated in Annex A to Legislative decree 18/99, the party concerned shall have a certificate issued by ENAC, valid for the service or services it intends providing. The certificate, issued in conformity to provisions of the applicable ENAC APT series circular , will be valid for the airport for which it has been issued, for the provision of groundhandling services listed in the circular by the certified party.
13.2.2 Access procedure
The Operator that intends starting activities at the airport shall make a written application to the CCA and Airport Operator, indicating the services it intends providing as well as the type of areas/equipment it requires. The Service Provider undertakes:
1 References: - Legislative Decree 18/99 of 13/01/1999 (Transposition of EEC Directive concerning unobstructed access to the ground assistance services market in the airports of the Community) as subsequently amended and supplemented; - ENAC Circ. series APT 02B of 22/11/2013 on Access to the ground handling services market, Ascertainment of eligibility, Certification and Supervision of Airport Service Providers - Limitations and Waivers"; - NAC Regulation on Certification of airport ground handling services providers, Edition 5 of 23 April 2012. ACCESS AND OPERATIONS Rev.: OF GROUND SUPPORT RS/LIN/3.1 AIRPORT REGULATION SERVICE PROVIDERS
LINATE AIRPORT Effective date: Page 13-2 01/12/2016
1. qualification for access a. to refrain from using the certificate after the three-year period when it is valid, unless activities continue and certification is renewed by ENAC; b. to refrain from transferring certification to another Service provider; c. to refrain from using the certificate exceeding the limits authorised, relative to categories of groundhandling services expressly indicated in the certification specification; d. to refrain from performing additional activities not indicated in the certificate specification, unless ENAC has previously authorised an extension of or change to activities.
2. service categories a. to carry out services in conformity to operating and quality standards in force at the airport; b. to guarantee, within the framework of the chosen category(ies), the services of said category(ies) for which certification has been obtained; reference is made to Annex A to Legislative Decree 18/99 for a list of services.
3. carrying out activities Without prejudice to the certification and monitoring duties of ENAC, the Service provider/self- handler undertakes to organise activities as indicated below, in order to allow SEA, as Airport Operator and in the remit of its company functions, to coordinate and control the activities of all Operators present, so as to organise the airport service and guarantee the efficient use of resources and areas:
a. as regards operations, particularly air side operations: - to disclose the list of client users already using the service or for which it intends providing services at the airport, based on stipulated contracts, with particular reference to the type of aircraft used by clients, as well as all other variations; - to provide a detailed list of equipment made available to it, indicating if equipment is owned or held in another form; - to update the list, in the event of changes; - to ensure adequate resources (people and equipment) based on the number and type of own client airlines and characteristics of airport traffic; - to promptly inform the Airport Operator of all critical situations limiting or preventing the normal supply of groundhandling services, indicating the times and procedures for remedying said situations; - to guarantee the service not only for its own client users, but on request, for all airlines that occasionally operate at the airport, according to the procedure enclosed; - to guarantee operations directly or through agreements with eligible operators at the airport, informing the Airport Operator and also promptly informing the Airport Operator, ATC and the CCA of any possible service interruptions; b. as regards the maintenance of equipment: - to promptly remove equipment not in use or not working, so as to clear areas where operations have to take place; - to guarantee adequate maintenance of equipment, directly or through agreements with eligible Service providers, subject to authorisation from the Airport Operator if activities are carried out by Service providers using areas on airport grounds;
c. as regards personnel requirements: - to ensure that personnel used for apron operations have a specific airport licence (“Licence qualification”) and are familiar with regulations on the transit of equipment and personnel in the entire movement area; ACCESS AND OPERATIONS Rev.: OF GROUND SUPPORT RS/LIN/3.1 AIRPORT REGULATION SERVICE PROVIDERS
LINATE AIRPORT Effective date: Page 13-3 01/12/2016
- to ensure that personnel have airport access badges and have attended safety courses and in any case meet all requirements to access areas indicated in airport regulations in force; - to ensure, under its own responsibility and at its own expense, that personnel whose activity is carried out in contact with the travelling public, including passengers with disabilities or reduced mobility, is subject to appropriate training in assisting PRM, as specifically mentioned in Regulation (EC) No. 1107/2006 and ENAC Circular GEN 02 A;
d. as regards safety and accident prevention: - to carry out activities in conformity to the Operations’ Manual, indicating services carried out, airport structures required and describing operating procedures for use, coordinated with operating procedures in force at the airport and on airport grounds, in the Operations’ Manual; - to ensure its safety and accident prevention programme is put in place, in compliance with provisions regulating underboard and apron operations, as regards the arrangement of equipment and procedures for handling baggage and goods, as well as for notifying events for which a report is mandatory;
e. as regards quality assurance: - to guarantee that the Service Charter, describing service quality levels, conforms to levels in force throughout the airport [when preparing the Service Charter, reference shall be made to the Service Charter of the Airport Operator];
f. as regards security: - to not leave goods or baggage which cannot be stored on board or in the hold unattended; - to inform the Airport Operator of persons with responsibility and their relative functions; - to fulfil obligations required by the National Security Programme.
4. subcontractors and subagents Service Providers intending to use subcontractors shall observe the following conditions: a. limit the use of third party subcontractors to no more than half of certified activities, in conformity to requirements in regulations and ENAC indications; b. only use companies that meet the requirements indicated in regulations, subject to authorisation from ENAC and notification to the Airport Operator; c. control procedures for the supply of services by third party subcontractors and compliance with safety and quality standards in force at the airport.
The Service Provider shall also: a. be held responsible by the Airport Operator for failure to provide subcontracted services or the irregular provisions of said services, as well as for any damage sustained by installation or plants owned by the Airport Operator; a. guarantee insurance to cover risks of damage arising from activities carried out by appointed subcontractor(s); b. undertake to indemnify the Airport Operator against damage it has sustained, damage to airport infrastructures and personnel, or to third parties, arising from its own activities or the activities of its own subcontractor.
ACCESS AND OPERATIONS Rev.: OF GROUND SUPPORT RS/LIN/3.1 AIRPORT REGULATION SERVICE PROVIDERS
LINATE AIRPORT Effective date: Page 13-4 01/12/2016
5. spaces/plants The Service Provider enters into agreements with SEA for the assignment of areas and spaces, where available, that are suitable for the activity carried out, and undertakes to use them according to the procedures indicated in agreements with the Airport Operator and in the Airport Regulations. The Service Provider declares it has checked spaces and that said conform to requirements of regulations for the purpose of carrying out activities at the airport. The Provider also undertakes to maintain plants with due diligence and return them to the Airport Operator in good condition. If certification issued by ENAC is withdrawn, the Operator undertakes to stop activities at the airport and to hand over the spaces within the contract deadline or deadline notified by the Airport Operator. The Operator shall also return badges and airport qualifications to competent authorities within the above deadline, as provided for by regulations in force.
13.2.3 Controls by the Airport Operator
Within 60 days from receiving applications to operate and documentation necessary to carry out operating activities, and after receiving a copy of certification issued to the Operator, the Airport Operator will formally call the service provider or self-handler, or will reply as regards controls on the availability of spaces and the definition of aspects concerning the start of activities. If an agreement is not reached or controls are not successful, the Airport Operator will inform the applicant, giving reasons, and the Airport Management for matters in its remit. If an agreement is reached to use airport plants/infrastructures, the Airport Operator will inform Airport Management in order to prepare an access report.
13.2.4 Access report
A representative of the Airport Operator and a representative of the Service provider/self- handler, with required powers, sign the “Access and start of activities report” in the presence of the Airport Director or his delegate. The Service Provider declares in the report that it is familiar with and accepts the Airport Regulations in force at the airport, undertaking to bring its activities in line with requirements; it also declares it will guarantee the safety and quality of operations at the airport and provide a valid service. A standard access report template is shown overleaf.
13.2.5 Access report scheme
a. the Manager and the Service Provider have reached an agreement as to authorisation to access airport areas subject to restrictions (issue of badges and marks, licences to drive vehicles); b. The Airport Operator undertakes, in its remit of coordination activities, to guarantee that the Service Provider is adequately informed about safety and security measures adopted at the airport; c. In the event that an Airline has not previously identified the handler, the "handler selection procedure" included in the Airport Regulations will be applied; d. the Service Provider must provide a list of personnel, vehicles and equipment, signed by its representative, that will be used in ground handling activities, identified by type, number plate (if applicable), chassis number and quantity. Each Service Provider is responsible for the operating characteristics of equipment used in terms of safety and for relative procedures for use; ACCESS AND OPERATIONS Rev.: OF GROUND SUPPORT RS/LIN/3.1 AIRPORT REGULATION SERVICE PROVIDERS
LINATE AIRPORT Effective date: Page 13-5 01/12/2016
e. buildings, premises, systems or areas used by the Service Provider are deemed fit to perform the activity and for the intended use; f. the report and lists will be updated in relation to subsequent changes. To this end, the Service Provider, to the extent applicable, undertakes to notify any changes in relation to flights served, personnel employed, the names of those responsible, the vehicles and machinery introduced/removed from the airport and to insurance. g. The manager will ensure the keeping and updating of the Operator Register.
ACCESS AND OPERATIONS Rev.: OF GROUND SUPPORT RS/LIN/3.1 AIRPORT REGULATION SERVICE PROVIDERS
LINATE AIRPORT Effective date: Page 13-6 01/12/2016
13.3 Carrier’s Statement of Commitment
The Carrier is the owner of the air transport contract for which the handler provides groundhandling services and uses airport infrastructures. This part of the Airport Regulations therefore concerns the commitments of the Airline vis-à-vis the Airport Operator as concerns the use of infrastructures and selection and use of the handler. In order to regulate services and the management of infrastructures and guarantee the Airport Operator that activities are coordinated as required by law 265/2004 and the Navigation Code, the Airline which starts operating at Linate airport is required to: - be familiar with and accept the Airport Regulations in force at the airport, undertaking to bring its own activities in line with requirements therein; - carry out all preliminary controls to guarantee the proper performance of activities, in line with airport standards, as specified hereunder. For the same purpose, SEA does not directly provide groundhandling services, but guarantees handlers provide these services at the airport, so the Airline undertakes to provide assistance in a timely manner, directly or via handlers, for passengers, baggage and goods if anomalous events occur, even meeting obligations of Airlines indicated in the EC Regulation 261/2004 and the Charter of Passenger Rights. The commitments and preventive controls listed below are a fundamental requirement to carry out activities at the airport. The Airline’s operability is based on its acceptance of and declaration that it has provided for said.
13.3.1 Centralised facilities
SEA has centralised the management of the following facilities at Linate airport: - baggage handling and delivery (not including loading and unloading onto/from aircraft and onto/from the handling system); - passenger loading bridges and centralised aircraft power supply systems connected to said; - centralised systems for power supplies to aircraft at equipped remote stands of the infrastructure; - aircraft de-icing systems (excluding de-icing carried out using mobile equipment); - facilities for the handling/storage of live animals (stables); - centralised static system for fuel storage and distribution, managed by DISMA; - IT systems such as information to the public and to passengers; - airport information and related services; CUTE system. For some services (sorting and delivery, aircraft supply system, fuel storage and distribution, information systems, airport information and related services) no request is necessary and use is consequent to airport operation itself; for other services (de-icing, boarding piers, use of warehouse/treatment of live animals) use depends on special conditions or Carrier policies; in this case request for use must necessarily be addressed to the Airport Operator; use terms and conditions are regulated in the first part of these Airport Regulations. In compliance with the National Security Programme, the Airline undertakes to reach agreements with the Airport Operator to guarantee the reconcilement of baggage based on suitable procedures, to prevent affecting airport operations.
ACCESS AND OPERATIONS Rev.: OF GROUND SUPPORT RS/LIN/3.1 AIRPORT REGULATION SERVICE PROVIDERS
LINATE AIRPORT Effective date: Page 13-7 01/12/2016
13.3.2 Ground handling services
The Airline undertakes to inform the Airport Operator of its suppliers for the following categories of groundhandling services (ref. annex A to Legislative Decree 18/99):
1. Ground administration and supervision, which include: 1.1. liaison services with local authorities or other subjects, costs incurred on behalf of users and the supply of premises for its representatives; 1.2. control of loading, messages and telecommunications; 1.3. handling, storage, maintenance and administration of loading units; 1.4. other supervision services before, during and after the flight, as well as other administration services requested by the user.
2. Passenger assistance, which includes any type of assistance for passengers that are departing, arriving, in transit or have connecting flights; in particular the control of tickets, travel documents, the registration of baggage and transport to the handling system.
3. Baggage assistance, which includes the handling of baggage in the sorting room, sorting and preparation for departure, loading and unloading onto/from transport systems to and from the aircraft, as well as the transport of baggage from the sorting room to the delivery hall.
4. Cargo and mail assistance, which includes: 4.1. in the case of goods that are exported, imported or in transit, the actual handling of goods, the processing of relative documents, customs’ formalities and all conservative measures agreed on between the parties or required by circumstances; 4.2. in the case of incoming and outgoing post, the actual handling of correspondence, the processing of relative documents and all conservative measures agreed on between the parties or required by circumstances.
5. Assistance for runway operations, which includes: 5.1. guiding the aircraft on arrival and departure; 5.2. assistance with aircraft parking and the supply of appropriate vehicles; 5.3. organising communications between the aircraft and Service provider runway side; 5.4. loading and unloading from the aircraft, including the supply and installation of necessary equipment, as well as transport of the crew and passengers between the aircraft and air terminal and transport of baggage between the aircraft and air terminal; 5.5. assistance with aircraft start up and the supply of appropriate equipment; 5.6. moving the aircraft on departure and arrival, the supply and installation of necessary equipment; 5.7. transport, loading onto the aircraft and unloading of food and beverages.
6. Cleaning and airport services, which include: 6.1. cleaning of the aircraft exterior and interior, WC and water services; 6.2. cabin climate control and heating, removal of snow and ice, defrosting the aircraft; 6.3. cabin organisation using cabin equipment and storage of equipment.
7. Fuel and oil assistance, which includes: 7.1. organising refuelling, refuelling and recovering fuel, including storage, control of the quality and quantity of supplies; 7.2. supplying oil and other liquid substances.
ACCESS AND OPERATIONS Rev.: OF GROUND SUPPORT RS/LIN/3.1 AIRPORT REGULATION SERVICE PROVIDERS
LINATE AIRPORT Effective date: Page 13-8 01/12/2016
8. Aircraft maintenance assistance, which includes: 8.1. ordinary operations carried out before the flight; 8.2. special operations requested by the user; 8.3. supply and management of material necessary for maintenance and spare parts; 8.4. requesting or booking parking areas and/or hangars for maintenance.
9. Assistance for air operations and crew management, which includes: 9.1. flight preparation at the departing airport or elsewhere; 9.2. flight assistance, including where necessary, changing flight routes; 9.3. post-flight services; 9.4. crew management.
10. Ground transport assistance, which includes: 10.1. organising the transport of and transporting passengers, crew, baggage, goods and post between different buildings at the same airport, but excluding transport between the aircraft and any other point inside the airport perimeter; 10.2. special transport requested by users.
11. Catering assistance, which includes: 11.1. liaising with suppliers and administration management; 11.2. storing foods, beverages and accessories necessary for their preparation; 11.3. cleaning accessories; 11.4. preparing and delivering material and supplies for foods and beverages.
The Airline undertakes to update the above list and promptly inform SEA – Direzione Operazioni – U.O. Processi di Scalo e Aviazione Generale.
13.3.3 Requirements
The Airline acknowledges that compliance with the requirements hereunder is a preliminary and necessary condition for activities to start, and in particular, the Airline: - undertakes to comply with requirements in the National Security Programme; - guarantees that loading plans for its flights are correctly filled in and retained as required by regulations in force, informing the Airport Operator where plans are kept; - guarantees that the Airline Statement is filled in and sent to the Airport Operator, according to procedures in the Airport Regulations.
ACCESS AND OPERATIONS Rev.: OF GROUND SUPPORT RS/LIN/3.1 AIRPORT REGULATION SERVICE PROVIDERS
LINATE AIRPORT Effective date: Page 13-9 01/12/2016
13.3.4 Personnel
The Airline shall have checked, for each category of services, that the handler has the personal and professional requirements to ensure assistance for its commercial flights. The Airline undertakes to inform and train its own personnel and guarantees they have the requirements necessary for the type of activity to carry out. If services are provided by a third party handler, the Airline will obtain evidence that its supplier complies with these obligations in relation to its personnel as concerns training and professional development.
13.3.5 Equipment
The Airline shall have checked: - that sufficient equipment is available, directly or through its handler, to provide flight assistance; - that equipment conforms to CEI standards and to requirements of national and EU standards. The Airline also undertakes: - to check in advance and at routine intervals, directly or through its appointed handler, the working order and maintenance of equipment and its conformity to specific technical requirements for use in airport areas; - to check in advance and at routine intervals that equipment characteristics and number are compatible with the type of aircraft, passengers, baggage and goods transported and ensure the service levels indicated in the Airport Regulations.
13.3.6 Spaces
The Airline undertakes to contact SEA Direzione Commerciale – U.O. Commerciale “non retail” for the assignment of spaces which are instrumental to carrying out activities. The terms and conditions for the use of the spaces are regulated under a specific contract; start of operability implies acceptance that the assigned spaces are adequate for operating requirements.
ACCESS AND OPERATIONS Rev.: OF GROUND SUPPORT RS/LIN/3.1 AIRPORT REGULATION SERVICE PROVIDERS
LINATE AIRPORT Effective date: Page 13-10 01/12/2016
13.4 Handler selection procedure
APT 19 requires the Airport Regulations to “refer to the procedure in use at the airport for selecting handlers if the Airline has not previously selected a handler”. For this purpose, and on request of the Airline or when a request for clearance is made, the Airport Operator will provide a list of authorised/certified service providers.
Any Airline operating at Linate/Malpensa airports shall notify the Airport Operator (fax/telex… ) of the list of groundhandling service providers (operators) which operate on its behalf and the list of services used. The list shall be complete indicating all types of assistance, starting dates and operating references of the handling company according to the format indicated in the “Statement of commitment of the Airline”. The Airline shall check that the Operator is certified in conformity to the Regulations “Certificate of the groundhandling service provider” and that it has observed access procedures as indicated in the Airport Regulations (ref. section on Access Report and operability). The Airline shall notify the list of Service Providers it intends using, in advance, and thus within 30 days from the start of operations at the airport, sending a copy signed by Service Providers to the Airport Operator and Airport Management. The Airline is also responsible for informing the Airport Operator in advance, and therefore at least 30 days before the new date – with a copy sent to Airport Management – of all changes concerning the Service Providers it intends using. The Airline is not permitted to operate at the airport if it does not send the list of Operators within the above times. Due to incidental and unforeseeable reasons, circumstances may occur where the Airline has not reached an agreement with the Service Provider for the provision of one or more groundhandling services in particular situations. By way of example, these include:
1. Arrival/departure delay If the Service Provider, for incidental reasons, is not at the airport or in any case cannot provide services for the Client Airline, the Airline will inform the Airport Operator of the Service Provider it intends using; if it does not inform the Airport Operator, it accepts that the Airport Operator will guarantee handling services through available Service Providers, sending a copy of the relative list to the Airline.
2. Diversion/Emergency2 If the handler selected by the Airline operating at the original arrival/departure airport is present at the arrival/departure airport, the handler will be required to provide an adequate service. If the Airline’s reference handler is not at the airport, the Airline may inform the Airport Operator in a timely manner of the Operator selected based on agreements made in the meantime.
2 Diversion refers to the traditional meaning of the word, i.e. the landing of an aircraft at an airport other than the destination airport for various reasons: weather conditions, technical problems or urgent reasons of another nature (passengers or crew members who fall ill). If the aircraft declares an emergency, reference is made to the “Regulations and procedures for alarm, emergency events and incidents”, for which the Airport Operator “provides organisational resources, infrastructures and equipment in its remit for rescue services”. In this case, depending on the specific nature of the situation, the Airport Operator may indicate the Operator to provide assistance services, after consulting with other parties involved in the emergency (Fire Brigade, Police Force, etc.). ACCESS AND OPERATIONS Rev.: OF GROUND SUPPORT RS/LIN/3.1 AIRPORT REGULATION SERVICE PROVIDERS
LINATE AIRPORT Effective date: Page 13-11 01/12/2016
If the Operator indicated by the Airline is not available, or the Airline does not indicate any Service Provider, the Airport Operator will contact Operators at the airport. After an Operator has been selected, it will provide equipment and resources that are adequate for the request. In keeping with the situation, the Operator will be allowed to give priority to ongoing services and services for its own clients. The Carrier remains responsible for fulfilling its obligations to service provider Operators and to passengers. The above moreover does not affect the responsibility of the handler that is not present for defaulting and to whom suitable measures will be applied by the competent body.
The Airport Operator is required to: - guarantee information flows with the Airline and in particular check whether the Airline has indicated one or more reference handlers; - contact handlers present, if the Airline has not indicated a reference handler, to request – on behalf the Airline – availability to perform services; - inform the handler that essential services, such as passenger disembarkation need to be provided in reasonable time, to avoid jeopardising passenger rights; - ensure that handlers actually meet essential obligations; - report any cases of poor service to ENAC.
13.4.1 Consideration
The Operator providing assistance services in the cases above may request payment in cash or send an invoice to the Airline or Service Provider representing it at the airport. Operator fees are determined taking account of the type of services provided, the aircraft size, number of passengers and items of baggage, etc. as well as the particular operating situation.
13.5 Operators Register
The Airport Operator keeps and updates the “Register of Service providers/self-handlers at the airport”, which records the activities carried out by each of them and which is promptly updated if changes take place.
The Airport Operator also has a list of airport operators with relative airport service and emergency contact numbers.
ACCESS AND OPERATIONS Rev.: OF GROUND SUPPORT RS/LIN/3.1 AIRPORT REGULATION SERVICE PROVIDERS
LINATE AIRPORT Effective date: Page 13-12 01/12/2016
13.6 Minimum airport parameters/ operating requirements
Procedures for carrying out some airport activities may have a significant impact on the performance and general quality of the airport and interfere with the quality of each Operator’s service levels and scheduled flight times. It is therefore necessary to establish minimum service operating standards to guarantee that handlers/self-handlers make the best use possible of the airport’s technical equipment and instruments. The minimum airport parameters/requirements in these Regulations are mandatory and binding for all Operators The parameters and minimum mandatory standards are identified and updated by the Airport Operator, subject to consultation with the User Committee in a session which handlers may attend. The values of minimum airport parameters differ from those in the Service Charter, which must be considered as a target for service quality. Results of controls carried out by the Airport Operator on minimum airport requirements may lead to the following actions: - the User Committee is convened, which may be attended by handlers and, if applicable, by bodies concerned, in the event it is necessary to review procedures for carrying out services concerned, because of the extent and recurrence of inefficiencies; - inspections of the organisational and technical structure of the defaulting handler; - a proposal for sanctions against the defaulting handler is defined.
13.6.1 Parameters
A list has been drawn up for qualifying quality parameters which have to be monitored in relation to airport operations. The list, below, includes parameters concerning the passenger process and parameters concerning the appraisal of the performance of Service providers or handlers at the airport:
PARAMETER SAMPLING METHOD Queuing time at check-in desks Random sampling Queuing time at hand baggage security Random sampling Queuing time at passport control (departures) Random sampling Baggage delivery times Touch Screen Misconnected baggage (due to the handler); Worldtracer Waiting time on board for first passenger disembarkation Random sampling
As regards monitoring by the Airport Operator, the reference sample is selected based on the criterion defined in UNI 4842-25 and in MIL STD 105 and explained in the attachments of ENAC Circular GEN 06 on the Quality of air transport services: Charters of standard services for airport operators and airlines; procedures and results are certified annually by an independent body (TUV).
A detailed table with the values of parameters in force is included in the technical enclosures (Enclosure 13.6.1 – Detailed table of minimum airport operating parameters). Minimum airport parameters are subject to revision, from when Airport Regulations come into force. Requests for revisions, which shall be adequately documented and may be made by any Operator, shall be sent to ENAC that will assess the suitability of proceeding with the revision, activating the Airport Operator and User Committee.
ACCESS AND OPERATIONS Rev.: OF GROUND SUPPORT RS/LIN/3.1 AIRPORT REGULATION SERVICE PROVIDERS
LINATE AIRPORT Effective date: Page 13-13 01/12/2016
13.6.2 Conditions for applicability
In order for the values in the table to be applicable, reference should be made to general operability conditions at the airport and to operating conditions controlled by the Airline that may affect compliance with a given parameter. These conditions are listed below, by way of example: - normal weather conditions (that do not restrict flows and/or low visibility procedures); - proper operation of computer systems; - timely, comprehensive operating information; - flights arriving on time; - compliance with the type of scheduled aircraft; - no extraordinary maintenance jobs on centralised facilities.
If the above conditions do not apply/are not met, the service will be provided with service levels in keeping with the situation, but the result will not be considered for monitoring the relative parameter.
Reference must also be made to the value of peak-days and how they affect operability at the Airport. In particular, exceptional operating loads, due to traffic flows at peak times must not affect the objective of keeping to service times. However a deviation in these conditions should be considered differently, when the Airport Operator records parameters and before proceeding with sanctions, in relation to the same event recorded when traffic flows are not high.
ACCESS AND OPERATIONS Rev.: OF GROUND SUPPORT RS/LIN/3.1 AIRPORT REGULATION SERVICE PROVIDERS
LINATE AIRPORT Effective date: Page 13-14 01/12/2016
13.7 Controls, prohibitory measures
13.7.1 Control of compliance with Airport Regulations and prohibitory measures
Airport operator personnel control compliance with Airport Regulations, as part of their normal functions and/or within the framework of specific random controls. If any infringements or conduct in breach of the Regulations, or of any other document connected to it or expressly referred therein, are identified during controls, the Airport Operator may take action against Operators concerned, based on one or more of the following procedures: • applying prohibitory measures; • putting in place corrective or remedial actions, charging costs; • charging for compensation for any damage; • applying penalties and/or other measures indicated in contracts in force; • proposing to ENAC that sanctions and/or other measures are applied.
In the event of defaulting conduct or infringements of the Regulations, which result in critical operating situations or those which may jeopardise operating activities, are a hazard for people or airport buildings and plants or jeopardise safety and security, the SEA Duty Manager, the Post Holder of the terminal area and of the movement area or other personnel responsible for managing the infrastructure, the area or the activities concerned, may put in place the disqualification measures described in the relevant paragraph, aimed at maintaining process continuity and safety.
In order to verify any infringements of Regulations, Airport Operator personnel may request, where necessary, data and documentation available (including, where possible, the date and time, airport badge number of persons and companies involved, airport area, description or photographic documentation of the event) and then report to their coordination structure. In the case of serious infringements, the Airport Operator may report these to ENAC, proposing that sanctions and/or other measures are brought against the Operator or party concerned. ENAC will evaluate the request and inform the Airport Operator and Operator of its decision.
The severity of the infringement is established based on the area/subject matter governed by the Regulations. However by way of example only, infringements concerning the following are considered serious:
• health and safety of persons; • safety; • security; • environmental protection; • rules on the access and transit of persons and equipment; • information; • national and international regulations; • procedures for using infrastructures. Any infringement which occurs at the airport, on the air-side is considered as serious, irrespective of the type of infringement.
In the case of minor infringements, if recurrent, actions taken for serious infringements will apply.
In all cases of infringement and/or failure to comply with prohibitory measures, the Airport Operator reserves the right, where possible and necessary, to take corrective measures using its own resources or appointed companies, charging the costs incurred to Operators that are responsible, as per invoicing. ACCESS AND OPERATIONS Rev.: OF GROUND SUPPORT RS/LIN/3.1 AIRPORT REGULATION SERVICE PROVIDERS
LINATE AIRPORT Effective date: Page 13-15 01/12/2016
Costs of remedial actions and compensation for any damage sustained by areas and plants used on a rotation basis by various Operators (for example check-in desks, embarkation bridges, baggage systems, gates), are applied to the last Operator using the area or plant before the damage was reported or the anomaly detected by the Airport Operator. This measure is applied in relation to Operators’ obligations to use infrastructures properly, to report any damage and to check proper functioning before starting activities.
13.7.2 Prohibitory measures
In compliance with article 705 of the Navigation Code, the Airport Operator, to perform the duties assigned to it, may adopt the prohibitory measures described in this section in order to maintain the continuity and safety of processes involved. The SEA Duty Manager or other personnel designated to manage infrastructures, the area or activities concerned, may put these measures in place, if defaulting conduct or infringements of the Regulations are identified, which result in critical operating situations or that may jeopardise operating activities, or are a hazard for people or airport buildings and plants, or for safety and security.
Prohibitory measures are urgent and temporary, ordered by the Airport Operator with the aim of directly having an impact on the activities of individual subjects that operate at the airport in order to restore compliance with the Regulations. Prohibitory measures are applied to Operators and to their individual employees.
Prohibitory measures are established by Airport Operator coordination personnel, when personnel of the defaulting party are present or absent. If personnel of the defaulting party are present, they and Airport Operator personnel must identify themselves, showing their airport badges, in order to take actions, make claims and/or appeals to ENAC. Failure by operator personnel to produce their badge constitutes a serious infringement of the Regulations for which the Operator is jointly and severally held liable.
Prohibitory measures may also be notified only verbally in situations where a hazard is imminent or operation activities are jeopardised or other situations that are urgent. Prohibitory measures ordered by the Airport Operator shall be immediately put in place by the Operator and/or staff concerned. Failure to comply shall constitute a serious infringement of the Regulations by the Operator and in urgent cases, also by individual employees.
The Airport Operator may not in any way be held liable for any consequence arising from the application of prohibitory measures for infringements of the Regulations vis-à-vis any party. Any consequences of any nature arising from the application of prohibitory measures may not therefore constitute grounds for claims for compensation for the interruption of activities, the unavailability of plants, infrastructures, airport assets and services and relative operating consequences. If an Operator’s infringement of Airport Regulations interrupts operating activities, the Airport Operator may request other Operators at the airport to intervene (based on indications in the procedure for selecting handlers) informing the Airline and ENAC. In the case of unfavourable prohibitory measures, the Operator may appeal to ENAC-Airport Management, giving due reasons and informing the Airport Operator. ENAC-Airport Division will give an opinion on the fairness of the prohibitory measures taken by the Airport Operator in relation to provisions in the Regulations.
ACCESS AND OPERATIONS Rev.: OF GROUND SUPPORT RS/LIN/3.1 AIRPORT REGULATION SERVICE PROVIDERS
LINATE AIRPORT Effective date: Page 13-16 01/12/2016
Prohibitory measures are defined in relation to the specific ongoing situation and by way of example only, may include: • the defaulting party immediately stopping a specific activity, and starting the activity again only with proper procedures; • a request to promptly comply with specific aspects of the Regulations; • temporarily withdrawing authorisations to use and/or access structures/plants granted by the Airport Operator and issued to Operator staff until measures are withdrawn; • notice to not use unsuitable equipment, with a proposal to Airport Management to immediately withdrawn the relative driver’s licence; • the removal of equipment and/or other assets or materials and temporary storage in an indicated area; • a ban on the use of areas and/or buildings and plants which are damaged or have been used incorrectly, until they have been repaired/restored.
In the following cases, the Airport Operator may apply, inter alia, the specific measures indicated:
Infringement of provisions on air-side transit by individual Operator employees • ongoing activities are stopped and specific drivers’ licences are checked; • if the person does not have a licence, a ban is placed on continuing activities and the event is reported to ENAC and notice served to the Operator; • if the person does have a licence, activities may start up again with the correct procedures.
Identification of equipment in a hazardous position • the Operator is requested to immediately remove equipment: • if the Operator does not comply, equipment is towed away according to relative procedures.
Identification of equipment with serious, evident nonconformities • notice is served to the Operator to not use equipment until it is restored; • proposal to the Airport Management to immediately withdraw the equipment licence.
Inadequate or negligent use of plants: - by individual officers • ongoing activities are stopped and may start up again with correct procedures; • in serious cases, authorisations to use plants may be limited or immediately withdrawn (e.g. stopping authorisation to manoeuvre bridges, open gates and/or access regulated areas); • the Operator may be requested to present documentation proving that the person(s) responsible for infringements have been trained in the use of plants or infrastructures and indicating planned corrective measures; • activities are stopped until measures are withdrawn.
- by an Operator • ongoing operations are stopped (e.g. passenger acceptance is stopped) or the operator is requested to comply (e.g. baggage handling belts unloaded); • the circumstance may be specifically reported to the Airline(s) concerned; • in the case of baggage systems, the Airport Operator may arrange for the removal of baggage (even indiscriminately) and its transfer to areas where the Operator shall be responsible for removing the baggage at its own expense.
Failure to send information • request to correct and/or immediately send information; • in the case of failure to comply with the above, addition and/or correction of minimum operating computer data available in order to provide correct passenger information; • the circumstance may be specifically reported to the Airline(s) concerned. ACCESS AND OPERATIONS Rev.: OF GROUND SUPPORT RS/LIN/3.1 AIRPORT REGULATION SERVICE PROVIDERS
LINATE AIRPORT Effective date: Page 13-17 01/12/2016
Damage to buildings and/or plants • areas, buildings and/or plants shall be kept separate with access prohibited, until restored.
Waste and FOD not disposed of properly • request to immediately remove waste and clean the area concerned; • in the absence of the above, removal by SEA, after identification of the Airline concerned, where possible, or subordinately the Service Provider, to subsequently charge costs to.
ACCESS AND OPERATIONS Rev.: OF GROUND SUPPORT RS/LIN/3.1 AIRPORT REGULATION SERVICE PROVIDERS
LINATE AIRPORT Effective date: Page 13-18 01/12/2016
13.7.3 Ascertainment of violations of the Airport Regulations by the Operator
The Airport Regulations, adopted with an ENAC ruling, establish rules for conduct at the airport and regulate procedures for their application.
Airport Operator personnel have coordination functions and in this role identify contraventions as provided for by article 705 of the Navigation Code letter e) e) bis and ter, which requires the following: - “under the supervision of ENAC and coordinating with ATC, the Airport Operator assigns aircraft stands and ensures the orderly movement of other equipment and personnel at aprons, in order to prevent interference with the movement of aircraft, verifying that private operators supplying airport services comply with the requirements of the Airport Regulations”; - “the Airport Operator makes a proposal to ENAC to apply sanctions due to private operators providing air and airport services failing to comply with the conditions of use of the airport and the provisions of the Airport Regulations” and moreover “if necessary and in urgent cases and subject to approval by ENAC, the Airport Operator applies prohibitory measures of a temporary nature indicated in the Airport Regulations and in the Airport Manual”.
Airport Operator personnel are private citizens and do not act in a capacity as public officials. They may lawfully book infringements of the Airport Regulations, including those concerning provisions on parking or violations of the operational provisions with significant aspects relating to safety or the environment. Airport Operator personnel may immediately book infringements and to this end prepare and sign notices which are not public documents. In particular: 1) designated personnel: - identifies the infringement; - where possible immediately inform the Operator - record infringements and, if necessary, provide for immediate interruption of the activity - send ENAC the Report of the infringement and any disqualification measures taken; 2) if ENAC considers the notice as valid, it notifies the party concerned; 3) the party may appeal against the notice in writing, within the times indicated by ENAC; 4) ENAC, having assessed the documentation, adopts the necessary measures.
Sanctions applied, as established by ENAC, are paid to the Inland Revenue, while SEA is only reimbursed the costs sustained.
In case of repeated breaches or violations of the provisions of the Regulations, SEA reserves the right to apply both financial and operational penalties that will be communicated to the Operator.
ACCESS AND OPERATIONS Rev.: OF GROUND SUPPORT RS/LIN/3.1 AIRPORT REGULATION SERVICE PROVIDERS
LINATE AIRPORT Effective date: Page 13-19 01/12/2016
13.7.4 Sanctions
The obligation to comply with requirements in the Regulation shall be understood as referring to procedures in the regulations but also to procedures referred to therein. Failure to comply with the procedures, quality standards and parameters indicated in the Airport Regulations and Service Charter approved by ENAC will result in administrative sanctions being brought against the Operator pursuant to article 1174 of the C.d.N. (“failure to comply with police regulations”). The Airport Operator, as part of its responsibilities, shall report any nonconformities that may have an effect on safety and security or in any case on airport operations to ENAC. ENAC is responsible for checking that public Operators comply with Regulations, also through its peripheral structures. Sanctions shall be applied by ENAC.