MALPENSA AIRPORT REGULATIONS
EDITION 3.2
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 2 Reference Document: RS - MXP 3.2
Rev.: CONTENTS REGULATIONS RS/MXP/3.2 MALPENSA AIRPORT Page effective Page 1-1 date: 24/11/2014
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 Updates Summary table of Edition 3 2-2
3 AIRPORT REGULATIONS ...... 3-1 3.1 Background information 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 ...... 4-8 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 ...... 4-9 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 ...... 4-10 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 4.5 Management of airport operations information 4-13 4.5.1 The airport information system ...... 4-13 4.5.1.A Seasonal scheduling ...... 4-14 4.5.1.B Daily scheduling ...... 4-14 Rev.: CONTENTS REGULATIONS RS/MXP/3.2 MALPENSA AIRPORT Page effective Page 1-2 date: 24/11/2014
4.5.1.C Operating management ...... 4-14 4.5.1.D Summing up (Airport Journal) ...... 4-15 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 ...... 4-22 4.6.2 Environmental management ...... 4-24 4.6.2.A Environmental protection ...... 4-24 4.6.2.B Disposal of solid urban waste and special waste ...... 4-27 4.6.2.C Water protection ...... 4-27 4.6.2.D Quality of the environmental management system ...... 4-27 4.6.3 Quality of services provided ...... 4-29 4.7 Land-side traffic 4-30 4.7.1 Automated taxi access system ...... 4-30 4.7.2 Transport services to and from the airport - Operator access rules ...... 4-31 4.7.3 Controlled Traffic Zone (CTZ) ...... 4-32 4.8 Airport security 4-33 4.8.1 Hand baggage Security ...... 4-33 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...... 4-33 4.8.2 Escorting weapons ...... 4-33 4.8.3 Hold baggage security ...... 4-34 4.8.3.A X-RAY 100%...... 4-34 4.8.3.B Reconciliation ...... 4-34
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 Introduction ...... 5-5 5.3.1.A.b Service provision operating procedures ...... 5-5 5.3.1.A.c Service level metrics ...... 5-8 5.3.1.B Unaccompanied minors ...... 5-8 5.3.2 General aviation ...... 5-10 5.3.2.A Passenger and crew procedure ...... 5-10 5.3.2.A.a Departures ...... 5-10 5.3.2.A.b In-transit passengers ...... 5-10 5.3.2.A.c Arrivals ...... 5-10 5.3.2.B Hold baggage procedure ...... 5-10 5.3.3 Health services ...... 5-11 5.3.3.A Airport Health Office ...... 5-11 Rev.: CONTENTS REGULATIONS RS/MXP/3.2 MALPENSA AIRPORT Page effective Page 1-3 date: 24/11/2014
5.3.3.B Medical service ...... 5-11 5.3.3.C Ambulance service ...... 5-11 5.3.4 Public information systems ...... 5-12 5.3.4.A Speaker ...... 5-12 5.3.4.B Information desks ...... 5-12 5.3.4.C Public information Totems ...... 5-12 5.3.4.D Free text messages ...... 5-12 5.3.4.E General information to passengers ...... 5-12 5.3.5 Trolleys available to passengers...... 5-13 5.3.6 Items found ...... 5-14 5.3.6.A Items found on board an aircraft ...... 5-14 5.3.6.B Items found in the airport and on airport grounds ...... 5-14 5.3.7 ViaMilano ...... 5-15 5.3.8 Shop & Collect Service ...... 5-15
6 BAGGAGE SERVICES ...... 6-1 6.1 Baggage Handling System (BHS) 6-1 6.2 Direction of Terminal 1 BHS traffic 6-2 6.2.1 Purpose ...... 6-2 6.2.2 Applicability ...... 6-2 6.2.3 Definitions ...... 6-2 6.2.4 Operating procedures ...... 6-5 6.2.4.A Rules of conduct ...... 6-5 6.2.4.B Safety procedures ...... 6-6 6.2.5 Special cases ...... 6-7 6.2.5.A Temporary occupation of the carriageway ...... 6-7 6.2.5.B Adjacent lanes ...... 6-8 6.2.5.C Coupling equipment in reverse ...... 6-9 6.2.5.D Terminal 1 BHS door photographic entry and exit safety procedure ...... 6-11 6.2.5.D.a Entry from external road ...... 6-11 6.2.5.D.b Exiting from the BHS ...... 6-13 6.2.6 Liability ...... 6-14 6.3 Allocation and use of BHS resources 6-15 6.3.1 Baggage sorting piers ...... 6-15 6.3.1.A Allocation ...... 6-15 6.3.1.B Use ...... 6-15 6.3.1.C Management of baggage in transit ...... 6-16 6.3.2 Inbound baggage delivery belts ...... 6-17 6.3.2.A Allocation ...... 6-17 6.3.2.B Use ...... 6-17 6.3.3 Open or damaged baggage ...... 6-17 6.3.4 Misconnected baggage handling (Rush Baggage) ...... 6-19 6.3.5 Tagless baggages ...... 6-20
6.4 Transport of live animals (AVI) accompanying the passenger 6-21 7 CARGO AND MAIL SERVICES ...... 7-1 7.1 Allocation and use of ULD storage stations (UHS system) 7-1 7.1.1 Allocation ...... 7-1 7.1.2 Use 7-1
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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 ...... 7-2 7.2.3.A Incoming cargo and related documents...... 7-2 7.2.3.A.a Delivery of incoming cargo ...... 7-2 7.2.3.A.b Delivery of incoming cargo documents ...... 7-3 7.2.3.B Outgoing cargo and related documents...... 7-5 7.2.3.B.a Availability of outgoing cargo and collection by the aircraft handler ...... 7-5 7.2.3.B.b Collection of outgoing cargo documents ...... 7-9 7.2.3.B.c Restorage of non-embarked cargo ...... 7-10 7.2.3.C Management of rolling material used for cargo transport between warehouses and aircraft ...... 7-10 7.2.3.C.a Availability of cargo transport equipment ...... 7-10 7.2.3.C.b Prescriptions for the use of cargo transport equipment ...... 7-11 7.3 Handling hazardous materials – damaged packaging 7-13 7.3.1 Purpose ...... 7-13 7.3.2 Scope ...... 7-13 7.3.3 Definitions and abbreviations ...... 7-13 7.3.4 Responsibility ...... 7-13 7.3.5 Methodology ...... 7-14 7.3.5.A Incoming goods ...... 7-14 7.3.5.A.a Cargo Warehouses...... 7-14 7.3.5.A.b Aircraft Apron ...... 7-14 7.3.5.B Outgoing goods ...... 7-15 7.3.5.B.a Cargo Warehouses ...... 7-15 7.3.5.B.b Aircraft Apron ...... 7-15 7.3.5.C Packages damaged during transport or handling ...... 7-16 7.3.5.C.a Cargo Warehouses...... 7-16 7.3.5.C.b Aircraft Apron ...... 7-16 7.3.6 Applicable documents ...... 7-17 7.3.7 Filing ...... 7-17 7.4 Management of human remains 7-18 7.4.1 Requirements for the embarkation/disembarkation of “HUM” (Human Remains) .7-18 7.4.2 Regulations for the disembarkation of bodies emanating smells or dangerous fumes ...... 7-18 7.5 Handling radioactive cargo 7-19 7.5.1 Purpose ...... 7-19 7.5.2 Scope ...... 7-19 7.5.3 Definitions ...... 7-19 7.5.4 How to manage radioactive goods ...... 7-21 7.5.4.A Import goods ...... 7-21 7.5.4.A.a Checking emission before unloading...... 7-22 7.5.4.A.b Unloading goods ...... 7-22 7.5.4.A.c Radioactive goods in the goods warehouse ...... 7-23 7.5.4.A.d Cargo in the temporary deposit and delivery to the shipper ...... 7-23 7.5.4.B Departing goods ...... 7-24 7.5.4.B.a Checking import goods in vehicles ...... 7-25 7.5.4.B.b Goods shipment ...... 7-25 Rev.: CONTENTS REGULATIONS RS/MXP/3.2 MALPENSA AIRPORT Page effective Page 1-5 date: 24/11/2014
7.5.4.B.c Cargo in the temporary deposit ...... 7-25 7.5.4.B.d Loading radioactive goods on board the aircraft...... 7-27 7.5.5 Managing pre-emergency and emergency operations in the airport ...... 7-28 7.5.5.A Pre-emergency measures ...... 7-28 7.5.5.A.a How to control emissions in pre-emergency situations ...... 7-29 7.5.5.A.b Measuring the dosage emitted by the package ...... 7-29 7.5.5.A.c Assessing radioactive contamination...... 7-30 7.5.5.B Emergency measures ...... 7-30 7.5.5.C Managing emergencies...... 7-31 7.5.5.C.a Removing a non screened package ...... 7-31 7.5.5.C.b Decontamination operations ...... 7-32 7.5.5.D Emergency measures for an alarm in temporary deposits ...... 7-32 7.5.5.E Provisions in case of fire ...... 7-33 7.5.5.F Provisions in case of flood ...... 7-33 7.5.5.G Telephone numbers...... 7-34
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 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/anti-icing / de-snowing 8-5 8.3.1 Introduction ...... 8-5 8.3.2 Purpose ...... 8-6 8.3.3 Scope ...... 8-6 8.3.4 Responsibility ...... 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 Management of animal products and food waste from outside the EU ...... 8-24 8.5.3.D Disposal of animal carcasses and products and food waste ...... 8-25 1.1.1 8-27 1.1.1 8-27 8.5.3.E Management of baggage emanating smells ...... 8-28 8.5.4 Sewage wastewater ...... 8-30 8.5.5 Onboard septic tanks – regulated centralised discharge areas ...... 8-31 8.5.5.A Emptying and replenishment of aircraft toilet tanks ...... 8-31 Rev.: CONTENTS REGULATIONS RS/MXP/3.2 MALPENSA AIRPORT Page effective Page 1-6 date: 24/11/2014
8.5.5.B Unloading of on-board septic tanks ...... 8-32 8.5.6 Distribution of aircraft drinking water – centralised chlorination service ...... 8-33 8.5.6.A Chlorinated tanks for aircraft water supply ...... 8-34 8.5.6.B Chlorinator management ...... 8-35 8.5.6.C Aircraft drinking water service ...... 8-36 8.5.6.D Analysis of potability of the water contained in the chlorinated tanks ...... 8-37 8.5.6.E Disinfection of chlorinated tanks ...... 8-37 8.5.7 Spills in operating areas ...... 8-38 8.6 Refuelling operations 8-39 8.6.1 Oil pipeline activity ...... 8-39 8.6.2 Storage ...... 8-39 8.6.3 Fuelling ...... 8-39 8.6.4 Refuelling of aircraft with passengers on board ...... 8-40 8.6.4.A Purpose ...... 8-40 8.6.4.B Scope ...... 8-40 8.6.4.C Definitions and abbreviations ...... 8-41 8.6.4.D Responsibilities and actions ...... 8-41 8.6.4.E Attachment: Checklist ...... 8-55 8.7 Fire-fighting services 8-56 8.8 Apron emergency and fire operating procedures 8-57 8.8.1 Purpose ...... 8-57 8.8.2 Definitions and abbreviations ...... 8-57 8.8.3 Health and safety instructions ...... 8-59 8.8.4 Scope ...... 8-60 8.8.4.A Scenarios considered ...... 8-60 8.8.5 Responsibilities and actions ...... 8-61 8.8.6 Scenarios ...... 8-62 8.8.6.A Minor fuel spillage alongside ...... 8-62 8.8.6.B Medium/large fuel spillage alongside ...... 8-63 8.8.6.C Fire as a result of minor and medium/large fuel spillage ...... 8-65 8.8.6.D Fire in the push-back tractor while moving the aircraft ...... 8-67 8.8.6.E Fire in ramp equipment and vehicles ...... 8-68 8.8.6.F Fire in ramp equipment alongside an aircraft ...... 8-69 8.8.6.G Fire in a tarmac bus with passengers on board ...... 8-71 8.8.6.H Fire in the aircraft wheels or undercarriage ...... 8-73 8.8.6.I Fire in the aircraft engines ...... 8-75 8.8.6.J Fire in the hold of an aircraft ...... 8-77 8.8.6.K Fire in unattended parked aircraft ...... 8-79 8.8.6.L Fire as a result of apron infrastructure damage (fingers, electrical panels, electrical pits, fuel pits) ...... 8-80 8.8.6.M Specific for electrical panels ...... 8-81 8.8.6.N Fire in the aviation fuel distribution/delivery system (refuelling PIT) ...... 8-82 8.8.7 Emergency measures ...... 8-83 8.8.7.A Remote alert mode (TAM-TAM) ...... 8-83 8.8.8 Means of communication ...... 8-84 8.8.9 Information / training ...... 8-84 8.8.10 Exercises ...... 8-84 8.9 Engine testing 8-85 8.9.1 Position of engine testing stand ...... 8-85 8.9.2 Engine testing when not idling ...... 8-85
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8.10 Plan to reduce wild bird and animal impact hazard 8-89 8.10.1 Purpose ...... 8-89 8.10.2 Scope ...... 8-90 8.10.3 Indications to Operators ...... 8-90 8.10.4 Records ...... 8-90 8.11 Removal of aircraft 8-91
9 AIRCRAFT AND VEHICLE MOVEMENT IN THE MANOEUVERING AREA .... 9-1 9.1 Aircraft/vehicle circulation 9-1 9.2 Airport licence 9-2 9.2.1 Premise ...... 9-2 9.2.2 General rules ...... 9-2 9.2.3 Movement area driving licence issuing procedure...... 9-2 9.2.3.A Enrolment ...... 9-3 9.2.3.B Green licence exam...... 9-3 9.2.3.C Red licence exam ...... 9-4 9.2.3.D Updating for renewal ...... 9-4 9.2.3.E Re-issuing licences which are still valid ...... 9-4 9.2.3.F Validating licences from other airports ...... 9-4 9.3 Apron Management Service (AMS) 9-6 9.3.1 Definitions / Acronyms ...... 9-6 9.3.2 Introduction ...... 9-10 9.3.2.A Background information ...... 9-10 9.3.2.B Objectives ...... 9-10 9.3.2.C Applicability ...... 9-10 9.3.2.C.a Visibility conditions ...... 9-11 9.3.3 ENAV’s and SEA’s roles and responsibilities ...... 9-11 9.3.3.A AMS Service ...... 9-11 9.3.3.B Main notices from ENAV to SEA ...... 9-12 9.3.3.C Main notices from SEA to ENAV ...... 9-12 9.3.3.D Main notices of handlers to SEA AO ...... 9-12 9.3.3.E A-CDM ...... 9-13 9.3.3.E.a Data exchange with the European network (NMOC) ...... 9-13 9.3.4 Apron areas where the AMS is provided ...... 9-14 9.3.4.A Specific details ...... 9-14 9.3.4.A.a Areas not visible or partially visible from the Tower ...... 9-15 9.3.4.A.b Stand status ...... 9-16 9.3.5 Systems used ...... 9-16 9.3.5.A M-AIS and GAPS systems ...... 9-16 9.3.5.B ADM SYSTEM (Apron_Client) ...... 9-17 9.3.5.C A-CDM platform ...... 9-18 9.3.6 Operating Rooms ...... 9-19 9.3.7 Aircraft management transfer from ATS to Operator and vice versa ...... 9-19 9.3.8 Aircraft Operating Procedures ...... 9-20 9.3.8.A Methods ...... 9-20 9.3.8.B Low visibility management procedure ...... 9-20 9.3.8.C Departing aircraft ...... 9-21 9.3.8.C.a Data exchange on A-CDM platform ...... 9-21 9.3.8.C.b Ready status ...... 9-24 9.3.8.C.c Push back operations ...... 9-25 9.3.8.C.d Power back operations ...... 9-27 Rev.: CONTENTS REGULATIONS RS/MXP/3.2 MALPENSA AIRPORT Page effective Page 1-8 date: 24/11/2014
9.3.8.C.e Preferential use of APN TWYs ...... 9-27 9.3.8.D Arriving aircraft ...... 9-29 9.3.8.D.a Preferential use of APN TWYs ...... 9-29 9.3.8.D.b Assignment of aircraft stands ...... 9-30 9.3.8.E Movement of elicopters ...... 9-30 9.3.8.F HEMS (Helicopter Emergency Medical Services) traffic management ...... 9-31 9.3.8.F.a Coordination ...... 9-32 9.3.8.F.b Intervention at Terminal 2 – North Apron ...... 9-32 9.3.8.F.c Intervention at Terminal 1 – West Apron ...... 9-33 9.3.8.F.d Patient transfer from ambulance to helicopter or vice versa ...... 9-33 9.3.8.F.e Intervention at forwarders buildings – aprons 700 and 800 ...... 9-33 9.3.8.F.f Movement summary ...... 9-34 9.3.8.G Movement from/to maintenance hangars ...... 9-35 9.3.8.G.a Aircraft up to ICAO Code B (wing span < 24m) ...... 9-35 9.3.8.G.b Aircraft ICAO Code C, D ed E (24m <= wing span < 65m) ...... 9-36 9.3.8.H Movement of ICAO Code F and VLA aircraft ...... 9-37 9.3.8.H.a Operating procedure for Code F movements ...... 9-37 9.3.8.H.b Operating procedure for A380 movement in stand 495 ...... 9-40 9.3.8.H.c Operating procedure for A380 movement in stand 499...... 9-40 9.3.8.H.d Operating procedure for A380 movement in stand 595 ...... 9-41 9.3.8.H.e Operating procedure for A380 movement in stand 599 ...... 9-41 9.3.8.H.f Operating procedure for A380 movement in stand 699 ...... 9-42 9.3.8.H.g Operating procedure for A380 movement in stand 714 ...... 9-42 9.3.8.H.h Operating procedure for A380 movement in stand 716 ...... 9-42 9.3.8.H.i Operating procedure for AN225 (VLA) movement...... 9-43 9.3.8.I Management of aircraft towing ...... 9-44 9.3.8.I.a Request submitted by the aircraft operator or its representative...... 9-44 9.3.8.I.b Request made by SEA Airport Coordination ...... 9-44 9.3.8.I.c Repositioning from arrival to departure and vice-versa ...... 9-44 9.3.8.J Engine testing and start-up at stands ...... 9-45 9.3.8.K Aircraft de-icing / de-snowing ...... 9-46 9.3.8.K.a De-icing/de-snowing areas ...... 9-46 9.3.8.K.b Enabling of de-icing /de-snowing stands ...... 9-47 9.3.8.K.c Operating procedures ...... 9-47 9.3.8.K.d Engine state during operations ...... 9-47 9.3.8.L Aircraft washing ...... 9-47 9.3.9 Operating procedures for other Operators and equipment ...... 9-48 9.3.9.A For push back operations personnel ...... 9-48 9.3.9.B Follow-me service ...... 9-48 9.3.9.C For people and vehicles in movement on the apron ...... 9-48 9.3.10 Contingency procedures ...... 9-50 9.3.10.A Failure/unavailability of A-CDM platform ...... 9-50 9.3.10.A.a ADM system available ...... 9-50 9.3.10.A.b ADM system not available ...... 9-51 9.3.10.B UHF frequency malfunction ...... 9-51 9.3.10.C Alarm, emergency or accident status ...... 9-51 9.3.11 Coordination of works or manoeuvering area unusability ...... 9-52
10 SAFETY MANAGEMENT SYSTEM ...... 10-1 10.1 Introduction and purpose 10-1 10.2 B. The SEA Safety Management System model 10-2 Rev.: CONTENTS REGULATIONS RS/MXP/3.2 MALPENSA AIRPORT Page effective Page 1-9 date: 24/11/2014
10.3 C. Reporting system– The Ground Safety Report 10-4 10.4 Ground safety event investigation 10-5 10.5 Risk Management 10-6 10.6 Safety Committee 10-6 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 ...... 11-2 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 Payment of duties, fees and tariffs – exemptions ...... 11-4 11.3.2 Communications and indispensable airport services during staff strikes ....11-6 11.3.2.A Communications ...... 11-6 11.3.2.B Indispensable airport services ...... 11-7
12 AIRPORT ASSISTANCE SERVICES IN IRREGULAR OPERATING CONDITIONS (REDUCED CAPACITY AND CONTINGENCY) ...... 12-1 12.1 Crisis Response Committee 12-1 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 conditions of reduced visibility (All Weather Operations) 12-4 12.2.1 General rules ...... 12-4 12.2.1.A Purpose ...... 12-4 12.2.1.B Definitions ...... 12-5 12.2.1.C Allowed operations ...... 12-7 12.2.1.D Carriers and operators authorised to operate in low visibility...... 12-7 12.2.1.E Infrastructures and facilities ...... 12-8 12.2.1.E.a Available infrastructures and facilities ...... 12-8 12.2.1.E.b Infrastructures and facilities – responsibilities ...... 12-8 12.2.1.E.c Management of malfunctions or deterioration of airport facilities ...... 12-9 12.2.1.F ILS Sensitive Areas and Critical Areas ...... 12-9 12.2.1.F.a Circulation in sensitive areas ...... 12-9 12.2.1.F.b Maintaining critical ILS areas based on instructions ...... 12-9 12.2.1.G Circulation of vehicles with LVP activated or in Visibility Conditions 2 and 3 12-10 12.2.1.G.a Circulation in Manoeuvring area ...... 12-10 12.2.1.G.b Circulation in Apron ...... 12-11 12.2.2 Low Visibility Procedures (LVP) ...... 12-12 12.2.2.A Application ...... 12-12 Rev.: CONTENTS REGULATIONS RS/MXP/3.2 MALPENSA AIRPORT Page effective Page 1-10 date: 24/11/2014
12.2.2.A.a Preparation phase ...... 12-13 12.2.2.A.b Activation phase ...... 12-14 12.2.2.A.c Deactivation/cancellation phase ...... 12-19 12.2.2.A.d ATFCM restrictions ...... 12-20 12.2.2.A.e Departures with RVR TDZ values less than 550 m and LVTO ...... 12-23 12.2.2.A.f Turning on AVL – Stop bar ...... 12-24 12.2.3 Procedures in the Manoeuvring Area in reduced visibility conditions ...... 12-25 12.2.3.A Visibility Conditions 1 ...... 12-25 12.2.3.B Visibility Conditions 2 ...... 12-25 12.2.3.B.a SMR available ...... 12-25 12.2.3.B.b SMR not available ...... 12-26 12.2.3.C Visibility Conditions 3 (RVR < 400 at any of the available points) ...... 12-27 12.2.3.C.a Aircraft ground movement ...... 12-27 12.2.3.D Summary table on visibility conditions ...... 12-29 12.2.4 Contingencies ...... 12-30 12.2.4.A Aircraft or vehicle lost in the manoeuvring area ...... 12-30 12.2.4.B Radio breakdown in the manoeuvring area ...... 12-30 12.2.4.C Procedures in case of emergency and/or accident ...... 12-30 12.2.4.D Stop Bar/No Entry malfunction ...... 12-31 12.2.4.D.a Preparation of low visibility procedures with AVL not working ...... 12-31 12.2.4.D.b Stop Bar malfunction management in visibility conditions 2/3 or LVP active 12-31 12.2.4.E Malfunctions of the RVR detection system ...... 12-32 12.2.5 Attachments ...... 12-33 12.3 Snow removal 12-34 12.3.1 Airport Snow Committee ...... 12-34 12.3.2 Activation phases ...... 12-34 12.3.3 Sequence Management ...... 12-36 12.3.4 Friction test ...... 12-37 12.3.5 SNOWTAM/SNOCLO Management ...... 12-37 12.3.6 End of departure flow and night operation ...... 12-37 12.4 Airport Passenger Contingency Plan 12-38
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 format ...... 13-5 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 ...... 13-8 13.3.5 Equipment ...... 13-8 13.3.6 Spaces ...... 13-9 13.4 Handler selection procedure 13-10 13.5 Operators register 13-12 Rev.: CONTENTS REGULATIONS RS/MXP/3.2 MALPENSA AIRPORT Page effective Page 1-11 date: 24/11/2014
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 measures13-14 13.7.2 Prohibitory measures ...... 13-15 13.7.3 Ascertainment of violations of the Airport Regulations by the Operator ... 13-17 13.7.4 Sanctions ...... 13-18
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2 UPDATES
Revised parts that will be distributed by SEA in case of updates are listed below.
2.1 Revision status of the sections contained in Airport Regulations Edition 3
REV. REV. REV. SECTION 3.0 3.1 3.2 Section 1 – CONTENTS x x x
Section 2 – UPDATES x x x
Section 3 – AIRPORT REGULATIONS x
Section 4 - AIRPORT OPERATIONS – x x x GENERAL RULES
Section 5 – PASSENGER SERVICES x x
Section 6 – BAGGAGE SERVICES x x x Section 7 – CARGO AND MAIL x x x SERVICES Section 8 – AIRCRAFT SERVICES x x x
Section 9 – AIRCRAFT AND VEHICLE MOVEMENT IN THE MANOEUVERING x x x AREA
Section 10 – SAFETY MANAGEMENT x x x SYSTEM Section 11 - OPERATIONAL x x x COORDINATION SERVICES Section 12 - SUPPORT SERVICES IN IRREGULAR OPERATING CONDITIONS x x x (REDUCED CAPACITY; CONTINGENCY) Section 13 – ACCESS AND OPERATIONS OF GROUND SUPPORT x x x SERVICE PROVIDERS
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2.2 Updates Summary table of Edition 3
Section/ Effective date Contents of the update Paragraph
01/08/2012 Updated the document’s regulatory references.
01/08/2012 Section 3.5 Updated the paragraph concerning updating and distributing procedures.
01/08/2012 Section 4.4.5.B Addition of a provision for Operators concerning the installation of radio frequency equipment.
01/08/2012 Section 4.4.6 Added a paragraph regulating the automated taxi access system.
01/08/2012 Section 4.5.1 Changed the references to the M-AIS Airport system in “Management of airport operations information – The airport information system”
01/08/2012 Section 4.6.2 Updated the paragraph on environmental management.
01/08/2012 Section 4.7.2 Added a paragraph on escorting weapons. Removed the paragraph on airport security.
01/08/2012 Section 6.2.3 Changed the paragraph on the management of open baggage.
01/08/2012 Section 6.2.3 Added a paragraph on the management of tagless luggage.
01/08/2012 Section Added stretcher management to the procedures for 5.3.1.A.b assistance to reduced mobility passengers. Updated the service level parameters.
01/08/2012 Section 5.3.1.B Added a procedure for unaccompanied minors services. Rev.: UPDATES REGULATIONS RS/MXP/3.2 MALPENSA AIRPORT Page effective Page 2-3 date: 24/11/2014
01/08/2012 Section 5.3.5 Added the Terms and Conditions for the use of baggage trolleys.
01/08/2012 Section 5.3.6.B Updated the paragraph on Lost & Found management procedures.
01/08/2012 Section 5.3.7 Added a paragraph on the ViaMilano service.
01/08/2012 Section 7.2 Added a procedure for the interfacing between Ramp Handler and Cargo Handler.
01/08/2012 Section 7.5.5.B Added a radioactive materials handling procedure for consistency with the Prefecture’s Provincial Plan.
01/08/2012 Section 8.2.5 Added a provision for Operators on the installation of outlets for the charging of electric vehicles.
01/08/2012 Section 8.38.3 Updated the de/anti-icing and de-snowing procedure.
01/08/2012 Section 8.4 Update to the aircraft washing procedure.
01/08/2012 Section 8.5 Updated waste and wastewater management procedures.
01/08/2012 Section 8.6.4 Updated the aircraft refuelling procedure in accordance with Decree 5-7-2011.
01/08/2012 Section 9.2 Updated the procedure governing airport driving licences.
01/08/2012 Section 9.3 Reorganised and updated Apron Management Service procedures.
01/08/2012 Section 10.4 Added a paragraph on Ground Safety events to the SMS section.
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01/08/2012 Section 11.1.4 Added a paragraph on the distribution of weather alerts as part of the Airport Operational Coordination; amended the paragraph concerning Information on airport operational status.
01/08/2012 Section 12.2 Updated the low visibility procedure.
01/08/2012 Section 12.3 Added a procedure for the management of the Snow Emergency Plan.
01/08/2012 Section 12.4 Added a reference to the Airport Passenger Contingency Plan.
01/08/2012 Section 13.4 Expanded the Handler selection procedure.
01/08/2012 Updated the tables in the Technical Appendices.
01/08/2012 App. 8.2.6 Included a plan of the location of FOD bins on the apron.
01/08/2012 App. 10.3 Updated the Ground Safety Report.
01/08/2012 App. 10.4 Included a form for reporting events involving damage to aircraft, vehicles or infrastructure into the Technical Appendices (ASCRA check-list).
01/08/2012 App. 13.6.1 Updated the “minimum airport standards” for essential services.
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28/10/2013 Section 4.4.1 Added a paragraph on energy consumption and rational use of energy.
28/10/2013 Section 4.6.1.B Updated the paragraph on access badges.
28/10/2013 Section 4.6.2.A Updated the paragraph on environmental protection.
28/10/2013 Section 4.7 Included regulations on land-side traffic.
28/10/2013 Section 5.3.5 Updated terms and conditions for the use of baggage trolleys.
28/10/2013 Section 6.2 Included regulations on Terminal 1 BHS traffic.
28/10/2013 Section 6.3.4 Expanded the paragraph on misconnected baggage handling.
28/10/2013 Section 7.5 Updated the procedure of radioactive cargo handling.
28/10/2013 Section 8.11 Added the paragraph on removal of aircraft.
28/10/2013 Section 8.6.4 Updated the procedure of aircraft refuelling with passengers on board.
28/10/2013 Section 8.2.1.A Expanded the paragraph on stand use.
28/10/2013 Section 8.3 Updated the procedure of de-icing, anti-icing / de-snowing. Rev.: UPDATES REGULATIONS RS/MXP/3.2 MALPENSA AIRPORT Page effective Page 2-6 date: 24/11/2014
28/10/2013 Section 8.8 Included instructions in the event of emergency/evacuation in the apron area.
28/10/2013 Section 9.1 Updated the paragraph on aircraft/vehicle circulation.
28/10/2013 Section 9.3 Updated the procedure on Apron Management Service.
28/10/2013 Section 9.2.3.A Updated the paragraph on procedure of enrolment for movement area driving licence issuing.
28/10/2013 Section 11.3.2 Acknowledge of indications of Resolution No. 12/449 of 29 October 2012 of the Guarantee Commission .
28/10/2013 Section 13.7.3 Amendment of paragraph on del paragrafo on ascertainment of violations of the Airport Regulations by the Operator.
28/10/2013 Updated the tables in the Technical Appendices.
28/10/2013 App. 10.3 Updated the Ground Safety Report.
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24/11/2014 Section 4.3 Integration of the paragraph on general management criteria.
24/11/2014 Par. 4.6.1.B Updated the paragraph on access badges.
24/11/2014 Par. 4.7.3 Updated the paragraph on Controlled Traffic Zone (ZTC).
24/11/2014 Par. 4.8.1 Updated the paragraph on hand baggage security.
24/11/2014 Par. 5.3.1.A Updated the paragraph on assistance of Reduced Mobility Passengers.
Par. 5.3.6 Updated the paragraph on handling of lost items. 24/11/2014
24/11/2014 Par. 5.3.8 Added the paragraph on Shop&Collect service.
24/11/2014 Par. 6.3.5 Updated the paragraph on handling of tagless bagagges.
24/11/2014 Section 6.4 Added the procedure for transport of live animals (AVI) accompanying the passenger.
24/11/2014 Par. 7.5.5.G Updated the procedure for radioactive cargo handling.
24/11/2014 Par. 8.2.1.B Integration of the paragraph on loading bridge use.
24/11/2014 Section 8.3 Updated the procedure of aircraft de/anti-icing / de-snowing.
24/11/2014 Section 8.5 Integration of section on waste and wastewater management Rev.: UPDATES REGULATIONS RS/MXP/3.2 MALPENSA AIRPORT Page effective Page 2-8 date: 24/11/2014
24/11/2014 Par. 8.6.4 Updated the aircraft refuelling procedure with passengers on board (enclosed check-list).
24/11/2014 Section 8.8 Integration of instructions in the event of emergency/evacuation in the apron area.
24/11/2014 Par. 8.10.3 Updated the paragraph on indications to Operators in case of bird strike.
24/11/2014 Par. 9.3.8.C.b.1 Updated the telephone number for aircraft release in Apron Management Service procedure.
24/11/2014 Par. 9.3.8.F Added the operative procedure for management of HEMS (Helicopter Emergency Medical Services) traffic.
24/11/2014 Section 10 Amendment of section on Safety Management System; added the paragraph on Ground Safety Recommendations.
24/11/2014 Par. 11.3.2 Integration of paragraph on indispensabile services during staff strikes.
24/11/2014 Section 12.2 Updated the procedure of low visibility operations (All Weather Operations).
24/11/2014 Par. 13.6.2 Integration of paragraph on conditions for applicability of minimum airport parameters/ operating requirements in VLA handling.
24/11/2014 Technical Updated the Technical Appendices. Appendices
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3 AIRPORT REGULATIONS
3.1 Background information
These Airport Regulations (hereinafter the Regulations) are prepared by the Airport Operator on the basis of contributions from ENAV, the Air Navigation Service Provider, for the activities under its purview, in accordance with Article 2, paragraph 3 of Legislative Decree no. 237 of 8 September 2004, as converted into Law no. 265 of 9 November 2004, and Article 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 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 Article 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.
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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 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.
Part I – Overview (Sections 3 -4)
Part I answers the questions:
Who are the parties responsible 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 concerning airport operations (Sections 5 – 12)
This part 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 the 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.
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Part II – General rules for Operators and compliance with the Regulations (Section 13)
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 contains: 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; a description of the monitoring systems; a description of the sanctioning mechanisms and corrective tools applicable to parties subject to Airport Regulations if they should violate the provisions and rules set out herein.
Technical appendices
The appendices contain descriptive tables and technical documents referred to in the parts listed above.
1 The reformed Navigation Code introduces the concept of overruling measure, i.e. an action taken to ensure airport security and regular operations. It is an action that the Airport Operator can take to remove directly any situation affecting security and regular airport operations. The Code also provides for the Airport Operator to receive compensation of costs incurred for said activity, which will be regulated by Airport Regulations. AIRPORT Rev.: REGULATIONS RS/MXP/3.2 REGULATIONS MALPENSA AIRPORT Page effective Page 3-4 date: 24/11/2014
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 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.
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3.4 Responsibilities
State Authorities, the Airport Operator, 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 for other activities specified in the Management Assignment document, 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 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 interfere with 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, so that all private Operators provide safety and operating conditions adequate to meet the set standards.
Under Airport Regulations, the Airport Operator: 1) prepares PROCEDURES regulating the operational aspects concerning AIRPORT OPERATIONS as a whole; 2) defines PARAMETERS AND METHODS to assess the QUALITY (including safety aspects) of the services provided by the parties operating in the airport through SPOT AUDITS AND CHECKS.
ENAV has specific aeronautical attributions by law, 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 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, the coordination of the activities under their respective competence, which due to their nature require them to interact. Specifically, these activities include the movement of aircraft, vehicles and people on aprons, the allocation of stands and the departure of aircraft from them. AIRPORT Rev.: REGULATIONS RS/MXP/3.2 REGULATIONS MALPENSA AIRPORT Page effective Page 3-6 date: 24/11/2014
For this purpose, to prepare procedures ensuring safe operations for aircraft and vehicles in the movement area, the Airport Operator and ENAV refer to Chapter 10 of ENAC regulations on Airport Construction and Operations.
ENAC acts as a single 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.
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 on the product provided by each Operator. In adhering to Airport Regulations and entering into the agreement with the Airport Operator, private companies must guarantee their ability to fulfil their obligations. 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. 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 safety.
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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.
Addition of text compliant with already approved documents
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 (AIP, aeronautical provisions, ENAV);
the Airport Operator 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 they are updated by the ENAC.
In special cases, the effective date for individual provisions included in the Regulations may differ from the effective date of the revisions/updates.
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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.
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 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.
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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.
It precedes a general regulations section 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.
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4.1 Airport capacity
4.1.1 Nominal capacity – Coordinated airport parameters
OPERABILITY H24 For a/m “NOISE ABATEMENT” certification
LIMITATIONS Additional flights on request at least 24 hours in advance
TRAFFIC SCHEDULED, CHARTER, TECHNICAL STOPS, GENERAL AVIATION AND AEROTAXI (possible restrictions during certain time ranges)
RUNWAY CAPACITY 70 Movements/hour Method: Same direction movement 7 or 6 movements every 10 min. 7 or 6 in the next 10 min. for a maximum of 13 movements every 20 min.
Opposite direction movement 5 movements every 10 min.
for maximum 23 total arrival/departure movements every 20 min.
All the parameters in this “Airport capacity” section are received by 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 Rev.: OPERATIONS – RS/MXP/3.2 REGULATIONS GENERAL RULES MALPENSA AIRPORT Page effective Page 4-3 date: 24/11/2014
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 baggage handling systems of Terminal 1 and 2.
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4.2 Airport parameters
4.2.1 Airport Operator parameters - Minimum Connecting Time
Minimum Connecting Time (MCT) is the minimum time, in minutes, for transit passengers 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 agreements in force, if there should be any Operator default (Airlines selling transit times that are lower than Minimum Connecting Time), Airport Operator reserves the right to carry out periodical control to safeguard users, informing the ENAC on the matter.
Attachment 4.2.1 includes details of the Minimum Connecting Time for Malpensa.
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 Malpensa Airport transit times for aircrafts in the different categories.
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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; State Bodies organise, based on operating programs published by Airport Operator, their institutional activities, both to guarantee control levels they are competent for and to integrate their activities with the more general flight assistance process.
For each specific service:
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; 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.
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.
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The utilization of cash payment is allowed only at ticketing desks, included the remote positions in gate area equipped for collection of excess baggage fees, to not create inefficiencies to passengers and guarantee the regular execution of boarding procedures, without compromise airport punctuality.
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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 systems approach, we invite all those operating in various capacities at the 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 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.
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 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 Operators involved through information tools used by Airport Coordination.
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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. If changes are required to what was pre-allocated, existing contractual conditions are, however, considered.
Allocation to 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 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 4.4.3.A includes allocation times and commitment of flight resources.
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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.
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, infrastructures and plants available for Cargo Operators to carry out goods movement and storage activities. Resources made available are managed directly by the cargo handlers except for the radioactive goods warehouse and large animals warehouse managed directly by SEA. 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.
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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.
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 good 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.
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No changes, new creations, enlargement of spaces and plants can be done without prior written permission from SEA, within 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.
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, re 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 AIRPORT Rev.: OPERATIONS – RS/MXP/3.2 REGULATIONS GENERAL RULES MALPENSA AIRPORT Page effective Page 4-12 date: 24/11/2014
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.
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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 on request the following data categories 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. AIRPORT Rev.: OPERATIONS – RS/MXP/3.2 REGULATIONS GENERAL RULES MALPENSA AIRPORT Page effective Page 4-14 date: 24/11/2014
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 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 the Airline 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 re 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 Operating 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); - flight-related airport resources: 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 to flight: data normally distributed and not checked. AIRPORT Rev.: OPERATIONS – RS/MXP/3.2 REGULATIONS GENERAL RULES MALPENSA AIRPORT Page effective Page 4-15 date: 24/11/2014
Operating information distributed by Airport Coordination, as it is checked when acquired, is reference data for the airport and all Operators. Information reliability and speed is subordinate to quality of data received when it is the responsibility of subjects that are not SEA: in particular, data that Airlines and Handling Agents are responsible for reproduces information received by them.
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 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 ENAC. Furthermore, based on an agreed on frequency, Airport Operator sends ENAC statistical ad hoc reports on cancellations and delays.
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.
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4.5.1.E Feeding airline DCS data into the M-AIS
In order to ensure operations in Malpensa, 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
The Airline 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.
IATA message list for arriving flights
CODE IATA REF. MESSAGE SITA ADDRESS BTM Baggage Transfer Message see note CPM AHM 587 Container / Pallet Distribution Message MXPMAXH DIV AHM 781 Aircraft Diversion Message MXPMAXH FFM CIMP Freight Flight Manifest / Airline Flight Manifest MXPMAXH LDM AHM 583 Load Message MXPMAXH MVT AHM 780 Aircraft Movement Message MXPMAXH PSM RP 1715 Passenger Service Message MXPMAXH PTM RP 1718 Passenger Transfer Message MXPMAXH UCM AHM 424 ULD Control Message MXPMAXH
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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 IATA REF. MESSAGE SITA ADDRESS BSM RP 1745 Baggage Source Message MXPBRXH MXPBSXH BUM RP 1745 Baggage Unload Message MXPBRXH MXPBSXH CPM AHM 587 Container / Pallet Distribution Message MXPMAXH DIV AHM 781 Aircraft Diversion Message MXPMAXH FFM CIMP Freight Flight Manifest / Airline Flight Manifest MXPMAXH LDM AHM 583 Load Message MXPMAXH MVT AHM 780 Aircraft Movement Message MXPMAXH UCM AHM 424 ULD Control Message MXPMAXH PNL Passenger Name List To be agreed with the handler PSM RP 1715 Passenger Service Message MXPMAXH MXPCSXH PTM RP 1718 Passenger Transfer Message MXPMAXH
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 Malpensa 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”). The Airline must make the BSM (Baggage Source Message, for local baggage) available at the MXPMAXH 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). AIRPORT Rev.: OPERATIONS – RS/MXP/3.2 REGULATIONS GENERAL RULES MALPENSA AIRPORT Page effective Page 4-18 date: 24/11/2014
FFM Message The FFM message, for departing flights, is issued directly by the FAST system so, for all 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
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).
PNL message The PNL message must be sent by the Airline to the handler in time, to facilitate registration.
PSM Message The PSM message must be sent soon enough to manage passengers needing special assistance. AIRPORT Rev.: OPERATIONS – RS/MXP/3.2 REGULATIONS GENERAL RULES MALPENSA AIRPORT Page effective Page 4-19 date: 24/11/2014
- Single Carrier Declaration (DUA-DUV)2
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 MXPMAXH 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.
2 References: ENAC Ordinance no.12/2002, as amended – Loading and centering plans; under the Ordinance, loading plans are mandatory and must be maintained for at least 3 months. AIRPORT Rev.: OPERATIONS – RS/MXP/3.2 REGULATIONS GENERAL RULES MALPENSA AIRPORT Page effective Page 4-20 date: 24/11/2014
Sample DUA:
Sample DUV:
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4.6 Access and operation requirements
When carrying out its activities, the Operator must abide by all provisions issued by Airport Operator, Customs, Public Security and other competent authorities as well as by SEA itself. The Operator must also guarantee that all 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.
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4.6.1.B Access badges3
Personnel, also for security reasons, must be provided, when required, 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 and subject to attendance at a course to raise awareness of security issues as provided for in the Community regulations and the ordinance.
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 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.
3 References: - ENAC Ordinance no. 1/2014 as amended – the Ordinance contains systematic regulations for the circulation of persons and the access, circulation and stop of motor vehicles in airport Customs areas, including a procedure for the introduction of items not allowed in the sterile area. AIRPORT Rev.: OPERATIONS – RS/MXP/3.2 REGULATIONS GENERAL RULES MALPENSA AIRPORT Page effective Page 4-23 date: 24/11/2014
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 Malpensa SEA Badge Office is open to the public from Monday to Friday, except public holidays, from 8.30 to 15.30. It is located on the 3rd floor of the former forwarders building in Terminal 2. Visitor passes may also be requested at Terminal 1, 3rd floor South side, on the same days and with the same opening hours as Terminal 2. When the SEA Badge Office is closed, visitor passes may be requested to the SEA Security Duty Manager, at the security filters in Terminal 1.
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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 shall 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 damages incurred or that may be incurred in the future. The Operators shall return the spaces and appurtenances to SEA ready for immediate use and not requiring any further clean-up and/or removal of materials of whatever nature, and shall provide any supporting documents which SEA should request for whatever reason at its sole discretion.
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 damage the environment.
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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, 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, alterating, 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.
The aforementioned 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 AIRPORT Rev.: OPERATIONS – RS/MXP/3.2 REGULATIONS GENERAL RULES MALPENSA AIRPORT Page effective Page 4-26 date: 24/11/2014
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 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 underground water bodies.
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 the above Legislative Decree 152/06, 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.
Therefore, those responsible for an event that causes harm to any part of the environment 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 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: A. non-compliance with the above principles/criteria; B. failure to notify any ongoing proceedings resulting from violation of environmental laws; C. failure to submit any required technical-scientific documents; D. 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 above, with regard to proceedings concerning violations of environmental regulations, even if duly reported, SEA shall have the right to 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.
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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 SPA 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. 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 AIRPORT Rev.: OPERATIONS – RS/MXP/3.2 REGULATIONS GENERAL RULES MALPENSA AIRPORT Page effective Page 4-28 date: 24/11/2014
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.
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4.6.3 Quality of services provided
As Airport Operator, SEA manages directly the aeronautical infrastructure classified as “centralised” as defined in Legislative 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.
What the Service Charter has adopted is controlled by the “Service Charter management Unit”, a multiple body grouping together all those subjects entitled to define, amend and check what concerns the Service Charter. 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, the 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.
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.
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4.7 Land-side traffic
The organisation of land-side traffic at Terminal 1 technically has the objective of regulating traffic flows with the establishment of regulated accesses for the different types of users through 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 an absolutely precise manner the areas dedicated to each service.
4.7.1 Automated taxi access system
In Regional Government Decree no. IX/1682 of 4 May 2011, “Regulations governing taxi services at Lombardy airports. the Lombardy Region provides for the establishment in Milan airports of an “automated taxi access system” (using RFID-contactless technology) that will ensure full compliance with road rules for the orderly flow of vehicular traffic within general observance of the rule of law principle and safeguard of public order, as well as the provision of a series of services helpful to airport users, in full accordance with the rules, so as not to harm the image of SEA and its airports (Malpensa and Linate). The activity shall be carried out in compliance with the authorisations obtained and with Ordinance no. 4/2013 (as amended).
The automated taxi service allows access to the system through electronic control devices, which raise the access bar after payment of a fee. The system is governed under the “Regulations for the management of taxi traffic in the Malpensa airport area” and the accompanying “Technical Rules”, available near the area in question, prescribing rules the access (for ON-DUTY taxis ONLY) and parking of Taxi vehicles in the airport and identifying a Pre-shift parking area, stand-by parking areas, and a “loading dock” that drivers undertake to accept.
According to the regulations, taxi circulation in the parking areas should never cause danger or hindrance to airport activities, and in any case road safety and traffic flow must be ensured at all times. 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.
Other vehicles, in addition to taxis, authorised to enter and transit in the parking areas for service reasons include: a) ambulances and response vehicles, Fire Brigade, Law Enforcement, and/or ENAC vehicles; b) SEA vehicles authorised to access taxi traffic ways for routine and extraordinary maintenance; c) suppliers’ vehicles, for routine and extraordinary maintenance of the system.
Vehicles are allowed to stop in delimited areas only, as indicated by appropriate signage. The use of parking areas, both for stand-by and customer loading, shall not make SEA responsible for the surveillance and/or custody of the vehicles, and SEA shall under no circumstances SEA be liable for thefts of said vehicles or of property contained in them.
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incurred by other vehicles and persons, as well as by properties, facilities, appurtenances and equipment owned by SEA and/or third parties, and they agree to compensate any damage caused and to indemnify and hold SEA harmless against any claims by other taxi drivers, users or third parties in general. SEA shall not be liable for damage caused by third parties, thefts, pilfering or break-ins, and/or for vandalic acts committed in these areas, or for accidents occurred between taxis inside the parking area. Additionally, SEA shall not be liable for inaccessibility of the loading dock due to non- compliance by taxi drivers with the traffic rules or with the “Regulations for the management of taxi traffic in the Malpensa airport area” and accompanying “Technical Rules”.
Taxi drivers may not refuse to provide so-called SHORT TRIPS as defined in Article 6 of the above-mentioned “Regulations for the management of taxi traffic in the Malpensa airport area”. In case of violation of “off-duty” and “short trip” provisions, SEA shall apply the PENALTY provided under the “Regulations for the management of taxi traffic in the Malpensa airport area” and accompanying “Technical Rules”, by disabling access to the “Automated Taxi System” of Malpensa T1 for the period determined by the Lombardy Region and reporting the violation to the competent Municipal office for the application of disciplinary measures to violating drivers.
Monitoring of taxi driver activities Taxi driver activities shall be monitored by designated “supervisors”, in charge of making sure that 1. drivers do not refuse any trip to any customer, as all users are fully entitled to receive taxi services; 2. drivers accept to take customers to any destination without refusing so-called “short trips”; the “supervisor” shall report any violation using the attached form (the text of which has been agreed with the competent Office for application of disciplinary measures to taxi drivers).
4.7.2 Transport services to and from the airport - Operator access rules
In order to improve the fluidity of traffic, ensure smooth and safe operation of transport services at Malpensa airport and provide an effective contribution to solving the problem of illegal activities, a management system has been implemented for passenger loading and so-called “long stay” for those (hereinafter also “Operators”) carrying out the following activities: - connection services to and from the airport via local or scheduled public transport; - scheduled connection services to and from the airport to or from domestic or international destinations; - “ancillary” on-call transport services, such as shuttle buses to and from car parks and hotels; - coach services; - chauffeur hire services.
The additions to the current provisions are as follows: prior verification by the Airport Operator of authorisations for carrying out the activities and regulation of activities at the airport through agreements and regulations displayed on access to the areas. assignment of separate areas for different types of operators. In particular: In airport areas, access is only allowed for Operators authorised by SEA. Stopping in the passenger loading/unloading area must not exceed the time strictly necessary for loading/unloading operations, so as to avoid congestion or obstruction to traffic. Users must vacate the area at the scheduled departure time or as soon as passenger unloading or loading AIRPORT Rev.: OPERATIONS – RS/MXP/3.2 REGULATIONS GENERAL RULES MALPENSA AIRPORT Page effective Page 4-32 date: 24/11/2014
has taken place. This in order to ensure proper alternation of services and avoid traffic congestion and problems for users.
Use of Telepass for accessing specific unloading/loading areas Loading areas with Telepass access will be delimited by entry and exit barriers. Users must communicate to SEA the vehicle and Telepass details and each access will be subject to the fees agreed with SEA or provided in the Regulations. Those who are not in possession of the authorisations provided for in the regulations and who have not regulated their activity with SEA will not be allowed access.
Specific regulations for use of the areas The regulations will be displayed in the loading areas and published on the SEA website. On the SEA website the list of authorisations by type of service will also be published. With access to the areas users accept in full the conditions provided for in the Regulations displayed on access and undertake to comply with the contents. It is forbidden to damage airport facilities, inside or outside the terminal building, create obstacles to the activities of third parties or hindrance to airport activities. SEA, in cooperation with the Control Authorities, reserves the right to take all appropriate measures to suppress illegal phenomena, inhibit access to areas in the event of repeated problems, failure to comply with the rules or breach of agreements in place.
4.7.3 Controlled Traffic Zone (CTZ)4
In compliance with Law 33/12, the CTZ 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 timed CTZ envisages the installation of a system of cameras to monitor traffic at entry and exit points in order to monitor any irregular stays of public and private vehicles in the timed CTZ. Suitable signs are displayed in the areas of entry/exit from the timed CTZ.
Access to parking areas (user car parks) entails exit from the timed CTZ.
The Local Police 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.
In order to improve services for airport users and ensure proper circulation in the airport of public transport, State Authorities, emergency vehicles and the disabled, as well as other authorised vehicles, reserving specific lanes, SEA has set up an office manned 24/7 in Terminal 1 called ‘Airport Accessibility’.
4 References: ENAC Ordinance no.5/2014, as amended – Setting up and regulation of Controlled Traffic Area (ZTC) at Malpensa Terminal 1. AIRPORT Rev.: OPERATIONS – RS/MXP/3.2 REGULATIONS GENERAL RULES MALPENSA AIRPORT Page effective Page 4-33 date: 24/11/2014
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 authorisation 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.
In order to request SEA Security to escort weapons carried by an arriving passenger, the designated company or handler shall send a telex to MXPSSXH notifying the presence of weapons on board the aircraft and requesting escort services; the service will then be duly invoiced to the Carrier. For departing passengers, the escorting services shall be requested directly by the Carrier and/or handler; if no request has been submitted, the service may be requested automatically to SEA Security by the Border Police; also in this case, the service is then duly invoiced to the Carrier.
Law Enforcement and Armed Forces personnel travelling with weapons for reasons of duty should inform the Police at security controls; the Police (Polizia di Stato) shall provide the Line Coordinator at Airport Coordination (ph. 02 74868152) with the passenger’s name and flight number, so that the information may be relayed to the concerned Carrier/handler.
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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.
Said control is through a multi-level system, organised at 4 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, visual controls are conducted using appropriate workstations, only on baggage needing further control after level 1. Baggage the Operator still feels is suspect is then 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 carried out, making sure all passengers registered have been embarked. If this does not correspond, missing passengers are then searched for to guarantee they are present during the baggage recognition stage. If the Airline should request recognition of under-board baggage, presence of a SEA security guard is guaranteed. In the presence of suspect/dangerous baggage found during x-ray control or non recognition of baggage by passengers present under-board (having checked that it is not rush baggage sent to destination) the baggage is taken to a specific zone for the most opportune 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.
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.
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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: 1. baggage loading onto the container; 2. baggage loading into the hold; 3. 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.
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5 PASSENGER SERVICES
5.1 Description of main terminal resources
Check-in desks with baggage Malpensa 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); they are also equipped with scales certified by the Varese Chamber of Commerce, Industry, Crafts and Agriculture. Attachment 5.1.1 includes detailed tables and maps of baggage check-in desks in Terminals 1 and 2.
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 5.1.2 includes detailed tables of transit desks in Terminals 1 and 2.
Lost & Found counters Attachment 5.1.3 includes detailed tables of lost & found desks in Terminals 1 and 2.
Information desks Attachment 5.1.4 includes detailed tables of the information desks in Terminals 1 and 2.
Security filters (body checks) Attachment 5.1.5 includes detailed tables of body check in Terminals 1 and 2.
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 5.1.6 includes detailed tables and maps of gates in Terminals 1 and 2.
Fingers Attachment 5.1.7 includes detailed tables of fingers in Terminals 1 and 2.
Lounges for reduced mobility passengers Attachment 5.1.8 includes the detailed table and plans of the lounges for reduced mobility passengers in Terminal 1. PASSENGER Rev.: SERVICES RS/MXP/3.2 REGULATIONS MALPENSA AIRPORT Page effective Page 5-2 date: 24/11/2014
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: e.g. transit). 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.
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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.
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 (punctual or generalised delay situation on departing flights) where possible existing contractual conditions and limits deriving from gate position will be considered. If there are changes, final allocation is communicated to Operators involved (Handling Agent, passengers, Airlines for flights with special boarding needs: e.g. transit). 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. PASSENGER Rev.: SERVICES RS/MXP/3.2 REGULATIONS MALPENSA AIRPORT Page effective Page 5-4 date: 24/11/2014
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 Coordinator (tel. 02 74868151).
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).
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5.3 Terminal services
5.3.1 Special assistance
5.3.1.A Reduced mobility passengers 1
5.3.1.A.a Introduction
With regard to assistance to disabled and reduced mobility passengers, (hereinafter “PRM”), regulations in force, and more specifically Regulation 1107/2006/EC, ECAC document no. 30 and ENAC Circular Gen-02/2008 have established that as of 26 July 2008, the Airport Operator is responsible for providing assistance to these passengers. At Malpensa, disabled and reduced mobility passengers can use the Sala Amica lounge (tel. 02 74862243). The Airport Operator is also responsible for the facilities, equipment and tools used to provide this service, and supervises compliance of all airport operators, including the training of personnel in contact with the public.
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 messages to be used to comply with the 36-hour notice period are PAL and CAL sent to SITA addresses MXPMAXH and MXPKAXH. A mail in standard format of IATA message ([email protected], [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.
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 shall notify the presence of PRM passengers in advance; assistance services that are not notified shall be managed as provided for in regulations, in accordance with stated quality standards.
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.)
1 References: - ECAC/CEAC Doc. 30 Part I, Section 5 and Annexes E, F, J, K, N; - EC Regulation 1107/2006 and transposing Legislative Decree no. 24 of 24 February 2009; - ENAC Circular GEN-02 of 8/07/2008; - UN Convention on the Protection of the rights of persons with disabilities of 13-12-2006; - Technical Regulatory Document SEA TÜV IT 005 MS. PASSENGER Rev.: SERVICES RS/MXP/3.2 REGULATIONS MALPENSA AIRPORT Page effective Page 5-6 date: 24/11/2014
- Wheelchair cabin (WCHC) (passengers that are practically immobile and require a wheel chair during embarkation/disembarkation and to reach their seat in the aircraft. - Medical cases (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 intellectual or psychic problems requiring special attention, particularly elderly passengers or passengers with disabilities such as learning difficulties, dementia, Alzheimer’s or Down’s syndrome who travel alone.
Under the European Regulation, assistance does not have to be provided for unaccompanied minors (UNMR) and some types of passengers classified as MAAS: pregnant women, persons with language problems (who do not speak Italian or English) families with children.
The areas designated as “SALA AMICA PICK UP POINTS” are located in: - Terminal 1: Departures Level, entrance door 11; Arrivals Level, doors 4 and 7; multi-storey car park P2, lifts area, level -1; - Terminal 2: Departures area, central door, car park P5.
The main Sala Amica lounge in Terminal 1 is on the second floor in the Isola 1 area (check-in area), near entrance door 11. Another two lounges are located in the boarding areas in the satellites (Attachment 5.1.10). In Terminal 2, one lounge is available in the boarding area.
Malpensa terminals also have lifts with visual and acoustic indications, telephones with Braille keypads and parking spaces for disabled persons/persons with reduced mobility.
The assistance service consists of the following stages:
Departing passengers
1. Passengers are met at the car park/air terminal/lounge/check-in desk 2. They are accompanied and their baggage is taken to the check-in desk 3. They are accompanied through security checks to the gate 4. They are accompanied to the aircraft 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. Alternatively, passengers may directly go to check-in and request registration staff to contact the Sala Amica lounge. 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.
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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; - ambulance licence plate; - names of ambulance crews. 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.
Arriving passengers
1. Passengers are met at the aircraft or in the arrivals hall 2. They are accompanied to the baggage pick-up point 3. They are accompanied and their baggage is taken to the car park/taxi rank/bus stop/train station
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.
Passengers in transit
1. Passengers are met at the aircraft or in the arrivals hall 2. They are accompanied through security checks to the gate/departures’ lounge 3. They are accompanied to the gate/aircraft
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Passengers are accompanied from arrivals to boarding, through the usual controls.
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
For the service to be provided in accordance with standard provisions and metrics, PRM passengers are requested to comply with the Airport Operator’s instructions to report at the airport at least 90 minutes before flight departure. Service level metrics are as follows:
· Maximum waiting time at departure maximum waiting time to receive assistance from one of the airport’s designated points, once the passenger’s presence is notified
For correctly reported passengers 10’ in 80% of the cases; 20’ in 95% of the cases; 30’ in 100% of the cases
For departing passengers not correctly reported 25’ in 85% of the cases
· Maximum waiting time at debarking maximum waiting time to receive assistance at the gate/aircraft point, after the last passenger has debarked
For correctly reported arriving passengers: 5’ in 85% of the cases; 10’ in 95% of the cases; 20’ in 100% of the cases
For arriving passengers not correctly reported: 25’ in 85% of the cases
To report poor service or to submit questions or complaints about the PRM service, contact [email protected]. A Customer Satisfaction questionnaire is available at the Sala Amica lounges and on the www.seamilano.eu website in the section dedicated to reduced mobility passengers.
5.3.1.B Unaccompanied minors
Arriving, departing and transiting passengers aged between 5 and 12 are assisted under the direct responsibility and expense of the Operator they bought their ticket from. Italian citizens under the age of 14 unaccompanied by their parents must be entrusted to an individual, an entity or an Airline and a signed statement of consent to have the minor accompanied must be initialled by the passport issuing authority (Questura or authorised Police Stations.)
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. PASSENGER Rev.: SERVICES RS/MXP/3.2 REGULATIONS MALPENSA AIRPORT Page effective Page 5-9 date: 24/11/2014
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 1. the handler handing over the minor shall accompany him/her to the relevant Sala Amica lounge (Schengen/non Schengen); 2. the handler handing over the minor shall coordinate with the receiving handler to see to the minor’s boarding the continuation flight; 3. 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; 4. the receiving handler shall be responsible for the minor’s boarding the aircraft.
B. in-transit minor not yet registered, including baggage claim 1. the handler handing over the minor shall accompany him/her to collect his/her baggage; 2. once the baggage is collected, the releasing handler shall coordinate with the receiving handler for check-in on the continuation flight; 3. in case of immediate check-in, the minor shall be accompanied directly to the departing flight check-in desk; 4. the receiving handler shall take charge of the minor at the check-in desk and assist him/her during check-in; 5. if check-in is not immediate, the minor shall be accompanied to the Central Sala Amica lounge by the releasing handler’s personnel; 6. 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; 7. the receiving handler shall assist the minor during check-in and boarding.
C. in-transit minor not yet checked in, without baggage claim 1. the releasing handler shall accompany the minor to the appropriate Sala Amica lounge (Schengen/non Schengen); 2. the releasing handler shall coordinate with the receiving handler to see to the minor’s boarding the continuation flight; 3. 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; 4. 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; 5. 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. PASSENGER Rev.: SERVICES RS/MXP/3.2 REGULATIONS MALPENSA AIRPORT Page effective Page 5-10 date: 24/11/2014
5.3.2 General aviation2
The general aviation service is managed at Terminal 2, through which passengers, crews and users must pass.
5.3.2.A Passenger and crew procedure
5.3.2.A.a Departures
General and business aviation passengers, crews and users must undergo security controls through the filters dedicated to commercial aviation passengers, and are subject to the provisions of the National Security Plan applicable to such passengers, including the provision on the transport of liquids. Hold baggage may be handled by the relevant handler at the staff checkpoint, provided it does not contain liquids (as only this x-ray equipment allows the passage of large baggage); if any liquids are being transported, the applicable procedure requires using the “oversize” counter as described below. Once security controls are completed, general and business aviation passengers, crews and users, accompanied by the relevant handler’s personnel, may exit onto the apron of gates D01- D05 or out of the crew exit near gate D18 for departures to Schengen destinations; for non- Schengen destinations, they must also go through passport control and exit from gate E23. Custom controls for goods subject to VAT refund may be performed at the locations dedicated to these controls in Terminal 1 or, subject to notice to Customs authorities and approval thereof, at Terminal 2 filters.
5.3.2.A.b In-transit passengers
As Terminal 2 is not organised for handling in-transit passengers, the latter shall exit and re- enter following the standard routes.
5.3.2.A.c Arrivals
Incoming general and business aviation passengers, crews and users, accompanied by the relevant handler’s personnel, shall go through the different checkpoints at Terminal 2 Arrivals, depending on the place of origin (whether Schengen or non-Schengen) and perform all the required formalities (Police, Customs).
5.3.2.B Hold baggage procedure
This procedure applies to cases where it is necessary to handle baggage of general aviation flight passengers which, because of size, weight or content, cannot be processed through security checkpoint controls. The flight handler shall notify Airport Coordination in advance of the need to forward baggage to the Terminal 2 oversize counter, indicating the expected time of delivery.
The handler shall mark this baggage with appropriate labels indicating the aircraft code, the flight date, and any other useful information for the univocal identification of the baggage.
2 References: ENAC Ordinance no.01/2009 as amended – Rules governing the flow of General Aviation passengers. PASSENGER Rev.: SERVICES RS/MXP/3.2 REGULATIONS MALPENSA AIRPORT Page effective Page 5-11 date: 24/11/2014
The baggage is carried by handler personnel to “oversize” counter 17 located between islands C and D of Terminal 2 registration area; the counter attendant makes sure that the identification label has been applied (failing which the baggage is rejected), and sees to the correct conveyance of the baggage on the belt.
The handler’s personnel in the sorting area collects the baggage from the belt and carry it to the x-ray equipment used for control of oversize luggage, in order to perform the required security controls. SEA guards examine the baggage and clear it for boarding; if passenger-baggage reconciliation needs to be carried out, the handler’s personnel shall accompany the owners of the luggage so as to perform the required procedure.
The handler’s personnel shall then carry the baggage alongside the aircraft for subsequent embarkation.
5.3.3 Health services
5.3.3.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 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.
5.3.3.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.
5.3.3.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. PASSENGER Rev.: SERVICES RS/MXP/3.2 REGULATIONS MALPENSA AIRPORT Page effective Page 5-12 date: 24/11/2014
5.3.4 Public information systems
5.3.4.A Speaker
The information service, available in the Milan airport system, 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.
5.3.4.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.
5.3.4.C Public information Totems
Totems, visible through a cube-shaped luminous sign installed by each one, are placed in strategic passenger passage positions to provide information on flight operations, the main airport services, airline references and SEA commercial airport activity; all information is supported by airport maps.
5.3.4.D Free text messages
In particular situations of altered operational status of the airport, the Airport Coordinator 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.).
5.3.4.E General information to passengers
Terminals 1 and 2 have specific passenger information panels, handled by management, on: - items that cannot be transported in hand baggage, as per Community Regulations 4, no. 185/2010 of 4 March 2010; - 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 and transit desk, passengers can find the notice specified in Article 14 item I of Community Regulation no. 261/04, foreseeing that the Airline, also through its handler, inform PASSENGER Rev.: SERVICES RS/MXP/3.2 REGULATIONS MALPENSA AIRPORT Page effective Page 5-13 date: 24/11/2014
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.
5.3.5 Trolleys available to passengers
SEA provides baggage trolleys for passengers at Terminal 1 and Terminal 2 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
1. 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 Malpensa Airport Terminal 1 and Terminal 2. 2. 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. 3. After using the trolleys, users are required to place them in any of the racks located within the airport area. 4. It is expressly prohibited to take trolleys outside the airport area or inside the sterile area. 5. Any abandoned trolleys in the airport area may only be moved and replaced into the racks by SEA personnel. 6. 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. 7. Users are solely responsible for any consequences arising from improper use of the trolleys. 8. 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. 9. By taking a trolley, users accept these terms and conditions as an offer made to the public by the provider of the service. 10. For safety reasons, the area may be monitored to ensure the proper use of the trolleys.
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5.3.6 Items found
5.3.6.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. 02.74868170; - email: [email protected].
5.3.6.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 in Terminal 2, Office Building outside airport departures, ground floor (weekdays from 8.30-12.30/13.30-16.30); this 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.milanomalpensa-airport.com/it following the path - >assistenza-clienti ->oggetti smarriti (english: http://www.milanomalpensa-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 in Terminal 2) 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.
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5.3.7 ViaMilano
The ViaMilano initiative is a travel opportunity developed by the airport and promoted, among other, through travel agencies and the web in order to identify the best travel combinations for transit through the Malpensa airport.
The ViaMilano service is designed for passengers who purchase a combination of 2 separate air tickets, also with different airlines, landing in Malpensa and departing from the same airport within 24 hours after arrival, for which transit is not managed by the Carriers involved.
In order to make transit as comfortable as possible, the service includes: - at arrival, possibility for passengers to hand over their luggage to the ViaMilano Welcome Desk for transfer to the continuation flight departure terminal; - shopping coupon for use during stopover at the airport; - frequent shuttle service connecting the two terminals; - insurance coverage for the coverage of reprotections, if applicable; - free fast track service.
The service is available to all passengers in transit at Malpensa with the exception of the following categories: - unaccompanied minors; - passengers on stretchers; - passengers flying with animals to be placed in the cargo hold.
5.3.8 Shop & Collect Service
Shop & collect is a service that the Airport Manager 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. BAGGAGE Rev.: SERVICES RS/MXP/3.2 REGULATIONS MALPENSA AIRPORT Page effective Page 6-1 date: 24/11/2014
6 BAGGAGE SERVICES
6.1 Baggage Handling System (BHS) Attachments 6.1.1 to 6.1.8 show Baggage Handling System (BHS) data for both terminals with respect to: - check-in takeaway belts; - outbound baggage piers; - arrival belts and baggage claim carousels; - transit belts; - Terminals 1 and 2 scanner bridges; the Malpensa BHS has scanners able to read 10-digit barcode bag tags, in accordance with the specifications in IATA “resolution 740” (“Passenger Services Conference Resolutions Manual”); - manual coding; - early bag belts; - inbound and outbound oversize baggage.
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6.2 Direction of Terminal 1 BHS traffic
6.2.1 Purpose
These regulations provide the necessary instructions to enable all those operating in the BHS area of Malpensa Terminal 1 to use the roads, manoeuvring and equipment storage areas in a well-defined, non-arbitrary and safe manner.
6.2.2 Applicability
These regulations apply to the entire T1 BHS area as per the attached plan.
6.2.3 Definitions
Terminal 1 BHS: Area for baggage handling via an appropriate automatic departure, arrival and transit sorting system at Malpensa Terminal 1.
Handler: Airport operator performing handling tasks on behalf of the airline in question, in particular, handles baggage in departure/arrival and transit at the airport, transferring it with the aid of special ramp equipment from the BHS to the aircraft and vice versa.
Road system: Area dedicated to the transit of vehicles and equipment necessary for operation of the Terminal 1 BHS.
Work area: the area adjacent to the piers used by Handlers/Operators for the operations necessary for handling baggage in arrival, departure and transit. This area is inside the manoeuvring area.
Manoeuvring Area: Area adjacent to the carousels, arrivals B and transits (highlighted on the plan by the red dotted line) where the Handlers/operators, in addition to baggage handling, collect and transport ramp equipment.
Direction of travel: Highlighted by specific horizontal and vertical signs, indicates the direction of travel which the operator must observe during vehicle and equipment manoeuvres. These indications also apply inside the manoeuvring area, except for equipment collection activity where the Handler in question can operate with the vehicle in reverse using a traffic controller to direct the traffic and who simultaneously checks availability of adequate space and absence of personnel in the vicinity.
Traffic controller: Operator responsible for directing vehicle traffic in the manoeuvring area.
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General plan
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Manoeuvring area
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6.2.4 Operating procedures
6.2.4.A Rules of conduct
The main road is one-way, except for the areas from pier T4 to the Short Connection and from pier B6L to pier T3, which are two-way”.
Driving in the baggage sorting area must be such as not to cause danger/damage to people, to oneself, to equipment/systems or to the infrastructures.
Stopping is prohibited outside the spaces identified by horizontal markings.
The maximum speed allowed on the main road (internal) is 15 km/h, while in the manoeuvring area vehicles and equipment must be driven dead slow.
Inside the baggage sorting area only electric vehicles are allowed.
It is compulsory to observe the horizontal and vertical signs, the only exception being for equipment collection activities: only in this case is it possible to operate with the vehicle in reverse using a traffic controller to assist the driver in manoeuvring the vehicle (see paragraph 6.2.5.C).
Inside the baggage sorting area only loads of max 5 carts or 4 swivel-top carts or 2 dollies per tractor can be towed.
It is forbidden to park the equipment in such a way that:
it occupies space exceeding the work area at piers and the equipment storage areas (including but not limited to walkways, the main internal road, escape routes and emergency exits which must be kept clear); it constitutes a hindrance or danger to traffic and the movement of vehicles.
The permitted speed in the manoeuvring areas (adjacent to the carousels) must be “dead slow” and always such as to guarantee the safety of the operator and other people present.
Inside the manoeuvring area reversing is allowed only for cart, swivel-top cart and dolly coupling operations. This operation must be carried out with the support of a traffic controller to check the absence of risks to people, equipment, systems and infrastructures present.
The middle lanes between carousels are to be used for transit only and not for stopping.
In the lanes of pier TC1 and pier B6L, wider than the others, temporary storage of equipment is absolutely forbidden, except for the time strictly necessary for use of the corresponding systems (baggage unloading).
It is absolutely mandatory to observe that defined in the “Terminal 1 BHS door photographic entry and exit safety procedure”.
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6.2.4.B Safety procedures
Always check that there are no extraneous persons in the work area, if so ask for them to be removed before starting work.
Keep the manoeuvring area clear of unnecessary material or equipment.
Always drive in a manner and at a speed such as to guarantee your own safety and that of other people present.
It is forbidden to use equipment for a purpose other than that for which it was designed.
Equipment in use inside the BHS area must be properly maintained (brakes, alarm systems, emergency systems, etc.) in such a way as to guarantee the safety of operators and of persons present in the area.
It is forbidden for internal combustion engine vehicles to operate inside and outside the BHS area which is restricted to electric vehicles only. BAGGAGE Rev.: SERVICES RS/MXP/3.2 REGULATIONS MALPENSA AIRPORT Page effective Page 6-7 date: 24/11/2014
6.2.5 Special cases
6.2.5.A Temporary occupation of the carriageway
The demarcation of lanes in the manoeuvring area is via dotted white lines which, subject to verification of safety conditions, allow temporary occupation of the adjacent lane for the time necessary to overtake an obstacle. If you are unable to verify the safety conditions, does not occupy the carriageway but get help from a colleague to act as traffic controller, providing the necessary instructions to carry out the operation in complete safety.
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6.2.5.B Adjacent lanes
Adjacent lanes in the manoeuvring area with the same direction of travel must be used to collect equipment (ULD) to be transported as shown in the figure shown.
The operator must always check the safety situation before attempting the manoeuvre. If you are unable to verify the safety conditions, does not occupy the carriageway but get help from a colleague to act as traffic controller, providing the necessary instructions to carry out the operation in complete safety.
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6.2.5.C Coupling equipment in reverse
When it is necessary to remove equipment (ULD) to be transported alongside aircraft, collecting it from inside the manoeuvring area, it is possible to carry out the manoeuvre in reverse, observing the following rules:
From external roads
Approach the carousel in question, checking beforehand that no one is coming in the same direction and from the carousel, stop and park alongside the entrance, activating the flashing light system (flashing emergency lights).
Get out of the vehicle and check that there are no barriers to entry, if necessary, get help from a colleague to act as traffic controller.
Leaving the lights flashing, start reversing slowly (if assisted by a colleague follow his instructions). If the bleeper does not work this operation must be immediately suspended and the vehicle replaced.
Proceed slowly, making sure that there is no one who might be involved by the manoeuvre (if assisted by a colleague follow his instructions).
Couple the equipment and continue the operation, observing the door entry/exit procedure. BAGGAGE Rev.: SERVICES RS/MXP/3.2 REGULATIONS MALPENSA AIRPORT Page effective Page 6-10 date: 24/11/2014
From internal roads
Approach the carousel in question, checking beforehand that no one is coming in the same direction and from the carousel, stop and park alongside the entrance, activating the flashing light system (flashing emergency lights), leaving space for the transit of other vehicles from the same direction.
Verify that there are no obstacles in the lanes which prevent access, if necessary, get help from a colleague to act as traffic controller.
Leaving the lights flashing, start reversing slowly and making sure that there are no people or equipment in the area of operation of the vehicle.
Proceed slowly until the equipment is coupled, making sure that there is no one in the area of operation of the vehicle.
Couple the equipment and proceed with operations, observing the give way signs and driving regulations present.
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6.2.5.D Terminal 1 BHS door photographic entry and exit safety procedure
This photographic procedure has the objective of defining the rules for entering the Terminal 1 BHS with equipment/vehicles and is aimed at protecting the safety of people present in the area and avoiding potential accidents and/or near misses, as well as damage to structures.
6.2.5.D.a Entry from external road
1) Vehicle coming from the right Vehicle coming from the left
If coming from the right, keep in lane and slow down before approaching the entrance; if coming from the left, move into the other lane, checking beforehand that no one is coming in the opposite direction of travel, and approach the entrance, slowing down. With equipment under tow, perform the same manoeuvre.
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2)
After having slowed down, proceed slowly towards the slatted door; at the slats, stop and sound the horn of the vehicle two or three times.
3)
After having sounded the horn of the vehicle, start moving again slowly, making sure that no one is on the pedestrian crossing. Having checked that the entrance is free, continue, taking care not to hit any part of the structure present with the vehicle or with equipment under tow.
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6.2.5.D.b Exiting from the BHS
1)
In proximity of the exit, slow down and stop and make sure that no one is on the pedestrian crossing.
2)
After checking that there is no one on the pedestrian crossing, start off slowly and approach the door (slats), once flush with the door stop and sound the horn of the vehicle once or twice.
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3)
Start off slowly, making sure that there is no one outside, before resuming normal speed check that no one is approaching from both directions and merge onto the carriageway (with equipment under make a broader exit manoeuvre, checking constantly that the same does not hit the door frames).
Note that at all entrance and exit doors there are warning signs indicating “vehicles dead slow”; these areas require more attention and care for the possible presence of pedestrians in the manoeuvring area.
6.2.6 Liability
Employers of persons operating at the Malpensa Terminal 1 BHS have the duty and responsibility to ensure that their personnel observe these rules; this obligation does not exempt the employer from liability arising from current legislation on safety at work. In the event of conduct that may affect the safety of personnel operating in the BHS area indicated or cause damage to property and goods present in the same, this shall result in application of the penalties provided for by law and SEA shall take any necessary action for compensation and protection of its interests against the persons or entities responsible for such violations.
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6.3 Allocation and use of BHS resources
6.3.1 Baggage sorting piers
6.3.1.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.
6.3.1.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 Coordinator (tel. 02 74868151).
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 in Terminal 1, belt in Terminal 2) 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 BAGGAGE Rev.: SERVICES RS/MXP/3.2 REGULATIONS MALPENSA AIRPORT Page effective Page 6-16 date: 24/11/2014
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.
6.3.1.C Management of baggage in transit
All baggage in transit at Malpensa is normally managed by the baggage handling system (BHS) along with local baggage to guarantee the traceability of each item of baggage. If allowed by PNS, tail to tail baggage management is possible. The automated management of baggage in transit requires all baggage in transit to be unloaded by the handler of the original flight, at piers allocated for the BHS: - North: piers TC1, TC2, TC3, TC4, TC5, TC6 and T4 - Centre: pier T3 - South: pier T1 The handler of the next flight will take delivery of baggage directly at the pier/carousel (BHS) of the departing flight.
When managing baggage in transit with times shorter than the Minimum Connecting Time and in the case of particular operating difficulties, handlers shall coordinate to agree on management procedures. To this end, operators shall declare operating references for interfaces.
A dedicated system is also available for handlers (SHS), for short-connection transit management, with another two baggage belts. The Airline or handler must expressly request use of the SHS system, notifying the Inter Connecting Time under which they intend taking baggage to the SHS. For flights managed as above, the handler of the original flight shall deliver short-connection baggage to dedicated SHS belts, while the handler of the receiving flight shall oversee an SHS system departure carousel, in addition to the BHS system carousel for non short-connection baggage.
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6.3.2 Inbound baggage delivery belts
6.3.2.A Allocation
Handling the baggage delivery plant is SEA responsibility; it has to assign use to efficient Operators. 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.
6.3.2.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.
6.3.3 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 employee must call the Airport Coordination Line Coordinator (02 74868155) who 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.
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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; - in Terminal 2 the bag must be x-rayed by the stand-alone equipment and then carried to the pier by hand. 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.
OPEN BAG FORM
Name of AC Operator: Date:
Ten digit bag: Time:
Passenger name: Type: Arriving Departing
Destination: From:
Description (if tagless):
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6.3.4 Misconnected baggage handling (Rush Baggage)
Rush baggage is baggage which, for different reasons (tagged for a specific flight and not loaded, or transported to the wrong place, or unloaded at an airport preceding or following the one indicated on the tag), does not travel on the same flight as the passenger. This baggage is sent on to its destination airport, through a “RUSH” tag.”
Any other names than rush used by airlines or handlers (e.g.: REROUTED, MISCO, etc.) are to be considered, for this procedure, equivalent to rush baggage.
Rush baggage at Malpensa airport must be handled as follows: - misrouted baggage with original tag shall be rerouted by the handler of the originating carrier; - this baggage must be re-tagged using RUSH ten digit tags starting with 2; - in the event that such rush baggage, for whatever reason, is not loaded by the receiving carrier, re-routing of the same is the responsibility of the receiving handler; - rush baggage must be re-entered in the system from TC belts. If entering takes place from 23:00 to 5:00 hours it must be authorised in advance by the Airport on 68151.
Having to re-tag the baggage using a tag starting with the number 2 and re-enter rush baggage at TCs comes from the need to observe European Community directives and PNS prescriptions.
Every morning before 7 a.m., handlers must complete the following table to be sent to Airport Coordination (fax: 02.748.60034; email: [email protected]):
BAGGAGE SENT ON SITUATION Amount remaining on previous day at 6 Bags sent on during the day Of which with RL 64 Of which LOCAL Of which TRANSIT Bags still to be sent on at 6
Of baggage with RL 64, Airport Operator must be informed of the relative “ten digits”. For any matters not specified above, please refer to IATA provisions contained in the Passenger Service Conference Resolutions Manual (in particular “Resolution 743”) and the National Security Program.
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6.3.5 Tagless baggages
At the Malpensa airport, the management of LZ baggage is assigned by ENAC to the Airport Operator, who performs this task also through a designated party in the manner described below.
Baggage in arrival not collected by passengers from baggage claim belts will be removed: - by the handler if tagged, - by the Airport 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.
Once the 120 hour period allowed for temporary custody has elapsed, any baggage not yet forwarded shall be transferred to the LZ warehouse located in the customs area and subject to Customs surveillance. This baggage will be opened and personal belongings will be inventoried to establish whether there are any elements that may help identify the owner. This operation should be carried out under supervision by the competent agencies (Customs or Finance Police by delegation).
Storage in the LZ warehouse is allowed for a minimum period of 90 days as of the date of deposit; the purpose of this minimum period is to conduct further searches as provided under the above-mentioned IATA Resolution.
The Carriers concerned may collect stored baggage from the warehouse directly and introduce it into the national territory, provided that the baggage must first undergo the prescribed customs checks, at the request of the warehouse manager and in the presence of the Carrier’s representative in charge of collecting it.
At the end of the storage period in the LZ warehouse and within 10 days after being abandoned, the Airport Operator shall introduce the baggage into the national territory by submitting it to Customs checks; nationalised baggage shall be handled in the same manner as items found in the airport area: once the prescribed period has elapsed they will be put up for sale by public auction and, if unsold, may be given for charity to a non-profit organisation.
Any goods and items found in the baggage whose importation is prohibited or subject to custom duties shall be given to Customs authorities for the applicable procedures. The owner’s identification documents shall be handed over to the Police (Polizia di Stato). BAGGAGE Rev.: SERVICES RS/MXP/3.2 REGULATIONS MALPENSA AIRPORT Page effective Page 6-21 date: 24/11/2014
6.4 Transport of live animals (AVI) accompanying the passenger
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.
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.
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7 CARGO AND MAIL SERVICES
7.1 Allocation and use of ULD storage stations (UHS system)
7.1.1 Allocation
Based on the possibility to use plants and infrastructures (e.g. saturation level), legal limits or special ULD handling requests by the Airline or State Authorities (e.g. positioning request by Customs) and agreements with Airlines, Airport Coordination defines, through the information system, logical plant areas within which allocation will take place automatically based on ULD size and type. ULD distribution in the plant is viewed by Operators through the information system. The configuration of the ULD storage UHS system is summarized in Attachment 7.1.1.
7.1.2 Use
Operators, through the information system managing the UHS, have the functions needed to move single ULD handled by the plant, starting from ULD identification codes. The ULD, through the mechanical sorting system (equipped with travelling-lifts, lifts and travelling vehicles), can access the specific position to be worked or put on line. The ULD recalling system is made available to the Operator as long as the ULD is associated to the loading plan of the departing aircraft. If there are any problems, malfunctioning, or breakdown /damage to a plant, SEA intervenes to repair the plant and recover its functions.
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 Malpensa 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.
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. The procedure is applicable in the cases where the operator in charge of the
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transport (aircraft handler) is different from the party who handles goods in the warehouse (cargo handler). A summary of the operating standards set out in the procedure is contained in Attachment 7.2.2.
7.2.3 Processes, standards and operating responsibilities
7.2.3.A Incoming cargo and related documents
7.2.3.A.a Delivery of incoming cargo
7.2.3.A.a.1 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:
CODE PARAMETER VALUE VALUE REFERENCE DESCRIPTION APPLICABLE APPLICABLE EVENT TO TO ALL CARGO PASSENGER FLIGHTS FLIGHTS MI01 Time required for cargo GENERAL GENERAL ATA – Actual delivery by the Aircraft CARGO: ATA CARGO: ATA + Time of Arrival handler to the Cargo +90 minutes 120 minutes handler (interfacing point URGENT URGENT GOODS (*): ATA GOODS (*): + 60 minutes ATA +60 minutes (*) Urgent Goods: Perishable goods, live animals and bodies. 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 90% 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.a.2 Recording of incoming cargo delivery process
To certify the delivery, the aircraft handler shall set up and complete a specific form for each of the flights involved in the transport (a single form for each flight - see sample in Attachment 7.2.3.A.a). The form shall indicate:flight - date - origin - actual time of arrival (ATA) - details of units of goods to be delivered (cartloads, pallets, containers etc.)
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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.
7.2.3.A.a.3 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.
7.2.3.A.b Delivery of incoming cargo documents
7.2.3.A.b.1 Reference elements for document delivery
Delivering documents pertaining to incoming cargo and mail to the cargo handler is generally the responsibility of the aircraft handler, and may take place at the same time as cargo delivery or at a different time (also for multiple flights). In any case, for each flight’s documents the time frames shown below must be met:
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CODE PARAMETER VALUE VALUE REFERENCE DESCRIPTION APPLICABLE TO APPLICABLE TO EVENT PASSENGER ALL CARGO FLIGHTS FLIGHTS MI02 Time required for ATA +45 minutes ATA + 60 minutes ATA – Actual incoming cargo (for all types of (for all types of Time of Arrival documents cargo) cargo) delivery by the Aircraft handler to the Cargo handler (interfacing point)
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 90% of the cases (with the exception of delays not falling under the handler’s responsibility).
Regardless of how the documents are transported (together with the cargo or at a different time), they must be physically handed over to the cargo handler’s personnel present at the interfacing point.
7.2.3.A.b.2 Recording of the document delivery process
To certify document delivery, the aircraft handler shall set up and complete a specific form (a sample of which is contained in Attachment 7.2.3.A.b) for each of document delivery (for one or more flights). For each flight to which the delivered documents belong, the form shall indicate: - flight - date - origin - actual time of arrival (ATA) - remarks, if any When the documents are delivered, the form shall be handed over to the cargo handler, who shall check it against the documents actually delivered and affix the time stamp and signature of the employee in charge of 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.
7.2.3.A.b.3 Cases of non applicability
If the Carrier collects the documents from the aircraft directly or through a designated representative, the standards described above shall not apply, and documents may be delivered according to the rules set out in contractual agreements entered into between the Carrier and the cargo handler.
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7.2.3.B Outgoing cargo and related documents
7.2.3.B.a Availability of outgoing cargo and collection by the aircraft handler
7.2.3.B.a.1 Notice of flights requiring cargo transport and loading forecasts
Each cargo handler must transmit to the concerned aircraft handler a list of expected collections to be performed over the planning period. This information should be transmitted as follows: - every day at 8 p.m.: list collections to be performed from 11 p.m to 7 a.m.; - every day at 5 a.m.: transmit collections expected to be performed from 7 a.m. to 3 p.m.; - every day at 12 p.m.: transmit collections expected to be performed from 3 to 11 p.m.
The list of expected collections should include, at least indicatively, the following information: - flight for which collection is expected and STD thereof - cargo to be transported and time when available for collection - any special cargo transport specifications (valuable goods, weapons, bodies, express goods with dedicated collection).
The forecast tables should be transmitted by fax or electronically (e.g. email). Each aircraft handler shall inform the cargo handlers the methods and contacts for these notices. The cargo handler shall immediately notify any significant changes to the transmitted planning (e.g. rescheduling of a cargo flight, additional trips for express goods, etc.) immediately upon learning about them.
7.2.3.B.a.2 Completion of cargo to be loaded and aircraft weight balancing information 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 in To the Airline or its representative charge of weight & balance Data to be Final distribution Determined according to direct agreements transmitted and summary between the Carrier and its handler (UWS) Method of Fax/email or SITA Determined according to direct agreements transmission message between the Carrier and its handler Time frame All Cargo flights Standard airport times, to be modified according STD-4 hours to agreements between the Carrier and the PAX WB flights Operator in charge of Weight and Balance. The STD-120 minutes Carrier shall inform the cargo handler of such PAX NB flights STD-90 minutes agreements
The cargo handler is responsible for the correctness of the transmitted data and their consistency with the prepared cargo. 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.
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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).
7.2.3.B.a.3 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:
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CODE PARAMETER VALUE VALUE REFERENCE DESCRIPTION APPLICABLE APPLICABLE EVENT TO PASSENGER TO ALL CARGO FLIGHTS FLIGHTS (*) ME01 Time required for GENERAL GENERAL STD – outgoing cargo to be CARGO: CARGO: STD – Scheduled available for collection by STD – 90 minutes 120 minutes time of the aircraft handler URGENT URGENT departure (yellow line) GOODS (**): GOODS (**): STD – 60 minutes STD – 60 minutes (*) With the exception of special flights carrying exceptionally large cargo (**) Urgent goods: perishable goods, live animals and bodies. For express cargo 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.
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 (see section 7.2.3.B.a.5 below).
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.a.4 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 following procedures: - cargo of all categories to be embarked on board passenger flights to destinations classified as “high risk”: this type of cargo needs to be watched constantly from the time it exits
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warehouse spaces (interface between Cargo and Ramp) to the time it is loaded on board the aircraft. For this purpose, the Airlines shall be responsible for ensuring surveillance and for determining operating methods or other specific aspects together with the relevant cargo handler. - radioactive cargo: to avoid potential accidents and contamination harmful to people and the environment, the procedures set forth in these Regulations concerning radioactive materials must be strictly observed. For transport purposes, the cargo handler shall in any case load the shipments onto appropriate carts bearing DANGER signs. - Shipment of live animals: this type of cargo requires accurate and separate handling, so as to prevent any accidental damage to the transported animals. For this purpose, the cargo handler shall notify the relevant aircraft handler in advance of the need to transfer the cargo containing animals and to shelter them from the weather until they are actually handed over to the aircraft handler in charge of collection.
7.2.3.B.a.5 Recording of the outgoing cargo collection process
To certify delivery of outgoing cargo to the aircraft handler, shall set up and complete a specific form for each of the flights involved in the transport (a single form for each flight - see sample in Attachment 7.2.3.B.a). 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. 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 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.a.6 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.
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7.2.3.B.b Collection of outgoing cargo documents
7.2.3.B.b.1 Reference elements for document collection
Collection of documents related to cargo and mail is generally the responsibility of the aircraft handler. For the purpose of availability of documents for transfer to the aircraft, the cargo handler is in any case required to provide the envelope pertaining to each individual flight and to meet the following time frames:
CODE PARAMETER VALUE VALUE REFERENCE DESCRIPTION APPLICABLE APPLICABLE EVENT TO PASSENGER TO ALL CARGO FLIGHTS FLIGHTS ME02 Time required for the STD – 60 minutes STD – 60 minutes STD – documents to be Scheduled available to the Aircraft time of handler for collection departure from the Cargo handler’s spaces (interfacing point)
In principle, the documents shall be contained in a plastic envelope or in a special bag provided to the cargo handler by the Airline, with a clear indication of the departing flight and relevant STD. The following shall be applied to the outside of the envelope: - flight Cargo Manifest, - any NOTOC concerning special cargo, which shall be used by the aircraft Captain for the required checks. Any special cases other than the above, to be agreed between the Airline and the cargo handler, shall be notified by the Airline to the aircraft handler in charge of collection.
7.2.3.B.b.2 Recording of the document collection process
To certify document collection, the cargo handler shall set up and complete a specific form (a sample of which is contained in Attachment 7.2.3.B.b) for each document delivery (for one or more flights). For each flight to which the delivered documents belong, the form shall indicate: - flight - date - destination - departure time (STD) - remarks, if any When the documents are collected, the form with the time stamp certifying collection time must be handed over to the aircraft handler. The person in charge of transport shall sign the form after checking it against the documents actually collected. The same form must then be signed also by the cargo handler’s designated person, who will keep a copy and leave the original to the aircraft handler.
If the Carrier collects the documents to be transferred to the aircraft directly or through a designated representative, the standards described above shall not apply, and documents may be delivered according to the rules set out in contractual agreements entered into between the Carrier and the cargo handler.
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7.2.3.B.c 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. The aircraft handler shall be responsible for any damage to the cargo occurred prior to acceptance by the cargo handler.
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 8:00 p.m.: a request stating the expected use of equipment, including all expected needs for flights scheduled in the next 12 hours; - at 8:00 a.m.: 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 VALUE VALUE REFERENCE DESCRIPTION APPLICABLE TO APPLICABLE TO EVENT PASSENGER ALL CARGO FLIGHTS FLIGHTS MA01 Delivery of empty At least 4 hours At least 6 hours Time required for equipment to the prior to placement prior to placement outgoing cargo to be cargo handler for in line in line available for preparation of collection by the outgoing cargo aircraft handler (placement in line)
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Any shortage of equipment previously requested as described above or delay in its delivery must be reported in writing (via telex, fax or email), at least six hours before expiry of the time limit for placement in line of the flight, 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.
Only in very special cases (e.g. due to rescheduling of flights already in line or unforeseen increase of the amount of cargo to be embarked), the cargo handler may submit to the relevant ramp handler a written request (via fax, SITA message or email) for additional rolling equipment, providing justified reasons. The ramp handler shall fulfil the request compatibly with the number of available vehicles.
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 6 hours1 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;
1Considering the high number of variables that contribute in meeting this parameter, a permanent observatory, composed of an Airport Operator representative and representatives of the Carriers and of each of the cargo and ramp handlers, shall be established as soon as this procedure is effective in order to verify that the set value is actually compatible with handlers’ needs and infrastructure characteristics, and to agree on any necessary changes to the parameter. .
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- 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. On Tuesday and Thursday of every week, each cargo handler shall send a telex or email to each aircraft handler, with the summary list of defective equipment of their respective concern currently in storage. Aircraft handlers may claim for damages incurred by their equipment as a result of improper use or accidents caused by cargo handlers.
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7.3 Handling hazardous materials – damaged packaging2
7.3.1 Purpose
The present procedure defines those indispensable elements to protect staff health during manual movement and transport of dangerous goods, in and outside aircraft holds and in warehouses in Malpensa airport.
7.3.2 Scope
This procedure is applied to all goods that are not whole, arriving, departing and transiting, tagged as restrictive goods or not clearly identifiable. Non integrity of goods is limited to staff seeing liquid, dust or gas seeping out.
7.3.3 Definitions and abbreviations
Duty Manager Airport Coordination CHR Cargo Handler Responsible RHR Ramp Handler Responsible Ramp Agent Ramp Handling under-craft Agent SEA Security SEA Security Service and Invigilation Fire Brigade Fire Brigade ENAC Available ENAC representative on duty
7.3.4 Responsibility
The CHR and RHR must guarantee the following procedure is carried out. Single people have to follow procedures. Operating responsibility is established by methods used.
2References: - Consolidated Code on Safety – Legislative Decree 81/08 as amended;; - IATA Dangerous Goods Regulation (Latest Edition).
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7.3.5 Methodology
7.3.5.A Incoming goods
7.3.5.A.a Cargo Warehouses
Accepting staff will view restrictive goods incoming by cart; if packaging is intact, the goods will be stored in the warehouse. If packaging is not intact, staff will contact the CHR immediately reporting, if seen, on the number and type of packages that are not in tact; the goods will not be unloaded from the cart and therefore will not be accepted. In that case, the goods will be removed from the area involved and the vehicle driver will be asked to leave the Cargo building. The CHR, when carrying out its internal procedures, will inform the Duty Manager who will then warn the Fire Brigade (if they have not already been called by the CHR) and will warn the ENAC manager on duty. The Duty Manager will also activate SEA Security which will then intervene for what concerns it. Any documents with goods content will be made available for intervening authorities.
When this is over, the goods can only be accepted after being re-packaged and supplied with a declaration by the manufacturer or its proxy.
7.3.5.A.b Aircraft Apron
Before opening the hold, the unloading staff will check through the mission or distribution (if present) whether there are any restrictive goods; having opened the hold it will check load integrity and if this is ok will start unloading. Finding that cargo involved is not intact, if he/she has already entered the hold he/she will leave it immediately and warn the ramp agent, communicating, if seen, the number and type of packages not intact and any tags on them. In this case, he/she must leave the area. The ramp agent will check content immediately, in documents (if available) accompanying the goods. If the documents have already been collected, he/she will warn the RHR immediately to recover them. If the material is tagged as dangerous or not clearly identifiable, the RHR will warn the Airline, the Duty Manager (Airport Coordination) and Goods Handling immediately. The Duty Manager who will then warn the Fire Brigade (if they have not already been called by the RHR) and will warn the ENAC manager on duty. The Duty Manager will also activate SEA Security which will then intervene for what concerns it. Any documents with goods content will be made available for intervening authorities. Based on type of goods, the Duty Manager will also activate authorities (internal SEA and external) to clean up the area involved, and, if the case, repackage the goods.
When this is over, unloading operations can only continue with Fire Brigade authorisation.
Any staff coming into contact with material coming out of broken packaging, even with no apparent symptoms must go to the Airport Emergency Unit to be checked.
Handler procedures used to safeguard and protect staff must still be taken.
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7.3.5.B Outgoing goods
7.3.5.B.a Cargo Warehouses
Shipping staff will view restrictive export goods; if packaging is intact, the goods will be sent under the aircraft. If packaging is not intact, staff will contact the CHR immediately reporting, if seen, the number and type of packages not intact and any tags on them. In this case, he/she must leave the area. The CHR, when carrying out its internal procedures, will inform the Duty Manager who will then warn the Fire Brigade (if they have not already been called by the CHR) and will warn the ENAC manager on duty. The Duty Manager will also activate SEA Security which will then intervene for what concerns it. Any documents with goods content will be made available for intervening authorities. Based on type of goods, the CHR will also activate authorities (internal and external) to clean up the area involved, and, if the case, repackage goods. When this is over goods can only continue being taken under the aircraft with Fire Brigade authorisation
7.3.5.B.b Aircraft Apron
The loading staff will check restrictive goods to load on the aircraft; if they are intact it will start loading. Finding that the cargo involved is not intact, if he/she will warn the ramp agent, communicating, if seen, the number and type of packages not intact and any tags on them. In this case, he/she must leave the area. The ramp agent will check material type in the documents available. If the documents are not available, he/she will warn the RHR immediately to recover them. If the material is tagged as dangerous or not clearly identifiable, the RHR will warn the Airline, the Duty Manager (Airport Coordination) and Goods Handling immediately. The Duty Manager who will then warn the Fire Brigade (if they have not already been called by the RHR) and will warn the ENAC manager on duty. The Duty Manager will also activate SEA Security which will then intervene for what concerns it. Any documents with goods content will be made available for intervening authorities. Based on type of goods, the Duty Manager will also activate authorities (internal SEA and external) to clean up the area involved, and, if the case, repackage the goods.
When this is over, loading operations can only continue with Fire Brigade authorisation.
Any staff coming into contact with material coming out of broken packaging, even with no apparent symptoms must go to the Airport Emergency Unit to be checked.
Handler procedures used to safeguard and protect staff must still be taken.
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7.3.5.C Packages damaged during transport or handling
7.3.5.C.a Cargo Warehouses
If during handling or transport stages of dangerous, restrictive or not clearly identifiable goods something should be damaged compromising its integrity, staff must warn CHR immediately as described below, communicating number and type of packages damaged and any tags on them. In this case, he/she must leave the area. The CHR, when carrying out its internal procedures, will inform the Duty Manager who will then warn the Fire Brigade (if they have not already been called by the CHR) and will warn the ENAC manager on duty. The Duty Manager will also activate SEA Security which will then intervene for what concerns it. Any documents with goods content will be made available for intervening authorities. Based on type of goods, the CHR will also activate authorities (internal and external) to clean up the area involved, and, if the case, repackage goods.
When this is over, operations can only continue with Fire Brigade authorisation.
7.3.5.C.b Aircraft Apron
If during handling or transport stages of dangerous, restrictive or not clearly identifiable goods something should be damaged compromising its integrity, staff must warn RHR immediately as described below, communicating number and type of packages damaged and any tags on them. If this damage occurs under-board or when of Ramp Handler competence, the ramp agent will check material type in the documents available. If the documents are not available, he/she will warn the RHR immediately to recover them. If the material is tagged as dangerous or not clearly identifiable, the RHR will warn the Airline, the Duty Manager (Airport Coordination) and Goods Handling immediately. The Duty Manager who will then warn the Fire Brigade (if they have not already been called by the RHR) and will warn the ENAC manager on duty. The Duty Manager will also activate SEA Security which will then intervene for what concerns it. Any documents with goods content will be made available for intervening authorities. Based on type of goods, the Duty Manager will also activate authorities (internal SEA and external) to clean up the area involved, and, if the case, repackage the goods.
When this is over, operations can only continue with Fire Brigade authorisation.
Any staff coming into contact with material coming out of broken packaging, even with no apparent symptoms must go to the Airport Emergency Unit to be checked.
Handler procedures used to safeguard and protect staff must still be taken.
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7.3.6 Applicable documents
The RHR or CHR, based on their enquiry and on event records recovered, must complete and sign the “Early Check Report”, (see Attachment 7.3.6) which must contain the following:
- time of occurrence - date of occurrence - place of occurrence - names of those present - name of person responsible - any documents recovered - description of occurrence - any measures taken by control bodies - clean-up information - clean-up documents if necessary
Copy of this Report must be faxed to the Duty Manager (Airport Coordination) n° FAX 02/748- 60034 and. on request, to cargo handlers. The original remains with the documents of the unit they belong to.
7.3.7 Filing
Report forms must be filed and kept in the unit they belong to for no less than 3 years.
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7.4 Management of human remains3
7.4.1 Requirements for the embarkation/disembarkation of “HUM” (Human Remains)
The transport of bodies, with the exception of urns (HUC) which are handled as normal cargo, is subject to the following requirements: - the body shall be in wood coffin with hermetically sealed lead or zinc interior; - the exterior shall be covered by cardboard packaging and/or jute fabric; - loading/unloading will take place, if possible, without passengers present; - funeral ceremonies are not permitted near the aircraft; - if live animals (AVI) and foodstuffs for human consumption (EAT) are present, the body shall be stowed in a separate hold; - if compatible with aircraft balancing and space, baggage shall be stowed in separate compartments; - the flight captain shall be informed of the load; - urns shall be protected with suitable packaging to avoid dispersion during transport.
7.4.2 Regulations for the disembarkation of bodies emanating smells or dangerous fumes
If bodies are disembarked emanating smells or with the leakage of organic fluids, the handler shall inform the SEA Duty Manager and proceed with disembarkation using adequate personal protective equipment (face mask, overalls, gloves). At the end of disembarkation, the body shall be placed on a goods’ trolley, for inspection by the Health Authorities if applicable.
Crates shall be repacked, as instructed by the Airport Health Office, in rooms set up for the purpose.
If the Airport Health Office intervenes, the Duty Manager shall be promptly informed of all actions taken and relative outcomes.
3 References - Consolidated Code on Safety – Legislative Decree 81/08 as amended; - Presidential Decree 10-9-1990 no. 285 - AHM 333. - 1937 Berlin Convention; - Royal Decree no. 1045 of 2 May 1940; - Ministry of Health Circulars no. 24 of 24 June 1993 and no. 10 of 31 July 1998, as amended - Royal Decree no. 1265 of 27 July 1934 (Consolidated Code of Health Laws) as amended
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7.5 Handling radioactive cargo4
7.5.1 Purpose This procedure defines all activities carried out in Malpensa during the handling of packages with radioactive content transiting in the airport.
7.5.2 Scope This procedure is applied to loading, unloading, handling and temporary deposit Procedures for packages with radioactive content and during any pre-emergency and emergency situations. Procedure indications must be applied by all Bodies operating in Malpensa handling radioactive goods
7.5.3 Definitions
Handling radioactive cargo By handling of radioactive goods we mean all loading, unloading, handling and temporary deposit operations involving packages with radioactive content carried out by entities operating in Malpensa airport. The term “handling” also includes any pre-emergency or emergency operations following accidents involving packages containing radioactive materials. Radioactive substances For the purposes of this procedure, radioactive substance means any material containing radionuclides, except for those in excepted packages, for which the applicable procedures are only those concerning pre-emergency and emergency operations in case of accident.
Excepted packages Exempted packages correspond to I.C.A.O. 9284-an905 technical instructions for the safe transport of dangerous goods by air. These package types are not subjected to control foreseen for radioactive goods incoming in the airport as they contain a minimum quantity of radioactive material and have an exposure ratio outside the package of practically nil.
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.
Ramp Handler Company managing the aircraft loading and unloading activities and moving the goods on the apron ramp handler employee”.
4 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 no 230/95, as amended;; - Consolidated Code on Safety – Legislative Decree 81/08 as amended; - Ministry of Transport Circular of 3 December 1992, as amended; - IATA Dangerous Goods Regulations.
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Personnel responsible for loading and unloading operations Ramp handler staff responsible for aircraft loading and unloading operations, controlling that security regulations are enforced.
Loading and unloading team Staff duly trained, part of the ramp handlers, handling embarking and disembarking of radioactive goods from aircraft holds.
Cargo Handler Company managing goods warehouse activities.
Personnel responsible for goods receiving operations Cargo handler staff responsible for receiving and handling goods, controlling that security measures are enforced.
Temporary storage room This is the specific brick-built storage room for the temporary storage of packages containing radioactive substances arriving from aircraft and waiting to be collected by the shipper or waiting to be loaded on aircraft. All authorised temporary storage rooms at Malpensa airport are equipped with all the devices and authorisations necessary for the storage of cargo falling under the categories set out in the following paragraphs.
Control employee (CTRL employee) Staff of SEA Security duly trained and authorised to carry out, aided by specific tools (Geiger counter), measurement of radiation released by packages in standard situations.
SEA Security and Invigilation Manager (S.I.M.) SEA Security staff duly trained and 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.
SEA Security and Invigilation Service Operating Room (Operating Room) The room where the Airport Operator’s activity control and coordination take place (tel. 02-748- 62999), staffed on a 24-h basis.
Specialised company Company (and relative employees) authorised to manage removal and disposal of damaged radioactive packages and any decontamination of areas involved.
Qualified expert A party responsible for physically monitoring the protection of workers and the population in accordance with Legislative Decree no. 230/95, Article 77. SEA and each Handler handling radioactive goods in Malpensa airport must assign physical surveillance to a qualified expert.
RRR Inter-runway trolley Specific trolley used to transport radioactive goods between the goods warehouse and aircraft and vice-versa and between the goods warehouse and the temporary deposit. The trolley must be supplied with specific notices indicating the ionising radiation danger and sides containing the goods during transport.
Parking area for RRR inter-runway trolleys - Empty Area the empty RRR inter-runway trolleys are parked on.
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Pre emergency Situation indicating any kind of problem found that could possibly be an emergency situation, through: - instrumental signal that the set ceiling has been exceeded, with alarm in the counter used by the CTRL employee during standard radiation 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 - the package falls or gets squashed - marked damage to packaging.
7.5.4 How to manage radioactive goods
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.
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.
7.5.4.A Import goods
When the Load Message or similar indicates the presence of radioactive goods on board an aircraft: - The ramp handler prepares the specific RRR inter-runway trolleys under-board; - CTRL staff carry out any release control to identify any pre-emergency situations before unloading the aircraft. The control described in point 7.6.4.A.a. is carried out.
If non indicated radioactive goods should be found later at the time of unloading and/or during unloading: - unloading shall be interrupted in the cargo holds where radioactive materials are present;
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- The person in charge of loading /unloading informs a CTRL employee indicating flight stand/finger; - A loading /unloading team person collects the specific RRR inter-runway trolleys; - The CTRL employee checks emission for any pre-emergency situations before carrying on with aircraft unloading operations. The control described in point 7.6.4.A.a. is carried out.
7.5.4.A.a Checking emission before unloading
The CTRL employee checking emission on the flight in question with the presence of radioactive goods, after going under-board 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 CTRL 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; - If the instrument alarm does not go off, the CTRL employee authorises unloading and puts, on each radioactive package, the adhesive label proving that it has been checked; otherwise he/she starts pre-emergency procedures (point 7.6.5.A); - If the loose packages are a consistent number and the CTRL employee considers a probable self-screening effect, after measuring as described above the CTRL person 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: - The CTRL employee carries out initial control with a counter outside the craft; - If the radioactive load is in the load unit (ULD) the CTRL person must wait till the single units have been unloaded and lowered by the cargo loader to them measure the container perimeter from one metre away; - If the load is loose he/she waits till it has been unloaded and then measures at one metre from the packages; - If the alarm does not go off, the CTRL person authorises unloading and places the adhesive label proving control on the tag containing flight data on each radioactive material package, or starts pre-emergency procedures (point 7.6.5.A).
7.5.4.A.b Unloading goods
For loose goods, the loading/unloading team, using the specific equipment (e.g. conveyor belt), unloads the goods, places the radioactive packages on the RRR inter-runway trolley which will then be attached behind the other trolleys; if the load is not compatible, said trolley will be transported alone as set by I.A.T.A. regulations.
For palletised goods, the loading/unloading team, using the specific equipment (e.g. cargo loader and transporter), unloads the palletised units onto a specific trolley (e.g. dolly), placed under the aircraft. The person responsible for unloading /loading operations for both loose and palletised goods: - checks that the full RRR load expected has been unloaded; - puts the initials RRR and/or specific label on the documents to be sent to the RRR cargo handler and makes sure they are collected; - makes sure the radioactive load is transferred to the cargo handler for control/sorting operations. The ramp handler driver, driving a tractor, transfers the full load unloaded, loose or palletised, from the aircraft stand to the goods warehouse directly and delivers it to the cargo handler.
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Radioactive goods can never be left unguarded.
7.5.4.A.c Radioactive goods in the goods warehouse
The person in charge of receiving the goods checks the documents giving precedence to the radioactive ones. The person accepting the radioactive goods checks they are intact and transfers the packages containing radioactive substances: - 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. In this latter case: - the cargo must be kept (excluding exempt cargo) in the storage room authorised for such purpose in order to be managed by the company MLE in its areas serving all cargo handlers at Malpensa airport. - to this end, after making the above checks: MLE, for cargo transported by its customer Carriers, directly takes care of placing the shipment in its temporary deposit for radioactive cargo; warehouse handling operators other than MLE transfer the shipment in MLE areas and request placement of the same into temporary deposits for radioactive cargo. - in the event that the space limit of MLE’s deposit (defined by its cat. “B” clearance) is exceeded the radioactive cargo must be placed in the deposit operated by SEA (holder of cat. “A” clearance) situated at Terminal 2. To this end, the handler of the cargo requests SEA to transfer the cargo to its deposit.
Radioactive goods can never be left outside the temporary deposit room, except for exempted packages, which can be guarded directly by the relative cargo handler.
7.5.4.A.d Cargo in the temporary deposit and delivery to the shipper
7.5.4.A.d.1 MLE temporary deposit for radioactive cargo, excluding exempt cargo, cat. “B” clearance d1.1) MLE cargo handler The handler places the radioactive cargo in its dedicated temporary deposit, preferably using mechanical means and placing it in the area corresponding to the category indicated on the tag; When collection by the shipper is requested, the handler removes the items from the temporary deposit, taking care to ensure that there are no anomalies and delivers the same to the recipient in accordance with its own procedures.
d1.2) Cargo handler other than MLE The cargo handler needing to place radioactive cargo in the deposit managed by MLE must take the same to said deposit, complete with all the necessary documentation. The MLE representative: - collects the memorandum and the “shipper’s declaration for dangerous goods”; - checks that the RRR packages delivered are intact; - accepts delivery of the radioactive goods issuing a receipt; - places the packages inside the temporary deposit using mechanical means in the area corresponding to the category on the tag; The person must stay in the radioactive material deposit as little as possible, compatibly with safety and the care needed to avoid damaging the radioactive substance containers due to blows or them falling.
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The cargo handler that needs to collect a package of radioactive cargo deposited in the MLE temporary deposit for delivery to the shipper goes to the MLE area with the necessary documentation and requests the latter to remove the shipment from the temporary deposit. The MLE operator, having removed the cargo from the deposit and having checked that there are no anomalies, delivers the consignment to the cargo handler having requested the same, submits the receipt for signature to the latter’s representative and hands over the cargo with any documentation. The cargo handler transfers the shipment to its own premises and delivers it to the recipient.
7.5.4.A.d.2 SEA temporary deposit for radioactive cargo cat. “A” clearance d2.1) For the purposes of storage in the deposit, SEA sends its representative to the cargo handler requesting storage of the radioactive cargo who then: - collects the memorandum and the “shipper’s declaration for dangerous goods”; - checks that the RRR packages delivered are intact; - accepts delivery of the radioactive goods issuing a receipt; - transports the package of radioactive material to the temporary storage facility in Terminal 2; - deactivates the anti-intruder alarm and unlocks the deposit; - places the packages inside the temporary deposit using mechanical means in the area corresponding to the category on the tag; - locks the deposit and re-inserts the anti-intruder alarm. The person must stay in the radioactive material deposit as little as possible, compatibly with safety and the care needed to avoid damaging the radioactive substance containers due to blows or them falling.
d2.2) The cargo handler needing to collect radioactive cargo deposited in the temporary deposit to deliver it to the shipper, notifies SEA of this necessity. SEA sends its representative to the deposit who then: - deactivates the anti-intruder alarm and unlocks the deposit; - removes the radioactive material from the deposit; - locks the deposit and re-inserts the anti-intruder alarm; - transports the package to the requesting cargo handler.
Cargo handlers can nevertheless conclude commercial agreements with MLE by virtue of which the latter can also directly deliver to their areas shipments to recipients customers of other handlers. Under no circumstances can radioactive packages can be left outside the temporary deposit area, with the exception of exempt packages which may be stored directly by the cargo handler.
7.5.4.B Departing goods
Departing radioactive goods are delivered to the goods warehouse by the shipper. Each time this happens, the Person in charge of goods receiving operations: - Checks that the radioactive content packages are going to an authorised airline flight; on the contrary, informs Airport Coordination which will not allow them to be accepted; - Calls a CTRL person to check emissions. The CTRL employee checks emissions to identify any emergency situations before continuing the vehicle unloading operations. The control described in point 7.6.4.B.a. is carried out.
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7.5.4.B.a Checking import goods in vehicles
The CTRL employee asks the driver where the radioactive packages are in the vehicle and with the specific counter on goes up to the vehicle. Then the CTRL employee measures emissions, keeping the counter one metre from the packages. If the alarm does not go off, the CTRL employee 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 packages are a consistent number and considering a probable self-screening effect the CTRL person is present with the counter on until the vehicle has been unloaded.
7.5.4.B.b Goods shipment
The goods reception Person checks radioactive goods conformity with the accompanying documents and makes sure the load is sent on to its destination as quickly as possible only remaining in the warehouse for the time strictly needed to carry out shipping operations. Radioactive goods can never be left unguarded. If the goods are embarked straight away, the cargo handler: - for loose goods, transfers the packages to a RRR inter-runway trolley, hooking it on after the other trolleys and calls the ramp handler to take it to the aircraft stand; - for palletised goods, transfers the packages to the packaging area using mechanical means for the load unit to be made up, hooking it on after the other trolleys and calls the ramp handler to take it to the aircraft stand.
If the cargo is not embarked straight away, the cargo handler ensures delivery to the authorised deposit. In this latter case: - the cargo must be kept (excluding exempt cargo) in the storage room authorised for such purpose in order to be managed by the company MLE in its areas serving all cargo handlers at Malpensa airport. - to this end, after making the above checks: o MLE, for cargo transported by its customer Carriers, directly takes care of placing the shipment in its temporary deposit for radioactive cargo; o warehouse handling operators other than MLE transfer the shipment in MLE areas and request placement of the same into temporary deposits for radioactive cargo. - in the event that the space limit of MLE’s deposit (defined by its cat. “B” clearance) is exceeded the radioactive cargo must be placed in the deposit operated by SEA (holder of cat. “A” clearance) situated at Terminal 2. To this end, the handler of the cargo requests SEA to transfer the cargo to its deposit.
7.5.4.B.c Cargo in the temporary deposit
7.5.4.B.c.1 MLE temporary deposit for radioactive cargo, excluding exempt cargo, cat. “B” clearance c1.1) MLE cargo handler For departing shipments on its customers’ airlines, MLE personnel places the radioactive cargo in its dedicated temporary deposit, preferably using mechanical means and placing it in the area corresponding to the category indicated on the tag. When the aircraft is ready to embark the cargo, MLE removes the items from the temporary deposit, taking care to ensure that there are no anomalies and prepares the radioactive cargo for shipment as indicated in point 7.6.4.B.b.
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c1.2) Cargo handler other than MLE The cargo handler needing to place radioactive cargo, awaiting embarkation, in the deposit managed by MLE must take the same to said deposit, complete with all the necessary documentation. The MLE representative: - collects the memorandum and the “shipper’s declaration for dangerous goods”; - checks that the RRR packages delivered are intact; - accepts delivery of the radioactive goods issuing a receipt; - places the packages inside the temporary deposit using mechanical means in the area corresponding to the category on the tag. The person must stay in the radioactive material deposit as little as possible, compatibly with safety and the care needed to avoid damaging the radioactive substance containers due to blows or them falling. When the aircraft is ready to embark the cargo, the cargo handler assisting the flight goes to the MLE area with the necessary documentation and requests the latter to remove the shipment from the temporary deposit. The MLE operator, having removed the cargo from the deposit and having checked that there are no anomalies, delivers the consignment to the cargo handler having requested the same, submits the receipt for signature to the latter’s representative and hands over the cargo with any documentation. The cargo handler transfers the shipment to its area and prepares the radioactive cargo for shipment as indicated in point 7.6.4.B.b.
7.5.4.B.c.2 SEA temporary deposit for radioactive cargo cat. “A” clearance
SEA sends its representative to the cargo handler requesting storage of the radioactive cargo who then: - collects the memorandum; - checks that the RRR packages delivered are intact; - accepts delivery of the radioactive goods issuing a receipt; - transports the package of radioactive material to the temporary deposit in Terminal 2; - deactivates the anti-intruder alarm and unlocks the deposit; - places the packages inside the temporary deposit using mechanical means in the area corresponding to the category on the tag; - locks the deposit and re-inserts the anti-intruder alarm.
The SEA person must stay in the radioactive material deposit as little as possible, compatibly with safety and the care needed to avoid damaging the radioactive substance containers due to blows or them falling. When the aircraft is ready to be loaded, the cargo handler calls the ramp handler to come and collect the radioactive substance packages from the temporary deposit and informs SEA of this need. SEA sends its representative to the deposit who then: - deactivates the anti-intruder alarm and unlocks the deposit; - removes the radioactive material from the deposit; - locks the deposit and re-inserts the anti-intruder alarm; - transports the package to the requesting cargo handler.
The latter prepares goods for shipment as set out in point 7.6.4.B.b.
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7.5.4.B.d Loading radioactive goods on board the aircraft
For loose goods, the loading/unloading team, using specific equipment, embarks the packages directly from the RRR inter-runway trolley placed under-board. Inside the hold, the same staff, based on indications from the team leader, positions and anchors the radioactive packages on board the aircraft. The Person in charge of loading/unloading operations makes sure all the radioactive goods expected have been loaded and that the relative documents have been delivered. When the radioactive material has been embarked, a ramp handler employee takes the empty RRR inter-runway trolley back to its specific collection area. For palletised goods, the loading/unloading team, using the specific equipment (e.g. cargo loader and transporter), transfers the load unit from the equipped cart (e.g. dolly), placed under- board to the Cargo Loader. Inside the hold, the same staff, based on indications from the team leader, positions and anchors the load units holding the radioactive packages on board the aircraft. The Person in charge of loading/unloading operations makes sure all the radioactive goods expected have been loaded and that the relative documents have been delivered.
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7.5.5 Managing pre-emergency and emergency operations in the airport
7.5.5.A Pre-emergency measures
Pre-emergency measures are applied to all situations where one of the following occurs: a. when the counter alarm rings during emission control b. when there is obvious damage to packaging or, in any case, when the outer packaging of a package is seriously compromised c. when a substance is coming out of the package d. when an occurrence can create the suspicion that the package has been seriously damaged in an accident (fall – squashing etc.).
For occurrences in point a.:
The CTRL employee 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 SEA expert; - 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, in the suitcase 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 b. - c. - d.:
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.
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7.5.5.A.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 SEA Expert and with a personal dose-metre, intervenes taking along the suitcase 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. Said suitcase is kept on board a SEA Security vehicle present on the apron.
7.5.5.A.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 TRANSPORT INDEX CORRESPONDENCE AT 1 METRE ( Sv/h) TABLE BETWEEN DOSE 1.0 0.1 RATIO AND TRANSPORT 10.0 1.0 INDEX 50.0 5.0 I 100.0 10.0 f the emission recorded confirms what the package transport index foresees, the test is continued by searching for possible anomalous neutron emission;
7. 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 or 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
8. if the radionuclide contained in the package is included in the list, ask the Operations Room to take the PDS-100GN neutron counter to the pre-emergency location;
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9. turn on the PDS-100GN neutron counter, following the attached instructions and contact the Qualified Expert via telephone; 10. explain the observed situation to the Qualified Expert and read the displayed values carefully; the right side of the display shows neutron measurement values. On the basis of indications received, the Qualified Expert shall determine whether to initiate the emergency procedure.
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.
7.5.5.A.c Assessing radioactive contamination
The operations the S.I.M. must do are as follows: 1. check for obvious signs of packaging damage and suspect leakage of substances from the package; if this is positive: 2. if condition eliminates all doubts (e.g. package destroyed), the S.I.M. must start emergency procedures. Otherwise proceed as follows: 3. turn on the RADOS RDS-120 Geiger counter at a few metres from the package and record the instrument’s basic measurement; 4. go up to the surface to be checked (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; 5. check whether the dose ratio increases moving the counter surface from 10 cm to 1 or 2 cm; 6. if the dose value increases the emergency procedure is started; 7. if it does not increase the inspection continues; 8. turn off the Geiger counter, insert the external alpha and beta radiations probe, turn on the RADOS RDS-120 Geiger a few metres from the package and record the measurement; 9. 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; 10. 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: 11. if the dose value increases the emergency procedure is started; 12. 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.
7.5.5.B 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. ionising chamber emission control showed a dose ratio value that was higher than the transport index given; c. the telephone conversation with the qualified expert revealed a neutron emission anomaly; d. during contamination control with the RADOS RDS-120 Geiger counter (gamma emissions), the dose measured at 1 – 2 cm from the substance was higher than the 10 cm one;
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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 Specialised company (intervention time less than two hours from call); - the Qualified SEA Expert (already in pre-alarm) who, when the emergency procedure is activated, has to get to the airport as fast as possible; - the Handler’s Qualified Expert if the emergency is activated during operations or in environments it is competent for; - 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); - ENAC – Airport Division; - the Fire Brigade (in pre-alarm); - Airport Health Office.
When the Fire brigade team arrives, the S.I.M. updates it on the situation and coordinates with it in managing measures to be activated and in controlling the area involved. S.I.M. also checks using the ionisation chamber that the dose ratio is under 10 μSv/h outside the delimited area; otherwise, he/she widens the area until the dose ratio is less than 10 μSv/h. Having contacted the Specialised Company, the S.I.M. informs the Operations Room of the agreement with the Company and the entry point the Company technicians have to be collected from, or escorted from if they need to come in with their own equipped vehicle. When the Qualified Expert arrives, the S.I.M. updates him/her on the situation and then he/she makes sure that Specialised Company technicians, based on his/her procedures and orders, 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.
7.5.5.C Managing emergencies
The Qualified SEA 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.
7.5.5.C.a Removing a non screened package
If radiation is higher than the transport indexes given, the Qualified SEA 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 identifying the radionuclide using a gamma spectrometer; 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 220 litre barrel based on size. The gamma spectrometer, containers and screening sheeting, polyethylene sacks, barrels and protection garments (overalls, gloves, masks, footwear) are provided by the specialised company.
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Personal protection garments are also found in the bag of radioprotection devices brought by the S.I.M. The drum containing the source is disposed of by the Specialised Company authorised to transport radioactive substances and dispose of waste. If the source cannot be removed immediately, the barrel is kept temporarily in the radioactive substance deposit. 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 on the premises of the specialised Company using a liquid scintillation counter. Any contamination above 0.4 Bq/cm2 means a decontamination procedure and new control. This is done as described below.
7.5.5.C.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 contamination doubts, the area is mapped with surface contamination checks (smear test), with results checked immediately on the premises of the specialised Company using a liquid scintillation counter. 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. 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 immediately on the premises of the specialised Company using a liquid scintillation counter, 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.
7.5.5.D Emergency measures for an alarm in temporary deposits
The temporary deposit warehouse has a sound and visual alarm 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 deposit at least 10 metres away 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 SEA Expert (directly or through the Operations Room), after turning off the alarm controls radioactive emissions with instruments on and wearing a personal dose meter.
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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.
7.5.5.E 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: 1. 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; 2. reduce use of water to a minimum to avoid spreading contaminants, using extinguishing, suffocating or inhibiting powders instead; 3. reduce staff involved to a minimum; 4. try to fight the fire from a distance; 5. use, possibly asking the Fire brigade, breathing apparatus. When the fire has been extinguished, the SEA Expert draws up, based on the situation that occurred, an intervention plan to make the radioactive packages and area involved safe. When this has been done, the SEA 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.
7.5.5.F 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 (6.1). Initial intervention staff must: 1. be equipped with rubber gloves and boots; 2. remove, if possible, any radioactive sources form the flooded area; 3. 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 SEA 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 SEA Expert allows normal operations to start up again and drafts the releasing letter.
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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.
It should be noted that all situations involving emergency responses which may affect the population or the environment outside the airport, or which cannot be resolved directly by the Airport Operator, shall be managed in accordance with Ord. No. 5/2013. The Fire Brigade, in consultation with the Qualified Expert, shall alert the Police reporting the ongoing emergency and the related situation, so that they may alert the Prefecture of Varese.
7.5.5.G Telephone numbers
ORGANISATION PHONE NUMBERS
62999 SEA Safety and Invigilation Operations Room
62313 Airport Coordination
67018 ENAC – Airport Division
64777 Fire Brigade
64716 Airport Health Office
64444 SEA Health Service Qualified Experts: mobile 335 6283873 – 335 1950907 Eng. Achille Cester office 0383 369792
If absent or not available:
Mr. Fulvio Gazzi mobile 335 6790318
Campoverde Specialised Company : mobile 335 6250204 Available mobile 335 7607321 Available mobile 335 7607323 Available
Campoverde main telephone no. – Monday to Tel. 02 58039020 Friday 8:30 a.m. to 12:30 p.m. and 1:30 to 5:30
p.m.
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8 AIRCRAFT SERVICES
8.1 Apron configuration1
Attachments 8.1.1 and 8.1.2 provide details and maps of the Malpensa airport apron 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; - 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 Agent, CNA, 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. 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.
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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 Airline) - 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. 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 the Airport Coordinator (tel. 02 74868151).
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 ensures that transparency, objectivity and non-discrimination criteria are met, by assigning fingers on a rotation basis, taking into account the time period, flight and aircraft type; whenever possible, finger priority will be given to “VLA” (Very Large Aircraft) with high capacity, for which assignment to remote aprons objectively involves operational problems.
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.
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: Maintenance Control Room Tel. 02.74863450
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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. SafeDock optical guide systems are installed at Malpensa.
8.2.2.B Using optical guides for stands with a loading bridge
SAFEDOCK is 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 which must be guaranteed by the Airline, through ground staff or handler.
If there is any malfunctioning or inefficiency, the Operator must inform the following Airport Operator number straight away: Maintenance Control Room Tel. 02.74863450
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8.2.3 Fixed generator
The remote stands in Terminal 1 (except for 301- 320, 352, 354, 355, 357, 358, 359, 360, 362, 363, 365, 404, 409) and stands with loading bridge in Terminal 1 and Terminal 2 are equipped with a fixed 400 Hz electricity plant for aircraft. There are two plant types: static and rotating. The rotating machine type is found on stands 651, 653, 656, 658, 621÷625, 551, 553, 556, 558 and on the loading bridges in Terminal 2. The plants (both rotating and static) can be extractable column or with a winding wire. The difference between the two plant types lies mainly in the possibility had with the winding wire to be able to extract/withdraw the wire by pressing a button and the ease with which you can access the breakdown signalling logical card.
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: Maintenance Control Room Tel. 02.74863450
8.2.4 Fixed air conditioning system
All stands with a loading bridge in Malpensa 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: Maintenance Control Room Tel. 02.74863450
8.2.5 Equipment areas, vehicle parks, electric vehicle charging points
In Milan airport system, there are areas available to park stand and operator equipment; details and maps of these areas can be found in Attachment 8.2.5.
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.
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8.3 De/anti-icing / de-snowing3
8.3.1 Introduction
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 Operator SEA 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; - Airport Construction and Operation Regulations – ENAC; - Airport Manual – PROCOP 230: De-icing / de-snowing; - Consolidated Code on Safety – Legislative Decree 81/08 as amended; - UNI EN ISO Standards 9001:2000; - Operating Procedures – Airport Coordination Area Quality System; - “Learning aid for Follow-me car drivers” – Training manual; - “Learning aid for apron operators” – Training manual.
4 If no explicit instructions are provided in the DAM, all types of aircraft not listed in “AEA Training Recommendations for De-icing/ Anti-icing of Aircraft on ground” - Current edition – Annex A Aircraft Types, par. 1.2 No spray Areas, shall be handled in accordance with SEA’s standard procedure.
5 Final end-of-treatment visual control in terms of Post De-icing/Anti-icing Check in accordance with “AEA Recommendations for de-icing/anti-icing of aircraft on the ground” Para 3.11 – Current edition. Tactile check (clear ice check) is not offered by SEA SpA.
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7. the Operator SEA 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 8.3.7.A; 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 staff in conjunction with SEA Coordinamento Scalo and ENAV staff, 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 Post de-icing Code, as set forth in “AEA Recommendations for de-icing/anti-icing of aircraft on the ground” Para 3.14.3 – Ed. in ref.; communication in English with certified operators in accordance with the provisions in “AEA Training Recommendations for De-icing/ Anti-icing of Aircraft on ground” - Current edition – Annex D – ICAO Language Level 4.
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8.3.4 Responsibility
The following table lists the responsibilities of main persons involved in de-icing/anti-icing, de- snowing operations:
Person responsible Actions Captain / Performance or non-performance of treatment Airline technician or person designated by (contamination check) and relevant the Airline specifications Successfully carries out operations, as of SEA operator training and certification SEA operator Post de-icing visual check
Airline technician or person designated by Tactile check (if required) the Airline SEA Operator (scenario A) Transmission of post de-icing code to the Airline technician or person designated by Captain the Airline (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. Apron Operator Professional operative position of Coordinamento Scalo. De-icing/de- Dedicated areas where de/anti-icing and de-snowing operations are carried snowing areas out. Manoeuvring Part of the airport used by aircraft for take-off, landing and ground area movements relating to these operations, excluding stands. Part of the airport for aircraft ground movements, including the manoeuvring Movement area area, APRONS and any part for aircraft maintenance. CNA Air Navigation Company (Airline) Operating Room Supervisor (Capo Sala Operativa): a senior operating CSO function of ENAV S.p.A Activity to remove the formation of ice and/or frost from the aircraft, to carry De-icing out before aircraft departure. De-icing area 1 Located at Head 35L South of link road Z; this area has four stands: (main de-icing 794: max Code D (up to 52m wing span, NO 767-400, NO MD11), area) disabled if Code F on 795; 795: Max Code F (up to 80m wing span, A380, AN124, 747-800), disables stand 794 when 795 is occupied by Code F; K1: max Code E (up to 65m wing span, B747-400) 799: max ICAO C (36m wing span, A321) De-icing area 1 is the main de-icing area of the airport: in normal winter operation it handles flights coming from both T1 and T2.
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De-icing area 2 Located between link roads Y and K, North of link road Z; this area has three stands, 791, 792 and 793 for ICAO class C aircraft (36 m wing span, A321) and alternate to stands 760,…,764 which must be disabled. Located in the south-eastern part of Terminal 2 apron; it has four stands with the following features:
201: max Code “C” (inhibited if an aircraft is present in 202) 202: max Code “E” (outbound pushback for Code “D” and “E” aircraft, inhibited if 201 and/or 203 busy) 203: max Code “C” (inhibited if an aircraft is present in 202) 204: max Code “D” (outbound pushback for Code “D” aircraft)
When de-icing area 3 is activated it generally manages flights coming from De-icing area 3 T2 and requires, in standard configuration, use of stands 202 and 204; if any traffic is waiting for treatment in area 3, and area 1 is free, the allocation of traffic between the two areas is subject to the tactical coordination between CSO and Duty Manager.
In LVP conditions management of aircraft coming from T2 will be prioritarily in area 3, and manoeuvring takes place with Follow-me assistance from the parking stand to the de-icing stand. Individual exceptions may concern aircraft parked in the North Apron, the treatment of which, after coordination between CSO and Duty Manager, is performed in Area 1 applying the provisions in the “Aircraft movement from Terminal 2 to Terminal 1” section of the applicable LVP procedure. De-snowing Activity to remove snow which has deposited on parts of the aircraft. Professional operative position of SEA Coordinamento Scalo: SEA Airport Duty Manager 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 organisation which issues I.C.A.O. international aviation standards and recommendations IHP GW1 cannot be used during de-icing operations in conjunction with IHP GW1 LVP activated. Terminal Professional operative position of Coordinamento Scalo. Operator Airport control tower – ENAV S.p.A. The tower controls air traffic in relation TWR to airport traffic (movement area excluding stands where an AMS service operates).
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8.3.6 Actions
RESPONSIBLE No. PHASE ACTIONS PARTY
SEA de-icing COMMUNICATES by telephone to the Duty Manager coordination the number of available crews. personnel In normal de-icing operating conditions, there will be 6 enabled stands (794, 795, K1, Z1, 202, 204); the additional stands 791, 792, 793 will be enabled if necessary.
In extremely low temperature conditions (Temp < -12°C) 3 stands will normally be in operation (K1, 794, 795).
Duty Manager For details about enabled/used stands, see Attachment 8.3.7.C. De-icing/de- 1 snowing stations NOTIFIES any exceptions to the above to SEA de-icing enabled Coordination Personnel, depending on the number of crews currently available.
COMMUNICATES the information received via direct telephone to the TWR CSO. COORDINATES with RHT the supply of necessary resources.
(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.)
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Ramp / Airline or INFORMS the SEA Apron station by PDA or phone*, 45’ delegate 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 ENTERS the booking in the system using the de-icing Coordinamento application function. (In case of recovery, information is Scalo Apron Station relayed directly by intercom to the De-icing Coordination station).
In situations of declared snow emergency, all departing flights shall be automatically booked for treatment.
*For telephone contacts, see Attachment 8.3.7.E.
Ramp/ Airline or COMMUNICATES, 30’ from STD/EOBT, by PDA or delegate 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) fluid % (10%, 50%, 100%) step (1, 2)
The fluid used is Type II.
Any changes to the requirements applicable to this phase may be notified directly at the de-icing area via Confirming 3 headset by the Captain to the SEA Operator (scenario treatment A) or to the Airline technician or a person designated by the latter (scenario B).
ENTERS the confirmation into the system using the de- SEA de-icing icing application (in case of recovery, they will coordination communicate the information via direct line to the SEA personnel 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.
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SEA COMPILES the sequence of requests received. Coordinamento If requested, the list is then sent by means of Scalo Apron Station information systems (or by fax as back-up) to Handlers and to the Tower.
The sequence of operations is defined based on the Sequence 4 Scheduled Time of Departure (STD) or Estimated Time generation of Departure (ETD), taking into account any departing SLOTS. Subsequent changes depend on flight status which indicates “ready for engine start up” and A.T.C. and Apron Management Service requirements.
The Captain INFORMS the TWR, when requesting authorisation to start the engines, that the de-icing/de-snowing operation has been previously agreed on.
Aircraft 5 TWR GIVES aircraft instructions to taxi to the de-icing area. manoeuvring See ATTACHMENT 8.3.7B. for the number of aircraft being treated, awaiting treatment and MOVING to the de-icing area.
TWR INFORMS Follow-me operating in the de-icing area on the TWR frequency (445.775 MHz) specifically indicating: ICAO A/C registration; A/C type; position (e.g. Y1, Y2, K2, W2, HA1) of the next aircraft awaiting de-icing/de-snowing
Follow-me cars OVERSEE, near the de-icing area, in coordination with operating in de- the TWR and from the reported waiting position, entry to Follow-me icing areas 6 the stand depending on the type of aircraft and status of operations available stands (free/busy), making sure the area is free before activating anti-intrusion systems.
The stand to which the aircraft is to be led is subject to coordination between TWR and Follow-me in order to optimise time and resources.
The stop self-manoeuvring bar will be used to stop the aircraft; if the stand contamination conditions prevent visibility of the stop bar, marshal assistance shall be available to properly stop the aircraft.
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COMMUNICATE the following to the SEA Apron station, as soon as possible via radio on SEA Airside frequency or via telephone:
the code and type of the aircraft it is assisting; the stand to which it is leading the aircraft.
SEA ENTERS the stand where the follow-me has directed Coordinamento the vehicle, in the system, using the de-icing application Scalo Apron Station function.
SEA Operator MAY communicate any changes concerning the type of (scenario A) treatment requested (de-icing/de-snowing, parts to treat, or percentage of fluid). Airline technician or a designated person (scenario B) connected via headset
SEA de-icing ASSIGNS and SENDS the mission to operating coordination equipment using the appropriate function of the de-icing personnel application or, in recovery situations, transmitting these Starting data via radio on the de-icing frequency. 7 operations SEA personnel After RECEIVING visual confirmation (OK from the driving operating Captain or from the Airline Engineer in headphone vehicles 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 applicable to the engine status of the aircraft being treated, see Attachment 8.3.7.D.
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SEA de-icing RECEIVES end-of-treatment information from the coordination operating equipment* and informs SEA Airport personnel Coordination’s Apron Operator that the flight can be treated through the appropriate function of the de-icing application. (In the case of recovery, information is relayed directly by intercom to the SEA Coordinamento Scalo Apron station)
*The END OF TREATMENT means the completion of de-icing operations and that the area is free of personnel and equipment.
SEA Operator PERFORMS the post de-icing check and communicates driving operating the result to SEA Operator (scenario A) or to the Airline vehicles technician or a person designated by the latter (scenario B)
Airline technician or Performs the tactile check and reports the results to the a designated SEA Operator (scenario A) or to the Airline technician or person in charge of a designated person (scenario B) in connection with the performing the Captain via headset. tactile check (if Requests new treatment if needed. present) 8 SEA Operator COMMUNICATES to the Captain, via headset, the post Ending (scenario A) de-icing code (e.g.: type II /100 15:38 31/12/09 Kilfrost operations or ABC3 Post de-icing/anti-icing completed) and, if Airline technician or performed, the tactile check result transmitted by the a designated Airline technician or designated person. person (scenario B) connected via headset
The Captain RECEIVES 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.
SEA ACKNOWLEDGES that treatment has been completed Coordinamento for a flight in the de-icing area (entered in the system by Scalo Apron Station SEA de-icing coordination personnel, or in the case of recovery, directly reported by intercom) and clears the flight for treatment to TWR personnel through automated system.
TWR After RECEIVING the go-ahead for flight treatment and OBTAINING confirmation from the Captain to move, it guides the aircraft to the planned position.
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In the case of Ready to move information from the Captain and no go-ahead for flight handling (not received from the Apron), the TWR shall contact the (cont.) Apron for necessary controls.
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 de-icing coordination.
In the event of snowfall:
If, instructed by the TWR to move from the de-icing The Captain 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.
Instructed by the TWR to the holding position, shall The Captain 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.
Will instruct the pilot to clear the runway using the first TWR link road possible, to a free stand, previously coordinated with SEA.
8.3.7 Attachments
Attachment 8.3.7.A contains Standard AEA questionnaire for de-icing service.
Attachment 8.3.7.B regulates the number of aircraft being treated/waiting/moving to the de-icing area.
Attachment 8.3.7.C contains specifities of de-icing stand opening criteria.
De-icing/de-snowing procedures applicable to the engine status of the aircraft being treated are included in Attachment 8.3.7.D.
Attachment 8.3.7.E contains telephone contacts of bodies/organisations involved in the de- icing/de-snowing process.
Attachment 8.3.7.F includes detailed tables of de-icing plants at Malpensa.
Attachment 8.3.7.G contains general notes on the de-icing service.
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8.4 External aircraft washing 7
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 8.4.5.B) 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 8.4.5.A. 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: - de-icing 794, 795, K1, Z1, 791, 792 and 793 alternated with 762, 763, 764 in Malpensa Terminal1, - 201 to 213 in T2; - alternatively, depending on availability, stands 652, 654, 656, 658, 661, 662, 552, 554, 556, 558, 452, 454, 456, 458, 702,704, 751, 752, and 753.
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 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 person 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 spill of liquid outside the collecting sheets, the operator must notify Airport Coordination (Duty Manager), directly or through the Company, 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; - Malpensa Airport Manual; - Applicable environmental legislation (see “Registry of Laws”); - Consolidated Code on Safety – Legislative Decree 81/08 as amended; - Agreements entered into with SEA (e.g. concession agreements), which regulate the activities set out in this procedure.
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8.5 Waste and wastewater management8
SEA manages the collection and disposal of waste and wastewater at the Linate and Malpensa Airports in accordance with law 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 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.
8 References: - SEA/CAA agreement dated 4.9.2001 for the management and development of Linate and Malpensa airports; - Navigation Code, amended by Legislative Decree no. 96, 9 May 2005 “Update of the part of the Navigation Code regarding aviation”; - Law 265/2004 of 9 November 2004, as amended - “Urgent actions in the Civil Aviation sector”; - Legislative Decree no. 205 of 3 December 2010 and Legislative Decree no. 152 of 3 April 2006, Environmental Regulations, as amended – Excerpt – Waste management and reclamation of polluted sites; - Regional Government Decree no. 7/12693 of 10 April 2003, as amended: “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; - R.R. no. 2 of 24 March 2006 – Regulation of use of waters; - R.R. no. 3 of 24 March 2006 – Regulation and authorization of discharges; - R.R. no. 4 of 24 March 2006 regulating the drainage of first rain waters; - Agreement with the Municipalities for disposal of waste; - Municipal Refuse Collection Service Regulations; - SEA agreement with the Consorzio S. Antonino; - Consolidated Code on Safety – Legislative Decree 81/08 as amended; - 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.
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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 Manager PROVIDES operational guidelines to Airlines and waste from aircraft Airport Operators on the procedures for disposal of cleaning SUW generated on board during the 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. Consignment 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. Food waste (residues of on board meals) is managed by the catering firms. Disposal of solid The Airport Manager 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
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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 activities in (in charge of cleaning the specific facilities made available by the Manager in activities) 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 Manager of the airport in question. Controls on SUW The Airport Manager Periodically CONTROLS the distribution, quantity and management proper use of equipment and its state of repair. activities 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 disposal 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 disposal or abandoning of waste.
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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 on a “temporary storage” basis at the airport Ecological Island in accordance with applicable regulations. “Temporary storage” means the stockpiling of special waste in the location where it is produced, before collection. Operators who, for operational/maintenance needs, choose to stockpile their special waste temporarily in an identified space, must request prior authorisation from the Airport Manager, 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.
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Special and hazardous special waste management
Operational The Airport Manager MANAGES the waste at the “Waste Disposal Centre”: procedures waste is sent for disposal at least on a quarterly basis, regardless of the quantity stored. Periodically VERIFIES that the volume of waste recorded in the registers does not exceed the maximum limit permitted by the reference regulations.
Special waste storage The Airport Manager ENSURES that the temporary storage of special non- procedures hazardous waste is carried out: - 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: 1) suitable closures in order to prevent leakage of the contents; 2) accessories and devices to perform filling and emptying operations safely. Consignment The Airport Manager CONTROLS that consignment operations are carried out procedures 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. 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. Procedures for The Airport Manager REQUESTS when necessary the intervention of external sending special waste suppliers authorised for waste transport and disposal. for disposal
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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.
The following procedure is based on the provisions of international, European and national regulations, as well as on circulars, recommendations and technical standards with international validity. It applies to all processes for the management of systems and materials potentially at risk of infection at Malpensa 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. (CE) 5-3-2009 no. 206/2009; • 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), related to the following categories: - carcasses of animals that died during the journey, in accordance with Articles 5 and 7 of Ministry of Health Ordinance no. 3326/06 and 2681/06 – USMAF MILANO MALPENSA; - manure from the cleaning of stables and transport stalls.
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) No 206/2009 of 5-3-2009 – Commission Regulation on the introduction into the Community of personal supplies of products of animal origin and amending Regulation (EC) No 136/2004; - 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); - 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.
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8.5.3.A Definitions and specifications
Materials The materials managed by SEA S.p.A. in the specific cold room are: managed in cold a. personal supplies of products of animal origin confiscated by rooms 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, deposited at the Lost & Found office.
The materials managed by handlers in their cold rooms are the following: c. carcasses of animals that died during the journey, in accordance with Articles 5 and 7 of Ministry of Health Ordinance no. 2681/06 – USMAF MILANO MALPENSA. Airport handlers provide assistance to the Border Inspection Post (BIP) which will establish the 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 - Foodstuff waste from means of transport operating extra-EU routes, waste from excluding Switzerland and Norway; outside the - Carcasses of pets, circus and zoo animals, guinea pigs and wild European animals suspected of diseases transmittable to humans and animals, Union 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 materials with Cat. 3 materials. 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.
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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. or left In the case of foodstuffs spontaneously left by passengers:
SIGNS the finding of perishable foodstuffs report.
The Airport Manager In the case of foodstuffs spontaneously left by passengers: TRANSFERS the materials to the cold store of the Airport Manager, accompanied by a customs delivery report justifying the transport.
Products of animal Handler TAKES, if not already done so, the actions necessary origin contained in to identify the owner of the baggage and if cannot be baggage deposited traced. at the Lost & Found REQUESTS the intervention of the Airport Health office Office or Veterinary Office, compiling the Intervention
Request form.
PLACES the baggage in the specific room or, if not available, in a separate place so as not to jeopardise health or the environment, where it remains available to the Finance Police/Customs, Airport Health Office and/or Border Inspection Post for the appropriate action. Then TRANSFERS the materials to the cold store of the Airport Manager
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8.5.3.C 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. EU no. 143/2011 (PO200 - att. 5 and 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. EU no. 143/2011 (att. 5 and 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.
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8.5.3.D 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 cold rooms.
Manure The Airport Manager Following receipt of the documentation from the forwarders/Airline cleans the stables for the animals that will stay there.
PROVIDES for transport of the manure to the competent handlers. The residual manure resulting from stable cleaning is put into sealed plastic bags (bearing the name of the handler responsible for shipment of the animals) on a specific transport cart. NOTIFIES handlers of arrival of the material to be unloaded, after which the handlers inform The Airport Manager of termination of the operation (in order to recover the transport cart).
Issue of Customs ORDERS the incineration of materials ISSUING the incineration order - personal supplies of specific Incineration order form relating to points a) products of animal and b) – (Att. 8.5.3). origin
Airport Health SENDS via the competent handler copy of the Office/Veterinary Office Incineration order to SEA – Environmental - products of animal Management – for the incineration relating to points a) origin and b) – (Att. 8.5.3).
Border Inspection Post SENDS a copy of the Incineration order to the cargo - carcases of animals handlers for points c) and d) - (Att. 8.5.3). which died during the journey
- manure
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Material transfer Carrier handler TRANSPORTS the materials to the dedicated cold - products of animal store of the Airport Manager (point b). origin
The Airport Manager TRANSPORTS the materials to its dedicated cold store - personal supplies of (point a). products of animal origin Handler TRANSPORTS the materials to the cold stores of the - carcases of animals competent airport cargo handlers (point c). which died during the journey
The Airport Manager TRANSPORTS the materials to the manned reception - manure point of the competent cargo handler (point d).
Disposal of The Airport Manager PREPARES a list of material in storage including the perishable - personal supplies of individual Customs delivery reports and individual materials products of animal incineration orders received and forwards it to Customs origin (point a) along with the Incineration request. PROVIDES for transport and disposal of the perishable - products of animal materials at a suitable incineration plant in the manner origin prescribed by the environmental legislation in force (Legislative Decree 152/06) using specialised and authorised companies. ATTENDS, with Customs and Finance Police, loading and mechanical compaction of materials on the vehicle of the company assigned for transport to the incineration plant. COMMUNICATES to Customs or to the entity that issued the order, and to the handler involved, that incineration has taken place, sending the list of materials disposed of and the reference WIF.
Customs ISSUES the incineration report, sending a copy to the - personal supplies of Airport Manager. products of animal origin
- products of animal origin
Cargo handler Arranges disposal in accordance with the procedures - carcases of animals agreed with the BIP. which died during the journey
- manure
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Payment of The Airport Manager CHARGES the costs of waste collection, transportation interventions - personal supplies of and disposal to the Airlines responsible for the products of animal materials disposed of. The amounts to be charged will origin be determined annually and formally transmitted with written notice to said Airlines. - products of animal N.B.: charging will be possible only in the case of origin recognition of the material as coming from a specific Airline and only subject to a destruction order issued by the competent authority. The Airport Manager CHARGES the airport cargo handlers stable and stall - carcases of animals cleaning expenses. which died during the journey
- manure
The Airport Manager In the case of transport not carried out directly by - carcases animals the Handler, CHARGES the airport cargo handlers the which died during costs for internal transport of waste from stable and the journey stall cleaning.
- manure
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8.5.3.E Management of baggage emanating smells
Management of Handler – Lost & Found IDENTIFIES the foul-smelling baggage. foul-smelling baggage SENDS qualified personnel to pick it up and to place it in a cold store; in the case of leakage of liquids, before the pick up, the baggage must be placed in special bags and closed with a suitable strap. If necessary Lost&Found personnel calls SEA Control Room to clean the area.
In the event that ownership of the baggage was known (identification of the owner for certain) the passenger should be contacted so that he can go to the airport, within 5 working days of the notification, to pick it up.
If the owner of the luggage proves unable to proceed to the airport , to give up possession, were not detectable or not should arrive at the airport within 5 working days of the notification , the request for incineration for health reasons will be applied.
To make the request, the appropriate form (Att. 8.5.3) has to be completed in duplicate and sent to Customs to obtain the order of thermal destruction (signature and stamp).
In the form must be distinguished luggage according to following typologies: - tagless baggages; - tagged baggage but unknown owner; - baggage whose incineration authorization is received by the passenger (in this case the release sent by the passenger has to be attached) or for which the destruction for health reasons is required.
RECEIVES incineration authorization by Customs. PHONES SEA Environmental Operations MXP - phone 63527, 64417,63520.
SENDS full copy of the authorization received by email at: [email protected].
RECEIVES permission of Environmental Operations MXP. CARRIES luggage to ecological island for incineration.
Waiting for the authorization for thermal destruction by Customs Agency, admits MANDATORY luggage in adequate facilities equipped for keeping them at a temperature of -20 ° C .
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Customs After receiving the incineration request, compiled in duplicate, AUTHORIZES the start of baggage thermal destruction, and sent to Customs to obtain the order of thermal destruction (signature and stamp).
In the form must be distinguished luggage according to following typologies: - tagless baggages; - tagged baggage but unknown owner; - baggage whose incineration authorization is received by the passenger (in this case the release sent by the passenger has to be attached) or for which the destruction for health reasons is required.
SEND/ISSUES copy of authorized request to Lost&Found office or to applying handler.
If necessary, PERFORMS inspection of baggage and, regardless of the operator concerned, in a duly- equipped room.
The Airport Manager Following receipt of complete incineration authorization (U.O. EO – MXP) by Lost&Found handler, starts the procedure for thermal destruction.
ENSURES incineration operations of the baggage arrived at the ecological island as by law enabled.
SENDS to Lost & Found copy of the “baggage” destruction report.
After the issuance of the specific order of destruction DEPOSITS smelly luggage in the cell in freezing temperature. While awaiting transfer to SEA and incineration procedure, it is therefore mandatory for handlers to equip theirselves with adequate facilities necessary to keep luggage at a temperature of - 20C°.
Payment of The Airport Manager 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.
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8.5.4 Sewage wastewater
The Airport Manager 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).
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8.5.5 Onboard 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 Manager for septic tank emptying.
8.5.5.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.
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8.5.5.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, situations relating Manager arise requiring the blockage of unloading operations, activates the to unloading emergency drain (if any) until reinstatement of normal conditions, to be notified by mail to the handlers involved.
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8.5.6 Distribution of aircraft drinking water – centralised chlorination service
The distribution of drinking water to all airport users is one of the Airport Manager’s obligations under the Agreement with the Italian Government; this also includes the distribution of drinking water to aircraft. For this purpose, several years ago SEA installed a dedicated system (see Attachment 8.5.8) 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 drinking water under the operating conditions set by the Airport Manager. A scheduled monitoring programme (monthly or two-monthly) has been set up to check the functionality and quality of supplied drinking 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 Control Room (tel. 0274863450/1) so that the necessary recovery actions may be taken.
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8.5.6.A Chlorinated tanks for aircraft water supply
Procedures for Handler Subject to the approval of the Airport Manager and with access to filling the contractually envisaged procedures, accesses the point 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 Manager.
Emptying and filling Handler MUST USE only the systems provided by SEA for of chlorinated tanks procurement of tank drinking water. Every operator/driver: - at the beginning of the shift ENSURES that the tanks are completely empty. Otherwise, EMPTIES them using only the specific drains and ensuring not to leave any water that could freeze (at certain times of the year) or otherwise endanger the safety of the surrounding surface; - completely FILLS the tanks at the beginning of the day, first leaving the water to run out of the supply pipe in order to eliminate any stagnant water; - INSERTS and/or ATTACHES the pipe of the dedicated system to nozzle of the tank itself; - VERIFIES that there are no leaks in the pipes and joints where the water flows; - KEEPS the tank fill level indicator constantly under control in order to AVOID spillage of water on the paved surface of transit areas; - having TERMINATED the operation, DETACHES the system pipe and PLACES the cap on the chlorinated tank filling point; - VERIFIES that the nozzle used to replenish aircraft is correctly lodged in place in order to prevent any bacterial contamination; - completely EMPTIES the tanks at the end of daily activities. Chlorination plant The Airport Manager 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 Handler If the chlorination plant is out of order, SEA adds chlorinated tanks Chlorine tablets to non-chlorinated drinking water to the when the extent indicated by the manufacturer on the packaging chlorinator is out of of the disinfectant substance. order
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8.5.6.B Chlorinator management
Maintenance The Airport Manager 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, informs the SEA Control Room of the anomaly/problem.
Analysis of The Airport Manager 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 Manager 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. The Airport Manager 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. Following the interventions carried out on the system, PERFORMS new verification and control analyses and,
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if in conformity with the legal limits, INFORMS handlers for resumption of activities.
8.5.6.C Aircraft drinking water service
Aircraft tank 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 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.
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8.5.6.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.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: o weekly o 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.
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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 manoeuvering area
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8.6 Refuelling operations11
In the Milan Malpensa airport, SEA does not offer the service in question directly, but guarantees it through legal agreements with third party Operators specified below.
With no prejudice to the exclusive liability of the Companies managing the pipeline, storage and supply functions for any disservice occurring due to an interruption in service, lack or no fuel available, spills, they are obliged to inform Airport Operator immediately of any events that can reduce the service level, cause risks for air navigation or prejudice airport operations.
Here below are the operating conditions for fuel storage and supply, in line with ENAC Regulations for the Building and Operating of Airports and in particular based on uniformity to the continuity principle in supplying the service.
8.6.1 Oil pipeline activity
There are two oil pipelines in Malpensa airport,; one set up and managed by SARPOM and the other by AGIP. These pipelines guarantee aviation fuel transport right into Malpensa, to the DISMA storage point. Those running these pipelines have to guarantee ongoing fuel availability in Milan Malpensa airport. The service must be adequate for local air traffic needs and any emergencies; in case of need, the DISMA depot can also be supplied by tank carts.
8.6.2 Storage
In Malpensa, the aviation fuel storage activity is managed by DISMA, a company with its registered office in Malpensa Airport. SEA has allocated an area in the airport where DISMA has built a fuel storage plant and connected infrastructures. This Company has to guarantee correct, continuous plant operations for fuel supply continuity for the airport complex needs, undertaking to adapt the plant and its management to real airport complex needs. More specifically, the service must be adequate for air traffic needs and for any emergencies. Plant users, that is the oil companies, undertake to supply the plant with Jet Fuel only through the pipelines or using means compatible with environmental limits, underwriting specific user Regulations. In an emergency, the supply to storage will be guaranteed by tank carts. Based on DISMA use Regulations, the oil companies undertake to keep a stock of at least 3 days aviation fuel autonomy needed for each user in the storage plant. DISMA checks that the total amount available always meets this minimum guaranteed level, if necessary asking the oil companies to integrate stock to guarantee that fuel is always available. Thus both quantity and quality control of fuel available and its storage are fully DISMA responsibility
8.6.3 Fuelling
Refuelling operations are guaranteed by two companies: RAI e Skytanking. These companies are obliged to guarantee the service adapting it to local traffic and any emergency needs guaranteeing ongoing availability to cover 24 hour airport operations with no interruptions.
11 References: Airport Manual – PROCOP: Availability of aviation fuel
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Companies are also obliged to guarantee supplies to anyone requesting so, subject to guarantee of payment of fees by the Carrier concerned. When carrying out the activity in question all parties involved have to observe the laws in force and the provisions issued by the competent authorities as well as Airport Regulations.
8.6.4 Refuelling of aircraft with passengers on board12
8.6.4.A 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.
8.6.4.B Scope
This procedure applies to all refuelling processes carried out at Malpensa 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 30. 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”.
12References: - Airport Construction and Operation Regulations - Section 10; - EU – OPS 1.305 Refuelling/refuelling with passengers embarking, on board or disembarking. - MD 30 June 2011 “Provisions to be observed during aircraft refuelling”.
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8.6.4.C Definitions and abbreviations
AC, Air Carrier Air Navigation Company (Airline) APTC Airport Coordination TWR Airport control tower – E.N.A.V. S.p.A.
Duty Manager SEA Malpensa 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 Manager Regulations, to be univocally identified by each carrier and officially communicated to the Airport Operator by completing the appropriate checklist in the attachment.
A spill of polluting and flammable liquid covering a surface of Minor spill 2 less than 4 m (a circle of approx. 2m in diameter).
A spill of polluting and flammable liquid covering a surface Medium/major spill 2 larger than 4 m (a circle of approx. 2m in diameter).
Time on the ground necessary for passenger disembarkation and embarkation, refuelling, cleaning and embarkation of Turn around catering, baggage, cargo and mail. Generally determined by the type of aircraft and the needs of Air Carriers.
Cockpit Pilot 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 area distance of at least 15 metres from any building, excluding those associated with relevant airport operations.
8.6.4.D 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.
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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.
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.
Air Navigation Companies (Airlines): 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.
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The refuelling process is divided into the following phases:
RESPONSIBLE No. PHASE ACTION PARTY 1 Initiation 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 8.6.4.E) 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.
Refuelling operations cannot be carried out in the absence of the Refuelling Manager.
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 is enabled in the cockpit in order to promptly report any emergency situations, thereby activating the
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emergency procedure in force at the airport.
During operations, a circular area at a distance of 6m from tanks, vents, equipment and mobile vehicles must exist all around the aircraft.
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.)
ASCERTAINS, before starting refuelling operations, Refuelling that the following evacuation devices are in place: Manager or also via his doors normally used for passenger representative embarkation/ disembarkation are open. alongside (e.g. Should the weather not permit them to be carrier technician, kept open, they may be kept closed but not handler ramp locked; agent) steps or boarding piers are prepared at the 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: Refuelling Manager or also rapid evacuation of operator or other via his handlers’ personnel on board the aircraft is representative guaranteed; alongside (e.g. nobody other than those dedicated to carrier technician, refuelling operations, support and control is handler ramp inside the refuelling area; agent) access by emergency vehicles is not
hindered by the presence of vehicles or
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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 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.
AC and Handlers ENSURE that their vehicles, equipment and tools used in the refuelling area do not produce flames or 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.
Refuelling Handler VERIFIES that: rapid removal of the refuelling vehicle is not hindered by the presence of vehicles or equipment.
AC Sends with sufficient notice a written list of all flights to be refuelled with passengers on board or 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.
Refuelling ENSURES that the safety blocks on the aircraft Manager or also wheels have been correctly positioned. via his representative alongside (e.g. VERIFIES that:
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carrier technician, personnel and equipment not involved in handler ramp aircraft support operations are not in the agent) refuelling area; access by any emergency vehicles is not hindered by the presence of vehicles or equipment; the existing conditions do not hinder the rapid evacuation of operational personnel 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.
Refuelling Handler ENSURES: that the operator, aviation fuel supplier 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
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verifying that: anti-fire materials in good conditions of efficiency and compliant with the provisions in Ministerial Decree of 30.6.2011, Article 4, paragraph 16, are present inside or in the proximity of the fuelling area; personnel and equipment not involved in aircraft support operations are not in the Refuelling Area; access by any emergency vehicles is not hindered by the presence of vehicles or equipment, reports any anomalies to the Refuelling Manager.
Airport Operator Having received notification from the carrier concerned and having verified compatibility of the 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 YELLOW ALERT, 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.
On declaration of a GREEN ALERT, in compliance with the airport emergency plan, SUSPENDS refuelling activities that require Fire Brigade assistance (transitional application of the Decree), notifying refuelling handlers and providing prompt notification to the Ramp Agent dedicated to the flight(s) concerned. DOES NOT AUTHORISE further refuelling activities with passengers on board. In this case, flights that are applying the aircraft refuelling procedure with passengers on board without the presence of the Fire Brigade will terminate refuelling operations normally.
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3 Refuelling Refuelling VERIFIES that conditions appropriate for refuelling with Manager, with passengers on board or undergoing passengers personally or embarkation/disembarkation, previously authorised in on board or through his the planning phase, are confirmed. undergoing representative In case of impediment, the Refuelling Manager – embarkation/ alongside the personally or through his representative alongside disembarkati aircraft (e.g. the aircraft - or the Airport Operator will not authorise on carrier technician, the refuelling operation until the impediment is handler ramp removed. agent) 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, VERIFIES that passengers are always at a safe personally or distance from the aircraft tanks and refuelling through his equipment and that the “No Smoking” restriction as representative well as that relating to the use of mobile phones and alongside the other electronic equipment is fully complied with. aircraft (e.g. carrier technician, CONTACTS the Airport Coordination Control Room handler ramp at (02748) 62323 to obtain the necessary agent) 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 the number (02748) 62323 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
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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;
PROVIDES 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.
Refuelling PROHIBITS, always and under all circumstances, all Manager, aircraft support operations that may result in a fire personally or risk. through his representative In order to facilitate these operations, passengers alongside the shall be duly informed also via specific signage aircraft (e.g. present at the boarding gate. carrier technician, handler ramp VERIFIES, moreover: agent) 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 spill;
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 proximity 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
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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 spill, 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.
4 Emergencies Emergencies may be of three types: vapours in the fuselage; spills; 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 in the presence of potential danger or risk, personally or ORDERS refuelling operations to be suspended until through his the problem is solved. The Ramp Agent alongside representative the aircraft notifies the Duty Manager by radio in alongside the order to provide formal and traceable feedback on an aircraft (e.g. activity with security implications. The Duty Manager carrier technician, shall alert the Fire Brigade communicating the handler ramp ongoing event. agent)
Refuelling Manager DETERMINES whether the conditions exist to suspend passenger embarkation operations and/or
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start evacuation.
MINOR SPILLS
Safety Net The Safety Net member detecting the spill 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. carrier technician, handler ramp agent)
Refuelling NOTIFIES the Duty Manager in order to provide Manager, formal and traceable feedback on an activity with personally or security implications and to operationally activate the through his Authorities responsible for managing the event, in representative compliance with that provided for in the Airport alongside the Manual procedure (PROCOP 260). aircraft (e.g. Should there be vehicles operating in the vicinity of carrier technician, the aircraft, provides for their removal and handler ramp subsequent switch off. agent) 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 spill observed with the utmost urgency. Weather conditions, location and the specific operating environment may give rise, case by case,
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to necessarily different actions whilst ensuring the basic criteria of maintaining the highest possible level of safety.
MEDIUM/LARGE SPILL
Safety Net The Safety Net member detecting the spill 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.),
Refuelling EVALUATES the need to remove its vehicle(s) and Manager, equipment as well as activate the safety and first aid personally or measures to be adopted, applying the specific through his procedures in force. representative alongside the aircraft (e.g. INFORMS the Duty Manager immediately, specifying carrier technician, flight number; handler ramp stand number; agent) aircraft type; presumed spill size/area.
Duty Immediately INITIATES the procedure in force at the Manager airport, and in particular: REQUESTS RESPONSE of 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 ENSURES response times and, once at the scene of Brigade the incident: IMPLEMENT 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.
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COORDINATE 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, formal and traceable feedback on an activity with personally or security implications and to operationally activate the through his Authorities responsible for managing the event, in representative compliance with that provided for in the Airport alongside the Manual procedure (PROCOP 260). aircraft (e.g. carrier technician, MANAGES evacuation and removal of passengers to handler ramp a protected area. agent) 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.
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
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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; REQUESTS RESPONSE of 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, protected area. personally or Acts in a similar manner with regard to those through his alongside for support or loading or unloading representative operations. alongside the aircraft (e.g. ASSESSES the need for any engines (ramp carrier technician, equipment) affected by the fuel spillage to be handler ramp promptly switched off and not moved and for those agent) 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 jeopardizing one’s own safety and that of others.
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Fire ENSURES immediate response times and, once at Brigade 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 applicable Safety Reporting System procedures.
TWR Having received the declaration of the end of the emergency from the Fire Brigade, ENDS the state of accident via the TAM TAM.
5 Training Fire CARRIES OUT training and certification of Brigade 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 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.E Attachment: Checklist
The aircraft refuelling operations checklist is contained in Attachment 8.6.4.E.
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8.7 Fire-fighting services
The fire-fighting service and urgent technical assistance is guaranteed by the National Fire Brigade, with a 24 hour service.
Fire engines and equipment are dislocated in emergency intervention stations (3 in Malpensa) inside the airport; in an emergency the first vehicle reaches the place in 2 minutes and the others follow within a further minute.
The Fire Brigade Regional Helicopter squad also operates in Malpensa with two helicopters available used for fire-fighting and for search and first aid.
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8.8 Apron emergency and fire operating procedures13
8.8.1 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. 5/2013.
8.8.2 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.
13 Regulatory references: - ENAC Airport Construction and Management Regulations: Amendment No. 6 of 18 July 2011 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 DA Ordinance no. 1/2014, as amended and supplemented, governing the rules for the access and movement of persons, as well as the access, movement and parking of cars in airport customs areas governing the 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.5/2013, 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.
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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 Manager by completing the appropriate check list attached to Procedure 300 of the Airport Manual.
Minor spillage Spillage of polluting and flammable liquid covering a surface area of less than approx. 4 m2 (a circle of approx. 2 m in diameter).
Medium/major spillage Spillage of polluting and flammable liquid covering a surface area of more than approx. 4 m2 (a circle of approx. 2 m 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 6 m from tanks, vents, equipment and mobile vehicles. Refuelling equipment and aircraft tank vents shall be at a distance of at least 15 m 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.
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8.8.3 Health and safety instructions
These instructions are intended to provide clear guidelines to all airport operators present at Malpensa 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 8.8.
- 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.
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8.8.4 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).
8.8.4.A Scenarios considered
Minor fuel spillage alongside (para. 8.8.6.A); Medium/large fuel spillage alongside (para. 8.8.6.B); Fire as a result of minor and medium/large fuel spillage (para. 8.8.6.C); Fire in the push-back tractor while moving the aircraft (para. 8.8.6.D); Fire in ramp equipment and vehicles (para. 8.8.6.E); Fire in ramp equipment alongside an aircraft (para. 8.8.6.F); Fire in an tarmac bus with passengers on board (para. 8.8.6.G); Fire in the aircraft wheels or undercarriages (para. 8.8.6.H); Fire in the aircraft engines (para. 8.8.6.I); Fire in the aircraft hold (para. 8.8.6.L); Fire in unattended parked aircraft (para. 8.8.6.M); Fire as a result of apron infrastructure damage (finger, electrical panels) (para. 8.8.6.N); Fire in the aviation fuel distribution/delivery system (refuelling PIT) (para. 8.8.6.O).
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8.8.5 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 Manager.
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 Manager: 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 8.8 and the layout attached to PROCOP 300 of the Airport Manual).
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8.8.6 Scenarios
8.8.6.A Minor fuel spillage alongside
Premise: 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: 02.748.62313/68151 clearly specifying: - flight number; - stand number; - aircraft type; - presumed spillage 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. Errore. L'origine riferimento non è stata trovata., in accordance with PROCOP 260 of the Airport Manual.
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8.8.6.B Medium/large fuel spillage alongside
Premise: 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: 02.748.62313/68151 clearly specifying: - flight number; - stand number; - aircraft type; - presumed spillage 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 Manager (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, 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.
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If the spillage does not take place alongside, the procedure to be followed is contained in para. Errore. L'origine riferimento non è stata trovata., 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
On the aprons of Malpensa airport there are specific emergency buttons that block the flow of fuel by acting on the dispensing valve.
The buttons are situated:
- on the outside walls of satellites at passenger boarding fingers;
- on the retractable 400 Hz power supply turrets in remote areas;
- in the proximity of floodlight towers in remote areas.
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8.8.6.C Fire as a result of minor and medium/large fuel spillage
Premise: 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
02.748.62313/68151
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. 5/2013, 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.
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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
On the aprons of Malpensa airport there are specific emergency buttons that block the flow of fuel by acting on the dispensing valve.
The buttons are situated:
- on the outside walls of satellites at passenger boarding fingers; - on the retractable 400 Hz power supply turrets in remote areas; - in the proximity of floodlight towers in remote areas.
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8.8.6.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: 02.748.62313/68151 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. 5/2013, 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 themselves 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.).
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8.8.6.E Fire in ramp equipment and vehicles
In the event of start of a fire or fire in ramp equipment the operator 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:
02.748.62313/68151
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 themselves 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 vehicles used or 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.).
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8.8.6.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 (50 m), otherwise NOTIFY the captain or airline representative who will decide whether to evacuate the aircraft and contact 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:
02.748.62313/68151
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. 5/2013, 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
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 themselves or others, can take action to put it out.
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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.).
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8.8.6.G Fire in a 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 8.8.6.E and 8.8.6.F above.
In the event of the start of a fire involving a 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 50 m). 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 50 m 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:
02.748.62313/68151
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.
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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. 5/2013, 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. All operators must abide by their instructions.
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 themselves 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 vehicles used or 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.).
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8.8.6.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
WARNING: 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: 02.748.62313/68151
clearly specifying:
- flight number; - stand number; - aircraft type; - presumed extent; - any people involved.
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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 the Duty Manager, IMPLEMENTS the procedures laid down in Ordinance No. 5/2013, 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.
Safety recommendation
WARNING: 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.
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8.8.6.I Fire in the aircraft engines
If the aircraft has visible flames coming from the engines on arrival, all the Ramp Operators alongside 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:
02.748.62313/68151
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 the Duty Manager, IMPLEMENTS the procedures laid down in Ordinance No. 5/2013, 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.
Duty Manager IMPLEMENTS all measures required under the procedures provided for in the event of an accident. IMPLEMENTS the Safety Reporting System procedures.
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Safety recommendation
WARNING: Do not let any person 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.
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8.8.6.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:
02.748.62313/68151 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 the Duty Manager, IMPLEMENTS the procedures laid down in Ordinance No. 5/2013, 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.
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Safety recommendation
INFORM operators to move away from the aircraft as soon as possible to the meeting point or a safe place (at least 25 m) - 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).
WARNING: Do not let any person 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.
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8.8.6.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:
02.748.62313/68151
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. 5/2013, 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
WARNING:
DO NOT attempt to put out the fire unless authorised by specific agreements with the Airline involved.
Do not let any person 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.
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8.8.6.L Fire as a result of apron infrastructure damage (fingers, electrical panels, electrical pits, fuel pits)
Overview (for all types of event) In 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:
02.748.62313/68151
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. 5/2013, 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
WARNING: DO NOT attempt to put out the fire unless authorised.
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8.8.6.M Specific for electrical 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, 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 themselves 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.).
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8.8.6.N Fire in the aviation fuel distribution/delivery system (refuelling PIT)
ALL RAMP OPERATORS DETECTING THE START OF A FIRE IN THE FUEL DISPENSING HYDRANTS MUST IMMEDIATELY STOP THE FUEL FLOW USING THE APPROPRIATE EMERGENCY BUTTONS.
On the aprons of Malpensa airport there are specific emergency buttons that block the flow of fuel by acting on the dispensing valve. The buttons are situated: - on the outside walls of satellites at passenger boarding fingers; - on the retractable 400 Hz power supply turrets in remote areas; - in the proximity of floodlight towers in remote areas.
All Ramp Operators detecting the start of a fire must immediately NOTIFY the SEA Duty Manager of the emergency in progress on
02.748.62313/68151
clearly specifying: - flight number (in the event of a present and attended aircraft); - stand number; - aircraft type; - operators involved
The Duty Manager ALERTS TWR detailing the event.
If the aircraft on the stand is attended:
Refuelling Handler immediately STOPS refuelling (if already not done so) and 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 its emergency procedures.
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, if contacted by the Duty Manager or Refuelling Manager, IMPLEMENTS the procedures laid down in Ordinance No. 5/2013, 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 WARNING: DO NOT attempt to put out the fire unless authorised.
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8.8.7 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 must be adopted immediately. Below are the various categories of events with their classification and alert levels, unless assessed otherwise by the Fire Brigade.
8.8.7.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 EMERGENCY WHILE MOVING THE AIRCRAFT
FIRE IN RAMP EQUIPMENT AND ALWAYS ONLY IF EMERGENCY VEHICLES ALONGSIDE
FIRE IN A TARMAC BUS WITH ALWAYS ONLY IF EMERGENCY PASSENGERS ON BOARD ALONGSIDE
FIRE IN THE AIRCRAFT WHEELS OR ALWAYS 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, EMERGENCY ALONGSIDE ELECTRICAL PANELS)
REFUELLING PIT ALWAYS ACCIDENT
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8.8.8 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).
8.8.9 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.
8.8.10 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.
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8.9 Engine testing14
8.9.1 Position of engine testing stand
In Malpensa, the engine testing stand is near the holding bay of the GE taxiway. Idling start-up does not require permission and can be done in any stand when necessary at the captain’s discretion and under his/her liability or that of a qualified technician.
8.9.2 Engine testing when not idling
Tests at any level above idling must be carried out after the aircraft has been taken to the engine testing stand. When making the request, the Captain (or Operator) must state whether the aircraft can move by itself or needs towing. In both cases, it will be accompanied by a SEA follow-me responsible for correct aircraft positioning on the engine testing stand. In Malpensa, for the entire engine testing period, the GE link road holding bay will not be available and will be closed to traffic. To enable any technicians to operate under the aircraft, the whole area will be temporarily declassed from manoeuvring to movement area. Transit on the GE taxiway will remain free and usable for aircraft of any kind.
Here below engine testing responsibilities and competences in the detailed table.
14 References: - AIP AGA 2.27.5.1 - AIP AGA 2.27.3.12
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RESPONSIBLE No. PHASE ACTIONS PARTY An engine idling test does not need permission and can be carried out at h24 on the stand when needed at Captain’s discretion and under his/her responsibility or that of a qualified technician having notified the TWR for information purposes.
2 Starting up Engine testing is not allowed unless it is pre-flight. Other requests will be assessed and possibly authorised in the dawn/dusk period for no more than 10’.
Other testing must be done after the aircraft has been taken to the engine testing stand. The engine testing stand, by the GE link road holding bay, is called 901 and is certified for ICAO Code “E” aircraft.
Engine testing 3 position
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Must contact Airport Coordination (phone 02 748 68151) at least one hour before the aircraft effectively needs to be moved, stating whether it will move in self-manoeuvring or needs towing. The Captain / Engine testing technician or Requests will be satisfied according to resource 4 request Airline availability and operating implications linked to representative movement operations based on ground traffic conditions.
The person must, if the aircraft has to be towed, contact its ramp Handler to coordinate the tractor.
Having taken note of the engine test, will contact the TWR CSO to coordinate Coordination with Airport 5 decentralising the aircraft at the time given in ENAV TWR Coordination the request, or at another time at their discretion, based on traffic conditions
It will provide the necessary follow me assistance: if the aircraft is towed, follow-me assistance will be from the departure stand Follow-me Airport /hangar; if is self manoeuvring, assistance will 6 assistance Coordination be based on TWR instructions.
The follow-me will be responsible for correct aircraft positioning on the engine testing stand.
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Must provide Airport Coordination with an estimate of how long the aircraft will stay in the engine testing area.
The GE link road holding bay will not be available for the entire duration.
The Captain / To enable any technicians to operate under the technician or 7 Engine testing aircraft, the whole area will be temporarily Airline declassed from manoeuvring to movement representative area.
The GE link road will remain free and usable; transit will be allowed for aircraft of any kind.
The Captain / Must contact Airport Coordination with enough End of engine technician or notice from the end of testing testing Airline
representative
Will contact CSO TWR to coordinate the aircraft’s return to a suitable stand/hangar.
Movement will take place at TWR discretion, based on traffic conditions. Airport 8 Return Coordination It will provide the necessary follow me assistance: if the aircraft has to be towed, follow-me assistance will be from the engine testing stand to the suitable stand/hangar ; if it is self manoeuvring, assistance will be based on TWR indications.
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8.10 Plan to reduce wild bird and animal impact hazard15
8.10.1 Purpose
The plan defines operating activities to prevent the access and sending away of wild birds and animals from the Malpensa manoeuvring area in reference to the APT 01B: “Directive and procedures to be adopted to prevent bird impact hazards in 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 Malpensa Airport are as follows:
▫ 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;
▫ 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;
▫ 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;
▫ 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
15 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; - 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 Operation Regulations – Section 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; - Reg. (CE) 21-10-2009 no. 1069/2009; - ENAC APT Circular – 01B of 23 December 2011 as amended: Directives on procedures to be adopted to prevent the risk of impact with birds in airports; - ENAC Ordinance no. 1/2014, as amended – Access and circulation of people and vehicles in sterile airport areas; - ENAC Letter no. 9984/DIRGEN/GSV of 13 February 2009; - AIP AIC A 7/2007; - ENAC Letter Prot. 98271 of 23.8.2013-APT circular 01B-clarification on the use of the term “complete dispersal”.
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measures on their habitat including capturing fauna, in agreement with competent authorities;
▫ 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.
8.10.2 Scope
The document disciplines monitoring and inspection of Milan Malpensa 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.
8.10.3 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.
Communications must be through the Bird Strike Reporting Form (BSFR), found in Attachment 8.10.3, trying to get all information needed to fill it in as fully as possible; the form must be faxed to SEA on number 02 748 64011 or by email 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.
8.10.4 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 Malpensa. 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.
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8.11 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”). If the Aircraft Operator concerned does not have its own authorised personnel able to intervene for immediate removal of the aircraft from the manoeuvring or handling area, the same shall promptly notify SEA; in this case, the airport management company calls a technician certified and authorised to operate on the specific type of aircraft at the earliest and remove it from the flight infrastructure. All costs related to technical assistance, as well as those necessary for restoration of airport infrastructures, are entirely the responsibility of the Aircraft Operator. SEA shall accept no liability arising from or related to execution of the same by authorised personnel. The Aircraft Operator shall indemnify and hold harmless SEA from any liability arising from or related to the operations performed. The Aircraft Operator is liable for the damages incurred by SEA due to lack of full airport functionality arising from occupation of flight infrastructures, until such infrastructure are available again, following removal of the faulty aircraft.
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9 AIRCRAFT AND VEHICLE MOVEMENT IN THE MANOEUVERING 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.
Parties authorised to access the manoeuvering 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 manoeuvering 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 manoeuvering area.
1 References: - ENAC Ordinance no. 1/2014, as amended – Access and circulation of people and vehicles in sterile airport areas; the Ordinance governs in a systematic manner the circulation of persons and the access, circulation and stop of motor vehicles in airport customs areas; - Airport Manual – PROCOP 131: Aircraft Apron Supervision; - Airport Manual – PROCOP 190: Manoeuvering area access procedures.
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9.2 Airport licence2
9.2.1 Premise 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. At least five working days must go by between enrolment and exam. 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.
9.2.3 Movement area driving licence issuing procedure
This procedure disciplines airport licence validity and how the exam is carried out.
2References: - ENAC Ordinance no. 1/2014, as amended – Access and circulation of people and vehicles in sterile airport areas.
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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, SAP code, 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).
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, handing in the enrolment form issued by the website. No non enrolled candidates will be admitted. Test
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. 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 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) of 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) of vehicles carrying material or equipment, used by the driver in the exercise of his activity.
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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 Manager 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 manoeuvering 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 manoeuvering area. Six months after the date of expiry of the authorisation to drive in the manoeuvering area, the training course must be taken again.
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.
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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 manoeuvering 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 manoeuvering area who have completed the familiarisation.
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9.3 Apron Management Service (AMS)4
9.3.1 Definitions / Acronyms
A/C Aircraft ENAV system for electronic ready/block management and the provision of arrival information inclusive of ADM (Airport Data Management) recalculated estimate for the optimised management of human resources and equipment. Airport Operator declaration stating that the arriving aircraft has entered the stand, positioned itself, turned Aircraft Blocked off the engines, turned off the anti-collision lights and has been blocked by chocks. Airport Operator declaration stating that the departing aircraft is ready to move and that the doors are closed and the stand is cleared of people, equipment and/or Aircraft Ready any other obstacles. For stands requiring so, this definition applies to aircraft which, besides being under the conditions stated, also have the tractor coupled. Airport Collaborative Decision Making, a European programme within Eurocontrol intended to increase the airport’s efficiency and punctuality by improving traffic A-CDM flow and airport capacity management, reducing delays, increasing event predictability and optimising the use of resources. Service provided to regulate the activities and AMS (Apron Management Service) movement of aircraft, vehicles and people on an apron. AOIS Aeronautical Operational ENAV aeronautical information database. Information System
4 References: - Navigation Code; - ENAC “Airport Construction and Operation Regulations”. - ENAC “Air Regulations”, Edition 2, Amendment 2 of 23/04/2012, as amended; - ENAC “Air Traffic Services Regulations”, Edition 1, Amendment 1 of 23/04/2012, as amended; - ENAC “Airport Regulations” Circular of 26 October 2005 (APT-19), as amended; - ENAC Ordinance no. 1/2014, as amended – Access and circulation of people and vehicles in sterile airport areas; - ENAC Ordinance no. 5/2013, as amended – Rules and procedures for emergency aircraft assistance and rescue in case of accident; - Air Traffic Management Operating Manual (MO-ATM), Ed. 5.0 of 15/11/2012, as amended; - ICAO Doc 9476, 1st Edition, Amendment 2 as amended; - SEA Airport Manual; - ENAC Ordinance no. 2/2013, as amended – Apron Management Service (AMS); - Operations Letter Malpensa Apron Management Service – Edition 1.1.
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APN TWY Part of a taxiway system located on an apron whose Apron Taxiway purpose is to allow taxiing through the apron.
A small turbine engine on board the aircraft, which APU ensures the provision of power for operating onboard Auxiliary Power Unit 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.
BON Time when an arriving aircraft reaches the assigned Block On stand and the stop begins.
CSO TWR ENAV manager on duty in the TWR room.
Takeoff time calculated as part of control procedures and traffic flow management in the Eurocontrol area. A CTOT (Calculated Take Off Time) time slot (5’ - CTOT + 10’), called “departure slot”, is provided for the exclusive use of ATC for the optimised management of arrival/departure flows.
DES De-Suspension Message.
Departure Planning Information messages, there are also DPI E(Early)-DPI, T(target)-DPI, C(Cancelled)-DPI
E/A LDT Estimated/Actual Landing Time
Estimated/Actual In Block Time, estimated/actual time of E/A IBT arrival on stand
EFD ETFMS Flight Data message
Estimated/Actual LanDing Time, estimated/actual time of E/A LDT landing
ENAC DA ENAC – Airport Division
Malpensa TWR personnel performing AMS activities for ENAV TWR the part under their responsibility through Ground and AMS/TWR Unit Delivery radio frequencies.
Estimated Off Block Time – present in the ATC flight plan, EOBT expected stand release time.
ETD/STD Estimated/Scheduled Estimated/scheduled time of departure. Time of Departure
EXIT Estimated Taxi In Time
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EXOT Estimated Taxi Out Time
FDP (Flight Data Processing) ENAV database providing flight data.
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
Aircraft position signs consisting of lights, horizontal marking and vertical board. IHP It is a position defined for ground traffic control Intermediate Holding Position purposes, whereby taxiing aircraft and vehicles must stop and wait authorisation to move forward, when thus instructed by the airport control tower.
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.
MTT Minimum Turnaround Time
NMOC (CFMU) Network Management Operations Center
A specific area of an apron used for aircraft parking. Note. In communications, the following expressions have the meaning indicated below: “Free” stand: a stand that may be assigned to an aircraft Aircraft Stand or Stand for parking;
“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. Document prepared by SEA and adopted by ENAC Ordinance that includes all the rules and procedures RS established to ensure smooth and safe operation of the Airport Regulations airport. The Regulations define the responsibilities and duties of each person present at the airport.
RTT Reduced Turnaround Time
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SEA AO (SEA Apron Operation) SEA personnel that carry out AMS activities for the part SEA AMS Unit under SEA’s responsibility.
SEA Airport Operator’s manager operating on a 24 h SEA Duty Manager basis.
SIBT (STA) Scheduled in block Time, scheduled time of arrival
SOBT (STD) Scheduled off block Time, scheduled time of departure
T/A OBT Target/Actual Off Block Time
T/A SAT Target/Actual Start-up approval Time
T/A TOT Target/Actual Take Off Time
Flight that has undergone a TOBT and/or TSAT change included cases in which the flight is excluded from the Resequenced flight pre-departure sequence due to failure to observe the TOBT or TSAT.
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9.3.2 Introduction
9.3.2.A Background information
ENAV and SEA, having regard to the relevant innovations in Apron Management system regulations, in accordance with their respective responsibilities, choose to share the coordination procedures and provisions relating to the Apron Management service (Apron Management Service Manual) as set out below.
This section governs the procedure and defines the activities and responsibilities for the creation of an Apron Management Service – AMS on the North and West Aprons, carrying out a systematic reorganisation of the existing procedures while also incorporating the guidelines issued by ENAC5.
ENAV and SEA agree to exchange promptly, according to the methods set out below, information on any change in the operation of areas, tools, apparatuses and aids that could affect the procedures specified below.
The procedures that form the AMS (including subsequent amendments) have been submitted to ENAC’s Airport Infrastructure Central Division.
The provisions set out in this section may be expanded and amended by subsequent documents; if necessary, any amendments shall be the subject of Notam or AIP updates.
9.3.2.B Objectives
According to the Navigation Code6, the objectives of the Apron Management Service are as follows:
regulate and control the movement of aircraft and other vehicles and of personnel in the manoeuvering area;
ensure the orderly movement of aircraft in the aprons;
assign stands to aircraft;
ensure the orderly movement of other vehicles and personnel in aprons, so that they will not interfere with aircraft movement activities;
ensure that these Airport Regulations are adhered to by private operators providing airport services.
9.3.2.C Applicability
AMS is provided in the North and West Apron areas of the Milan Malpensa Airport, as defined and set forth in AIP AD 2 LIMC Aerodrome Ground Movement Chart ICAO (Attachment 9.3.2).
5ENAC Notice No. 0072549/AOC/DIRGEN dated 14/11/2008 “Apron Management Service” – AMS. 6 Pursuant to Article 691-II, paragraph 2 and Article 705, letter e).
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9.3.2.C.a Visibility conditions
The AMS document applies in all visibility conditions; in low visibility conditions, in addition to those described in this chapter, the information contained in the “low visibility procedures” contained in these Regulations applies.
9.3.3 ENAV’s and SEA’s roles and responsibilities
9.3.3.A AMS Service
Pursuant to Article 691-II, paragraph 2 of the Navigation Code, “ENAV S.p.A., 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 manoeuvering area and ensures the orderly movement of aircraft on the aprons”.
Pursuant to Article 706, letter e) of the Navigation Code, “the Airport Operator, under the supervision of the 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 S.p.A and SEA 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 accomplished, primarily and mainly, on a strategic basis, organizing the presence and movement of those concerned (aircraft, vehicles and personnel) in distinct areas and along separate routes, clearly defined and identifiable (AIP, vertical and horizontal signs, etc.).
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, and the definition and observance of traffic regulations (rules of the air, airport regulations, etc.); rules which also govern the cases in which interaction between different parties is inevitable, starting with the general principle according to which vehicles must give way to aircraft.
The complexity of the airport layout, size of aircraft and visibility conditions can render the strategic organisation of circulation insufficient, imposing the need for tactical action on the part of ENAV S.p.A and SEA, in joint coordination, each for the aspects of such action having an impact on the prerogatives and responsibilities of the other.
Any communication by the ATS component that provides support to the orderly movement of aircraft, including approval of pushback and instructions to give way, is exclusively aimed at the orderly movement of the same, resulting in the attribution of precedences in order to achieve optimal traffic flow. These communications do not have the objective of separating aircraft from other aircraft or obstructions of any kind, the responsibility for which pertains to the flight crew.
Activity in support of orderly movement does not include those phases of the ground movement of aircraft in which the same 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 (marshaller, docking systems, etc.). The procedures applied in these phases are described in this chapter.
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The AMS service is provided in coordination between ENAV S.p.A. SAAV Malpensa and SEA S.p.A., according to the following respective roles:
ENAV, under the supervision of ENAC and in coordination with SEA, provides instructions and information to ensure the orderly movement of aircraft on the aprons. Note: The separation between taxiing aircraft and between taxiing aircraft and obstructions is ensured visually by the direction teams; in the case of towed aircraft, separation is ensured by the person in charge of the towing operation.
SEA, under ENAC supervision and in coordination with ENAV, assigns stands to aircraft and ensures the orderly movement of other vehicles and staff on aprons, so as not to interfere with aircraft manoeuvres. SEA also ensures that these Airport Regulations are adhered to by private operators providing airport services.
9.3.3.B Main notices from ENAV to SEA
ENAV shall notify to SEA:
the sequence of arriving aircraft and their estimated time of landing; events that generate delays in ATC start longer than 15 minutes, calculated as of “Aircraft ready” status; any incidents that may impact regular arrival and departure operations; ATFCM restriction measures issued locally; the CTOT to which the aircraft is subject, if applicable.
9.3.3.C Main notices from SEA to ENAV
SEA shall notify to ENAV:
stands to be allocated to arriving aircraft and any subsequent variations; stands of departing aircraft; “Aircraft ready” status, as defined; “Aircraft blocked” status (BON); enabling/disabling of the number of stands available for de-icing / de-snowing; and shall also ensure:
that the stands allocated to arriving aircraft are free and ready to receive the assigned aircraft; the availability of vehicles and personnel for the Follow-me service, as necessary or requested; prior coordination with ENAV for the movement of towed aircraft; prior coordination with ENAV of activities to be carried out on apron taxiways.
9.3.3.D Main notices of handlers to SEA AO
The handlers shall notify to SEA AO:
of updates to the TOBT (Target Off Block Time), on the A-CDM platform for flights for which they have such carrier responsibility;
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“Aircraft ready” status, cleared of people, equipment, materials and vehicles, with door closed, loading bridge detached, push back attached; block on (BON).
9.3.3.E A-CDM
The Airport CDM has the objective of increasing 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” (ETFMS Flight Data) exchanged with NMOC.
9.3.3.E.a Data exchange with the European network (NMOC)
The A-CDM manages real-time transfer of DPI to NMOC through ENAV systems. The A-CDM process for an incoming flight compares the difference between the SIBT (Scheduled In Block Time which is the equivalent to the STA, Scheduled Time of Arrival) and the EIBT (Estimated In Block Time). EIBT is the estimated in block time calculated on the ELDT (Estimated Landing Time) to which is added the EXIT (Estimated Taxi In) calculated on a variable basis depending on the active landing runway and the allocated stand. In the event of a delayed incoming flight with EIBT different/greater than the SIBT, monitoring of the estimated EIBT is carried out which continues until landing (ALDT – Actual Landing Time) and subsequent in block (AIBT – Actual In Block Time). If the incoming flight is linked to a departing flight and the calculated off-block (EOBT = EIBT + MTT) is greater than the scheduled off-block time (STD), the system automatically proposes a TOBT for the departing flight moved forward according to the AIBT and the MTT calculated for the flight. At this point 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. Any TOBT communicated by the carrier must take into account any CTOT issued by NMOC; the carrier is also responsible for alignment of the EOBT of the FPL with the TOBT communicated or calculated by the CDM system, which will generate alerts 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.
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9.3.4 Apron areas where the AMS is provided
The AMS is provided in the North and West Apron areas as defined in AIP Italia AD2 LIMC 1- 117: North apron part of the Milan Malpensa airport movement area between APN TWY A, APN TWY B, TWY E (excluded) and TWY EM (excluded).
West Apron (T1) part of the Milan Malpensa airport movement area: - West of TWY K (excluded); - stand area 800 West of TWY H; - part of TWY H included between IHP H7 and IHP H5. During de-icing operations, the area west of the TWY GW is included in the West apron area.
9.3.4.A Specific details
24h service
Call identification: - Malpensa Ground West - Malpensa Ground North
Frequencies: - 121.900 MHz (West Apron 24 H, North Apron 10:00 p.m.-06:00 a.m.); - 121.825 MHz (North Apron 07.00 a.m.-1:00 p.m. and 3:00-9:00 p.m. at ATC discretion).
AIP AD2 LIMC (Aerodrome Ground Movement Chart ICAO)8;
Plans developed by SEA showing vehicle traffic layout9;
AIP AD2 LIMC 2-7 (LVP Chart10) and AD2 LIMC 2-9,2-11 (Aircraft Parking Docking Chart T1 and T2)11;
Self-parking signage for all stands12;
Characteristics: - APN TWY identified by the letters A,B,C, HA, GS, M, N, P, R, S, T, U, V, Y, Z; - APN TWY identified by day and night signage (including centerline lights); - stands identified by three-digit numbers from 101 to 863 in self manoeuvring or push back as per legend of charts AIP AD2 LIMC; - end of push back positions : from Q1 to Q26; - other characteristics in the above-mentioned charts and plans.
Special characteristics of taxiways:
7 Attachment 9.3.4 - Aircraft Parking Docking Chart T1 and T2 8 Attachment 9.3.2 - Aerodrome Ground Movement Chart ICAO 9 Attachment 8.1.1- Malpensa apron configuration plans 10 Attachment 12.2.6 - Low visibility procedures chart 11 Attachment 9.3.4 - Aircraft Parking Docking Chart T1 and T2 12Attachment 8.1.2 – Characteristics of Malpensa aircraft stands
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- APN TWY GS: usable by self-manoeuvring aircraft with operating aerodrome in CAT I and day light only (equipped with day ICAO signage only); for aircraft proceeding from the APN TWY GS - TWY W intersection to the general aviation apron and vice versa, Follow- me car assistance is mandatory.
Taxiway limitations in Apron Area: - routes which can be used by code F aircraft indicated in AIP AD 2 LIMC Aerodrome Ground Movement Chart Act Code F13; - APN TWY A: accessible to Code F aircraft (80m max wing span); - APN TWY B: accessible to Code F aircraft (80m max wing span), with the exception of the northern section (past TWY BE intersection) where access is limited to aircraft with 36m max wing span; - APN TWY M, P, R, S, T, U, V, Y, Z: limited to Code E aircraft (max 65m wing span); - APN TWY N: limited to aircraft with 48 m max wing span; - APN TWY C (between APN TWY M and IHP C5): limited to Code C aircraft (36 m max wing span); - APN TWY GS: limited to Code B aircraft (24 m max wing span);
Intermediate Holding Position (IHP) on aprons: - A2, B2, C6: 3 northward unidirectional yellow lights , broken line, position and direction marking; - C5: 3 northward unidirectional yellow lights , broken line, vertical board on the right, supplemented by marking on the left; - H5, H6, H7: northward unidirectional yellow lights, broken line, position and direction marking; - HA1, HA2: westward unidirectional yellow lights, broken line, position and direction marking; - M1, M3: 3 eastward unidirectional yellow lights, broken line, position and direction marking; - A1, A3, B1, B3: 3 southward unidirectional yellow lights, broken line, position and direction marking; - M2, M4: 3 westward unidirectional yellow lights, broken line, position and direction marking; - Y1, Y2: 3 northward unidirectional yellow lights, broken line, position and direction marking; vertical board on the left - GW1: 3 northwestward unidirectional yellow lights, broken line, position and direction marking; vertical board on the left; - Z1: 3 northward unidirectional yellow lights, broken line, vertical board on the left, supplemented by marking on the left.
9.3.4.A.a Areas not visible or partially visible from the Tower
Given the airport layout, parking areas not directly visible from the Tower are:
Stretch of TWY A between stands 101-105; Stretch of TWY P west of line Y; Stretch of TWY N west of line Y; Stretch of TWY P between stands 401-404; Stretch of TWY R between stands 501-504;
13 Attachment 9.3.3
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Stretch of TWY S between stands 601-604; maintenance hangar: the procedure described in this chapter applies.
Pilots will be instructed to make the necessary position reports; in particular, entry in the parking area must be reported by the pilot on the TWR ground frequency for movement of any other traffic.
9.3.4.A.b Stand status
With regard to the possible status of aircraft parking stands, the following stand situations are identified:
Free: a stand that may be assigned to an aircraft for parking. Assigned: a stand that is physically free but has been assigned to an incoming aircraft. Occupied: a stand that is physically occupied by a parked aircraft. Closed: a stand that cannot be assigned to an aircraft for parking.
9.3.5 Systems used
ENAV Systems: ADM, FDP, AOIS; SEA systems: M-AIS, GAPS; A-CDM platform; Approach RADAR screen; AMS-TWR / SEA AO direct intercom; TWR / SEA Duty Manager direct intercom; Telephone line recording system; TWR telephones: +390258579450 – +390258575451; SEA telephones: +390274862313 (SEA Duty Manager) ; +390274862952/62308 (SEA AO releases); Radio UHF frequency for communications between TWR and vehicles on the ground, 445.775 MHz and 440.750 MHz, recorded; Multichannel radio frequencies for SEA internal use; 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 Apron Management procedures, the parties agree on the need to pursue the common objective of improving and adjusting data exchanges constantly by developing appropriate integration processes.
9.3.5.A M-AIS and GAPS systems
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 GAPS (Gate Allocation and
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Positioning 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 DGS, PEGASO, and handlers systems; de-icing management; baggage and cargo management, information to the public, etc.)
The main screens more closely related to the AMS service include:
Monitor
ATC / E-strip Arrivals (flight, flight ICAO, date, a/c, a/c reg, term, prog stand, op stand, from, std from, atd from, sta, eta, etl, ata, bon)
ATC / E-strip Departures (flight, flight ICAO, a/c, a/c reg, term, prog stand, op stand, to, std, etd, ass slot, pre board, board, hnd rel, ams rel, bof, deice, atd)
Arrivals – Departures (flight, from, sta, eta, etl, ata, bon, term, a/c, a/c reg, op stand, flight, to, std, etd, board, hnd rel, ams rel, bof, deice, slot, atd)
Stand Map / GAPS (planned, operating, occupied, available, disabled stands)
Punctuality (airport punctuality indicators by time range and terminal)
CDM (departure sequence, flight, from, sta, eta, etl, ata, bon, term, a/c, a/c reg, op stand, flight, to, std, etd, board, hnd rel, ams rel, bof, deice, slot, atd)
De-icing (flight, a/c, a/c reg, stand ice, treatment data, slot, release)
Airport Dashboard (airport indicators, punctuality at arr, dep, mov, pax, dvt, cargo, baggage delivery, reasons of delay, delays).
Query
Operational (arr, dep, number, type, airport, date, time, areas, stand, claim, type, reg) ATC (arr, dep, flight, date) Delay (arr, dep, term, flight, date, minutes, reason, group)
9.3.5.B ADM SYSTEM (Apron_Client)
The ADM system is a second interface through which ENAV and SEA exchange data. The ADM online support system, through its Apron_Client Terminal, provides on each string the data of punctual flight plans on arrival/departure of each aircraft. For AMS purposes 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:
Departing flight colours
Flights in VT status (blocked but not yet ready) – colour White Fights in READY status - colour Magenta
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Flights in PR status (taxiing) – colour Green Flights in DR Status (departed) – colour Green, cell in colour Orange
Arriving flight colours
Flights in VT status (blocked, not yet ready at airport of origin) – colour White Flights in PR status (ready for takeoff from airport of origin) – colour Grey Flights in DA or DR status (departed from the airport of origin) – colour Yellow Flights in TA status (under radar control) – colour Green Flights in LAST status (in terminal phase) – colour Cyan Flights in TL status (landed) – colour Orange Flights in BLOCK status – colour Yellow, cell in colour Red
9.3.5.C A-CDM platform
Within the scope of the A-CDM platform the following information is shared:
Departing flights A/C : Type of aircraft A/C Reg: Aircraft registration Op Stand : Operating stand Flight : Flight number 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 ASRT : Actual start up request time ASAT : Actual start up approval time AOBT : Actual off block time ATOT : Actual take off time RWY : Take-off runway
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
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Dvt To : Diverted to
9.3.6 Operating Rooms
The AMS service is provided in coordination between ENAV S.p.A SAAV Malpensa and SEA S.p.A, through their respective operating stations located at the Control Tower (AMS/TWR operating room and SEA AO apron room) and the Malpensa Airport Coordination, III floor, satellite B (SEA AO).
9.3.7 Aircraft management transfer from ATS to Operator and vice versa
Subject to compliance with their respective roles as described above in this section, the times at which aircraft management is transferred for AMS purposes:
Airport Operator > ATS Service: A/C READY (departing aircraft)
Management of the aircraft, for the purposes of the service, passes from SEA S.p.A. to ENAV S.p.A.
ATS Service > Airport Operator: A/C BLOCKED (incoming aircraft)
Management of the aircraft, for the purposes of the service, passes from ENAV S.p.A. to SEA S.p.A.
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9.3.8 Aircraft Operating Procedures
9.3.8.A Methods
During taxiing side apron areas, any communication from TWR, including push back approval and instructions to yield the right of way, is intended exclusively for the orderly movement of aircraft, which is ensured through the assignment of the right of way for optimal traffic flow.
These communications are issued to ensure the orderly movement of aircraft on the aprons, assuming that all other vehicles and persons move in accordance with applicable regulations (speed, routes, distances, right of way defined for them, signage) and are not intended for the separation of aircraft from other aircraft or obstructions of any nature, responsibility for which remains with the direction team or the towing operation manager in the case of towed aircraft.
Movement is based mainly on the determination of aircraft position through direct visual observation, based on the “see and be seen” principle and on compliance with horizontal/vertical markings.
Additionally, with regard to aircraft movement, ENAC’s “Air Regulations”14 set forth that, in case of danger of collision between two aircraft during taxiing on an airport manoeuvering area, the following provisions shall apply:
when two aircraft are approaching each other frontally, or in similar situations, each of them must stop or, if possible, change its route towards the right so as to remain at an adequate distance from each other; when two aircraft are on the same converging route, the one that has the other on the right must yield the right of way; an aircraft that is about to be overtaken by another aircraft has the right of way, and the overtaking aircraft must maintain an adequate distance from the other.
9.3.8.B Low visibility management procedure
The AMS document applies under all visibility conditions; in low visibility conditions, in addition to the provisions in this section, the contents of the specific procedure in these Regulations shall apply.
14 ENAC Air Regulation, Edition 2, Amendment 2 of 23/04/2012, as amended
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9.3.8.C Departing aircraft
9.3.8.C.a Data exchange on A-CDM platform
9.3.8.C.a.1 EOBT - 3 hours
3 hours before estimated off block time, the flight plan is compared with the airport slot in terms of discrepancy between: scheduled times (SOBT vs EOBT), first destination airport; aircraft type; a/c registration. If the checks are passed successfully the flight continues with the milestones provided for in the A-CDM procedure. If, on the other hand, one of the checks carried out at this stage is not successful, the flight is not included in the departure sequence until the anomaly is resolved. The A-CDM platform contains alarm messages if data discrepancies that need to be resolved before the sequencing the a/c are encountered. At EOBT-3hrs, if the foreseen checks have been passed successfully, ENAV sends an E-DPI message to NMOC.
9.3.8.C.a.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/c still in flight) TOBT = ALDT+EXIT+MTT (a/c landed) TOBT = AIBT+MTT (a/c on 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 service Time stated by the carrier for that type of aircraft according to the following calculation methods:
TOBT ≥ ELDT+EXIT+RTT (a/c still in flight) TOBT ≥ ALDT+EXIT+RTT (a/c landed) TOBT ≥ AIBT+RTT (a/c on stand)
At EOBT-2hrs ENAV sends NMOC a T-DPI-c message containing the TOBT or EOBT calculated as TTOT - EXOT
9.3.8.C.a.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 systems which generate a TSAT. From generation of the TSAT the carrier or its handler representative can modify the
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TOBT up to a maximum of 3 times. A possible fourth entry will cause a re-sequencing of the flight after manually entering a new TOBT according to the procedures provided for.
At TOBT -40 minutes for non-regulated flights (or at TSAT-10 minutes for regulated flights) ENAV sends NMOC a T-DPI-s message containing the TOBT and TTOT received from the A- CDM platform and the TSAT.
9.3.8.C.a.4 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.
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 the TSAT assigned to flight; the pilot must keep listening to the DELIVERY frequency (121.900 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 representative15 must:
send a “DES” message to NMOC to re-activate the flight plan; enter a new TOBT in the A-CDM platform and await issue of a new TSAT from ENAV systems.
In case of TSAT > TOBT+20mins SEA AO can communicate ARDT to TWR and ramp and the aircraft can be assigned READY status even without the pushback alongside. In the case of improvement of the TSAT presence of the tractor alongside will be ensured according to the new timetable.
9.3.8.C.a.5 ASAT and AOBT
The TWR (DELIVERY) authorises engine start-up (ASAT) in normal traffic conditions within TSAT-5+5mins or ARDT+5mins, whichever of the two is greater. The TWR contacts the pilot in accordance with the timing tolerances, requesting confirmation of effective readiness
“ AZAxxx, TSAT at hh:mm, report ready”
The declaration of operational readiness by the pilot indicates the ability to initiate the following operations:
15 Under no circumstances will sending of the DES message and update of the TOBT be carried out directly by the TWR.
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pushback within 2mins from ASAT taxiing within 5mins from ASAT
In the case of an affirmative response, TWR DELIVERY issues ATC clearance and permission to start the engines, instructing the pilot to contact the appropriate TWR GROUND frequency for pushback or taxiing authorisation. In the case of a negative response, the pilot informs TWR DELIVERY 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 monitors TWR DELIVERY frequency 121.9.
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 GROUND, the pilot must request:
pushback within 3mins from ASAT; taxiing within 5mins from ASAT (from stand in self manoeuvring)
In the case of a pushback manoeuvre, this must be started as soon as the pilot has received approval of the manoeuvre request 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 and routed to the ENAV system: on receipt ENAV will send an A-DPI message to NMOC to signal that the aircraft has started taxiing.
Except in cases where the aircraft pushback is delayed by TWR due to apron congestion, in any operating conditions (APU not operational, etc.), AOBT must take place within 10 mins from ASAT. If this does not happen, the ASAT for that aircraft is cleared and the flight, as a result of sending a C-DPI, enters in “Suspended” status via an “FLS” message from NMOC.
To re-activate the flight plan in accordance with the A-CDM procedure and re-insert the flight in the sequence, the operator must:
send a “DES” message (via its OCC or representative) to NMOC to re-activate the flight plan; enter a new TOBT (via its handler or representative) in the A-CDM platform and await issue of a new TSAT from ENAV systems.
During pushback 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 pushback does not interfere with other a/c or obstacles/vehicles on the APRON, whatever the instructions/information provided by the TWR.
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9.3.8.C.b Ready status
“Aircraft ready” status occurs when the following conditions hold:
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; exceptions are: o GPU and ASU equipment, necessary to start engines, if the APU is not operative; o 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.
9.3.8.C.b.1 Request for aircraft release by SEA AO and approval by TWR
Once the “Aircraft ready” status is achieved, the following procedure shall be applied:
the ramp agent may request SEA AO to release the flight (telephone number +390274862952); SEA AO verifies “Aircraft ready” status and communicates to TWR that the aircraft is ready through the online system (if the ADM Apron_Client is being used, the new “aircraft ready” status is characterized by the change in colour from white to magenta of the flight string). This communication serves as aircraft release by 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; after verifying aircraft release by SEA AO, TWR approves engine start and, at the pilot’s request, aircraft movement from the stand (push back or self-manouvering, as prescribed for the specific stand), depending on aircraft traffic and 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 manoeuver to exit the stand (push back or taxiing) must be initiated as soon as the approval instruction is received; the pilot performs the manoeuver 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.
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9.3.8.C.c Push back operations
The communication received from TWR Ground frequency concerning approval of push back operations is reported by the pilot to the ramp agent in contact with him. The latter is responsible for ensuring operation safety during the entire manoeuvre, with respect to the movement of other aircraft in the adjacent stands and to the presence of any obstacles; a single engine may be started in idle mode during push back; the other engines must be started as soon as the correct uncoupling position is reached; push back parks are indicated in AIP AD 2 Aircraft Parking Docking Chart; West apron: pushback operations on APN TWY Y will normally be carried out, except for other instructions from TWR, releasing the aircraft with the prow to the North; West apron: pushback operations on APN TWY HA will normally be carried out, except for other instructions from TWR, releasing the aircraft with the prow to the North; North apron: pushback operations of Code C a/c on APN TWY M will normally be carried out, except for other instructions from TWR, releasing the aircraft with the prow towards APN TWY C; specific details of simultaneous operations: - on APN TWY R, S, T, B (stands 113-117) and A (stands 101-105), only one pushback operation at a time on each individual APN TWY is allowed; in the presence of a pushback operation entry to the fingers/stands located on the APN TWY affected by said operation is not allowed; - in general, on the other APN TWY simultaneous pushback operations from non- adjacent stands are allowed if at different release points; release point of a/c at the end of pushback operation depends on assigned stand, according to effective Airport Regulations, except different instructions received by TWR. After it is quoted a summary table.
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“Q point” end of push back summary table STAND Q POINT APRON TWY NOTE 101-103 7 A 104-105 6 A 106 4/6 M/A 107 4 M 108-111 3/4 M 112 3 M T2 113-117 1 B 202,207 - A Solo per a/m CODE D/E 204 - A Solo per a/m CODE D 209,212,214 5 A Solo per a/m CODE D/E 210 5 A Solo per a/m CODE D 217,219, - B Solo per a/m CODE D 221,224 301-306 17 N 307-313 16 N 314-320 15 N 401-403 14 P 404 13 P 405-407 12 Y 408 11 Y 409-413, 499 10 R 501-504 10 R 505-507 8 Y 508 7 Y 509-513, 599 6 S 601-604 6 S T1 605-606 4 Y 608 3 Y 609-610, 2 T 621-623 612-613, CODE D su Q2 2/1 T 624-625 CODE C su Q1 701-706 18 Y 707 18/19 Y 708-709 19 Y 710 19/20 Y 711-713 20 Y 714 20/21 Y 715 21 Y 716-718 21/22 Y 851-854 24 HA 855 24/25 HA 856-859 25 HA 860 25/26 HA 861-863 26 HA
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9.3.8.C.d Power back operations
The communication received from TWR Ground frequency concerning approval of push back operations is reported by the pilot to the ramp agent in contact with him. The latter is responsible for ensuring operation safety during the entire manoeuvre, with respect to the movement of other aircraft in the adjacent stands and to the presence of any obstacles; power back parks are indicated in AIP AD 2 Aircraft Parking Docking Chart; specific details of simultaneous operations: - simultaneous power back operations from adjacent stands are not allowed; - the power back manoeuvre ends with alignment on the APN TWY associated with the stand; mandatory follow-me service for cargo aircraft departing from area 700.
9.3.8.C.e Preferential use of APN TWYs
As regards the use of circulation ways, the preferential use provided in AIP Italia AD 2 LIMC 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:
- West apron: TWY K, Apron TWY Y, H as TWY OUT
AREA PARKS VIA NOTES Area 300 351 to 365 N-K APN TWY “N” max Wingspan 48 mt Area 300 301 to 320 N-K APN TWY “N” max Wingspan 48 mt Area 400 451 to 459 K Area 400 401 to 404 P-K Area 400 405 to 408 Y-P-K Area 400 409 to 413 R-K Area 500 551 to 559 K Area 500 501 to 504 R-K Area 500 505 to 508 Y-R-K Area 500 509 to 513 S-K Area 600 651 to 662 K Area 600 601 to 604 S-K Area 600 605 to 608 Y-S-K Area 600 609 to 613 T-K Area 600 621 to 625 T-K Area 700 701 to 718 Y Area 700 751 to 764 K Area 700 Z116 GW Area 800 851 to 863 HA-H-Z or HA-H
16 The project for changing the name of the stand from Z1 to stand 799 is under approval by ENAC.
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- North apron: TWY C as TWY OUT
AREA PARKS VIA NOTES Area 200 201 to 224 C Area 100 112 to 118 B-M-C Area 100 111 to 107 M-C Area 100 101 to 106 A-M-C
The number of aircraft that can be moved simultaneously varies depending on visibility conditions17, 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.
17 Section 12.2 of RS/MXP/Current edition.
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9.3.8.D Arriving aircraft
TWR provides to SEA AO the sequence of arriving aircraft and their estimated landing time (through direct data transmission, approach radar screen and/or Apron_Client ADM); SEA AO communicates to TWR in advance the stands to be assigned to incoming aircraft and any subsequent change (through direct data transmission and/or Apron_Client ADM). 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 shall communicate to TWR (through direct data transmission) confirmation of “Blocks on” (BON);
9.3.8.D.a Preferential use of APN TWYs
As regards the use of circulation ways, the preferential use provided in AIP Italia AD 2 LIMC 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:
- West apron: TWY W as TWY IN
AREA PARKS VIA NOTES Area 300 351 to 365 W-P Area 300 301 to 320 W-N APN TWY “N” max Wingspan 48 mt Area 400 451 to 459 W-P-Y Area 400 401 to 404 W-P Area 400 405 to 408 W-P-Y Area 400 409 to 413 W-R Area 500 551 to 559 W-R-Y Area 500 501 to 504 W-R Area 500 505 to 508 W-R-Y Area 500 509 to 513 W-S Area 600 651 to 659 W-S-Y Area 600 661 and 662 W-T-Y Area 600 601 to 604 W-S Area 600 605 to 608 W-S-Y Area 600 609 to 613 W-T Area 600 621 to 625 W-T Area 700 701 to 718 W-T-Y Area 700 751 to 764 W-T-Y Area 700 Z118 W-Z Area 800 851 to 863 W_Z_H_HA (HA2)
18 The project for changing the name of the stand from Z1 to stand 799 is under approval by ENAC.
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- North apron: TWY A and B as TWY IN
AREA PARKS VIA NOTES Area 200 201 to 215 A Area 200 216 to 225 B Area 100 112 to 118 B Area 100 101 to 106 A Area 100 107 to 111 A-M or B-M
The number of aircraft that can be moved simultaneously varies depending on visibility conditions19, incoming traffic, and push back operations; movements may be managed with waits at the IHPs.
9.3.8.D.b Assignment of aircraft stands20
Stands are assigned by SEA AO on the basis of:
total number of stands and loading bridges; aircraft type; limits due to nature (passengers or cargo) 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).
9.3.8.E Movement of elicopters
Subject to availability of the on demand follow-me service, below are the criteria for managing helicopter movements at Malpensa airport:
Take-off and landing operations Helicopter take-off and landing may only take place on runways. The runway used is at the discretion of ENAV TWR depending on traffic and operating conditions.
Taxiing
19 Section 12.2 of RS/MXP/Current edition 20 References: - Section 8.2 of RS/MXP/Current edition; - SEA MA/MXP/Procop 130 – Apron and stand management.
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The preferential allocation area for helicopters is in stands 300; helicopters with undercarriage can taxi on link roads and aprons as for fixed-wing aircraft, following therefore the taxiways and corresponding signage.
Hover taxi On aprons the follow-me service is mandatory. For assistance to traffic directed towards area 300 the follow-me will wait near stand 351, unless otherwise specified by TWR.
9.3.8.F HEMS (Helicopter Emergency Medical Services) traffic management
The following paragraph defines the coordination to be put in place and the operational procedures related to calls for 118 service helicopter interventions, in the event of situations requiring emergency aid to passengers or other persons present at the airport. Only those situations that could affect any passengers or personnel present at the airport arising in the course of normal operations are contemplated. Situations resulting from emergencies following a plane accident are managed in accordance with the Airport Emergency Plan (AEP) and are not covered by this procedure.
The procedure applies only to crews and helicopters of the Company INAER. Below are the helicopters operating from HEMS (Helicopter Emergency Medical Services) bases of the Lombardy Region, as well as any replacement helicopters and useful telephone numbers are summarised.
Operations Aircraft Captain HEMS base Centre Helicopter type Name mobile no. telephone no.
Bresso 02 66106610 AW 139 EC-KLC (1) 3488998536
800251309 Bergamo EC 145 I-EITH (2) 3488998510 035 403037
Brescia 800604050 EC 145 I-FNTS (2) 3488998511
Como 031 4869200 AW 139 I-REDY (1) 3488998513
(1) AW139 line replacement helicopters: I-COLK; I-EITD; EC-KJT (2) EC145 line replacement helicopters: I-JUNO
Depending on the location of the intervention, specific operational procedures will be applied, detailed in the following paragraphs. Depending on actual infrastructure availability, movements other than the standard ones may be coordinated between CSO and SEA Duty Manager.
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9.3.8.F.a Coordination
The competent Regional Emergency Urgency Operations Room (SOREU) (see also Table in para 1.2), after having alerted the helicopter, will communicate to the TWR (Tel. 02 58579451) the need for intervention at Milan Malpensa airport, specifying, if available, the envisaged place of intervention.
In cases where urgent intervention is required for a person (passenger or airport operator) inside the terminal, it will be the responsibility of First Aid, alerted by airport staff or by the handler, to promptly notify the SEA Duty Manager for the necessary coordination.
The TWR, on receipt of notification from the 118 operations centre, will coordinate with the SEA Duty Manager: - stand availability, as described in the table in paragraph 9.3.8.F.f; - positioning of the follow-me.
The SEA Duty Manager will coordinate: - availability of the vehicle at the stand to transport the medical team to the site of intervention.
In all cases, the SEA Duty Manager will inform the First Aid operations room providing the elements in its possession concerning the planned intervention, in order to facilitate any transit through customs gates.
9.3.8.F.b Intervention at Terminal 2 – North Apron
Should it be necessary to intervene on a person in or more easily accessible by operating in the vicinity of Terminal 2 and/or the North Apron and in order to optimise the response times of the medical team, the landing point of the HEMS helicopter will be runway 35R at the intersection TWY E.
In accordance with the instructions of the TWR, a Follow-Me will guide the helicopter from TWY E to stand 202 (or another adjacent stand if 202 is not available) via APN TWY A. Due to infrastructure unavailability or other contingent circumstances, different routes may be coordinated by the Control Tower.
A SEA vehicle and personnel will be available at the stand for assistance and transportation of the medical team to the site of intervention and possible return to the helicopter. Normally, the medical team comprises three people (a doctor, a nurse and a qualified Alpine rescue person). The helicopter crew, on the other hand, remains on board. To transport the patient, where necessary, the medical car/ambulance present at the Airport will be used.
The helicopter will remain on the stand for the time strictly necessary for the emergency operations, after which it will taxi via APN TWY C and TWY E – A – AB to take off from runway 35R.
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9.3.8.F.c Intervention at Terminal 1 – West Apron
Should it be necessary to intervene on a person in or more easily accessible by operating in the vicinity of Terminal 1 and/or the West Apron and in order to optimise the response times of the medical team, the landing point of the HEMS helicopter will be runway 35L at the intersection TWY EW.
In accordance with the instructions of the TWR, a Follow-Me will guide the helicopter from TWY EW to stand 351 (or another adjacent stand if 351 is not available) via TWY W and APN TWY P. Due to infrastructure unavailability or other contingent circumstances, different routes may be coordinated by the Control Tower.
A SEA vehicle and personnel will be available at the stand for assistance and transportation of the medical team to the site of intervention and possible return to the helicopter. Normally, the medical team comprises three people (a doctor, a nurse and a qualified Alpine rescue person). The helicopter crew, on the other hand, remains on board. To transport the patient, where necessary, the medical car/ambulance present at the Airport will be used.
The helicopter will remain on the stand for the time strictly necessary for the emergency operations, after which it will taxi via APN TWY N, TWY W, EW to take off from runway 35L.
9.3.8.F.d Patient transfer from ambulance to helicopter or vice versa
Should it be necessary to transfer the patient from the ambulance to the helicopter or vice versa, access of the ambulance inside the customs area will be via gate 2 (manned 24 hrs a day at terminal 2 apron).
The HEMS helicopter landing point will be runway 35L, intersection TWY EM.
In accordance with the instructions of the TWR, a Follow-Me will guide the helicopter from TWY EM to stand 118 (or another adjacent stand if 118 is not available) via APN TWY B. Due to infrastructure unavailability or other contingent circumstances, different routes may be coordinated by the Control Tower.
A SEA vehicle and personnel will be available at the stand for any assistance and/or coordination with the medical team.
The helicopter will remain on the stand for the time strictly necessary for the emergency operations, after which it will taxi via APN TWY B and TWY EM to take off from runway 35L.
9.3.8.F.e Intervention at forwarders buildings – aprons 700 and 800
Should it be necessary to intervene on a person in or more easily accessible by operating in the vicinity of the forwarders buildings and/or cargo apron areas 700/800 and in order to optimise the response times of the medical team, the landing point of the HEMS helicopter will be runway 35L at the intersection TWY WB.
In accordance with the instructions of the TWR, a Follow-Me will guide the helicopter from TWY WB to stand 763 (or another adjacent stand if 763 is not available) via APN TWYs Z – Y. Due to infrastructure unavailability or other contingent circumstances, different routes may be coordinated by the Control Tower.
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A SEA vehicle and personnel will be available at the stand for assistance and transportation of the medical team to the site of intervention and possible return to the helicopter. Normally, the medical team comprises three people (a doctor, a nurse and a qualified Alpine rescue person). The helicopter crew, on the other hand, remains on board. To transport the patient, where necessary, the medical car/ambulance present at the Airport will be used.
The helicopter will remain on the stand for the time strictly necessary for the emergency operations, after which it will taxi via APN TWY K, Z, TWY WB to take off from runway 35L.
9.3.8.F.f Movement summary
Area of intervention LDG & Taxi IN Preferred stand Taxi OUT & TKOFF
Terminal 2 C, E, A, AB, RWY 202 RWY 35R, E, A North apron 35R
Terminal 1 RWY 35L, EW, W, N, W, EW, RWY 351 West apron P 35L Forwarders buildings RWY 35L, WB, Z, Apron 763 K, Z, WB, RWY 35L Y area 700/800 Patient transfer 118 RWY35L, EM, B B, EM, RWY 35L at gate 2
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9.3.8.G Movement from/to maintenance hangars
9.3.8.G.a Aircraft up to ICAO Code B (wing span < 24m)
General provisions As a general rule, movement from/to the hangar takes place along apron TWY P and the stand in front of the hangar (hereinafter the “hangar area”). If the traffic conditions and/or maintenance scenarios require so, TWR may also coordinate use of apron TWY “N”.
Movement in good visibility Movement to/from the hangar area can be carried out by taxiing autonomously and without follow-me assistance, following the signs to stands 395 or 396. The pilot of incoming traffic declares to TWR to be directed towards the hangar area, having reached which he reports his position to TWR. From this point on, movement from the apron to the inside of the facility is carried out by the Company responsible for the aircraft’s maintenance, who will also coordinate towing operations. The pilot of departing traffic declares to be in the hangar area, requesting TWR permission to start the engines: depending on operating conditions, TWR may inform the pilot of any delay in start of operations. Once authorised, traffic can taxi autonomously, following TWR instructions to reach the take-off area.
Movement with LVP procedures in place Movement to/from the hangar area can be carried out by taxiing autonomously with mandatory follow-me assistance, following the signs to stands 395 or 396. For incoming traffic, the follow-me waits for landed aircraft, according to indications from the TWR, receiving instructions to move. In particular, the follow-me, having reached the hangar area, reports its position to TWR. From this point on, movement from the apron to the inside of the facility shall be carried out by the Company responsible for the aircraft’s maintenance, who shall also coordinate towing operations. Movement of departing traffic can be carried out by taxiing autonomously with mandatory follow- me assistance, starting from the hangar area. The pilot must request TWR permission to start the engines: depending on operating conditions, TWR may inform the pilot of any delay in start of operations. The follow-me maintains constant radio contact with TWR and receives the corresponding authorisations to move as well as the point up to which the aircraft is to be assisted.
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9.3.8.G.b Aircraft ICAO Code C, D ed E (24m <= wing span < 65m)
General provisions As a general rule, aircraft shall move from/to the hangar along the APN TWY P apron, (enabled for the transit of ICAO code E aircraft) and the stand in front of the hangar (hereinafter the “hangar area”). If traffic conditions and/or maintenance situations so require, CSO ENAV and SEA Duty Manager may also coordinate the use of apron TWY “N” (for aircraft with 36 m max wing span only) with mandatory towing. Manoeuvring from the release point Q23 on link road “P” at the hangar area must be by towing with the exception of manoeuvring in arrival towards stand 392 that can be in self-manoeuvring. Manoeuvring from the hangar area to release point Q13 on link road “P” must be by towing.
Assistance by the follow-me car is always required during movement from/to the hangar. In LVP, procedures for moving from/to the hangar are the same, apart from the fact that any requests in this regard may be subject to other operating requirements.
9.3.8.G.b.1 Movement of aircraft to the hangar area
Movement of aircraft from the remote stand to the hangar area Movement takes place by towing and with follow-me car assistance starting from the original stand. The follow-me car shall be in constant radio contact with TWR, and shall receive instructions to move from the latter; in particular, once it has reached the point on APN TWY P shown by appropriate marking (Q23), the follow-me car shall report the position to TWR; subsequently, once the aircraft has reached the hangar area, it shall report “decentralisation completed” . The aircraft heading towards the inside of the hangar shall be accompanied by the follow-me car up to the hangar area: from this point on, movement from the apron to the inside of the facility shall be carried out by the Company responsible for the aircraft’s maintenance, who shall also coordinate towing operations.
Movement of landed aircraft to the hangar area The follow-me waits for landed aircraft, according to indications from the TWR, receiving instructions to move. The aircraft shall move in self-manoeuvring mode, with assistance from the follow-me car, along APN TWY P; in particular, once it reaches the point on APN TWY P indicated by the appropriate marking (Q23), the follow-me car shall instruct the aircraft to stop and report the position to TWR. From this point, the aircraft, once the engines are off, is towed with follow-me assistance to the hangar area. Movement to stand 392 is an exception to the above as it may take place in self- maneouvering mode, again with assistance from the follow-me car, without interruption up to the parking position shown in the stand, at which time the engines shall be turned off. Subsequently, after the aircraft has reached the hangar area, the follow-me car reports “decentralisation completed” to TWR. Aircraft heading for the hangar are accompanied by the follow-me car up to the hangar area. From this point on, movement from the apron to the inside of the facility shall be carried out by the Company responsible for the aircraft’s maintenance, who shall also coordinate towing operations.
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9.3.8.G.b.2 Aircraft movement from the hangar area
Aircraft movement from the hangar area to the remote stand Movement shall be towed, with assistance from the follow-me car starting at the hangar area; the follow-me car shall be in constant radio contact with TWR and shall receive instructions to move from the latter. After reaching the stand, the follow-me driver reports “decentralisation complete” to TWR.
Movement of aircraft from hangar area to flight Movement shall be towed, with assistance from the follow-me car starting at the hangar area; the follow-me car shall be in constant radio contact with TWR and shall receive instructions to move from the latter. The aircraft will be towed up to the APN TWY P point shown by appropriate marking. Once this point is reached, the pilot shall request TWR authorisation to start the engines: depending on operating conditions, the TWR will inform the pilot of any delays to the start of operations. From this point, towing equipment is released from the aircraft which may start the engines, and continue self-manoeuvring, with follow-me assistance, to the point indicated by the TWR.
9.3.8.H Movement of ICAO Code F and VLA aircraft21
9.3.8.H.a Operating procedure for Code F movements
This paragraph describes the operational procedures for ICAO Code F aircraft on aircraft aprons and in the manoeuvring area for those elements that are conducive to what happens on the aprons. For details of movements in the manoeuvring area see also Aerodrome Ground Movement Chart ACFT Code F ICAO22 which, structured with colours, legend and Hot Spots, provides a simplified view of the movement criteria, limitations and AMS coordination.
SEA’s aeronautical study has divided the airport area into:
areas that can be used without limitations; areas that can be used (mainly concentrated in the West apron) which, due to certain limitations, must be prepared by the airport operator; areas that cannot be used.
The use of runways from which movement in Apron areas derives takes place according to the following scheme: preferential landing runway: - RWY 35L
preferential take-off runway: - RWY depending on scenario for B747-800 and AN124 - RWY 35L for A380
21 Very Large Aircraft 22 AIP AD2 LIMC 2-15, Attachment 6
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Prior ATS Service coordination – Airport Operator
The arrival and departure taxiways in the Apron area, depending on the parking stand, are subject to prior TWR coordination with Duty Manager, in order for SEA to put in place the actions necessary for safeguarding aircraft taxiing, in accordance with the ‘Aerodrome ground movement chart: acft Code F – ICAO’ (AIP AD 2 LIMC);
Preparation of all the necessary actions for movement of A380 aircraft to/from stands enabled for such aircraft is confirmed to the CSO by the SEA Duty Manager or by a follow- me present in the area in question.
Arrival details:
During landing of Code F a/c any other traffic will be sent to Cat II/III holding positions; departing Code F a/c will be sent to CAT II/III RHP when the runway is used by aircraft up to Code E;
After landing the ICAO Code F aircraft will be instructed to vacate the runway using the taxiways available according to the ‘Aerodrome ground movement chart: acft Code F – ICAO’ (AIP AD 2 LIMC);
Taxiing of a Code F a/c directed to the West apron takes place on TWY W, therefore other routes to and from the apron must be organised in such a way as to encourage use using taxiways available, always in accordance with the Aerodrome ground movement chart: acft Code F – ICAO’ (AIP AD2 LIMC);
Taxiing of A380 a/c takes place with minimum thrust and external engines in idle power;
Parking of Code F a/c takes place exclusively at West apron stands (495-499-595-599-699- 714-716-851-863);
Access to areas 700 and 800 for AN124 and B747-800 aircraft takes place via TWY Z;
Movement of A380 a/c on TWYs other than those indicated as usable in the ‘Aerodrome ground movement chart: acft Code F – ICAO’ is not allowed;
Any precedence instructions will be provided with reference to the IHPs present; an exception is IHP Y1 which, in the event of Code F a/c taxiing on TWY Z, does not guarantee the necessary freedom;
Movement of “Code F” a/c in the stretch TWY Z and W from/to GW takes place with mandatory follow-me assistance;
Departure details:
A380 pushback operations from parking areas enabled for said a/c involve inhibition of any other movement of a/c in the TWY apron stretch in question (e.g. pushback from stand 595 inhibits any movement on taxi way Y apron stretch between R and S);
On departure Code F aircraft, according to the assigned parking, will be instructed to taxi using the taxiways available according to the ‘Aerodrome ground movement chart: acft Code F – ICAO’ (AIP AD 2 LIMC);
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Taxiing of A380 a/c takes place with minimum thrust and external engines in idle power;
Taxiing of a Code F a/c exiting from the West apron takes place on TWY W, therefore other routes to and from the apron must be organised in such a way as to encourage use using taxiways available, always in accordance with the Aerodrome ground movement chart: acft Code F – ICAO’ (AIP AD2 LIMC);
Taxiing of a Code F a/c on TWY GE is also possible in the presence of a correctly positioned aircraft in the adjacent engine test stand (stand 901);
De-icing operations are conducted only on the West apron at stand 795, which is reached via TWY W-Z-Y-H (from area 700) or H (from area 800);
The appropriate preparation of areas in order to ensure the necessary freedom from obstacles during taxiing of a Code F a/c fall within the exclusive responsibilities of the Airport Operator; nevertheless, solely for the purposes of proper planning of de-icing operations, it is pointed out that taxiing of a Code F a/c on TWYs Z and Y/H temporarily inhibits stands 793 and Z123;
During take-off of Code F a/c any other traffic will be sent to Cat II/III holding positions; departing Code F a/c will be sent to CAT II/III RHP when the runway is used by aircraft up to Code E;
For take-offs from RWY 17L l from link road AA, with landing operations in progress on the same runway, holding at RHP AA must be avoided. A follow-me will be positioned at the entrance of apron TWY A (South side) and will accompany the aircraft to a suitable holding position in TWY A from which, when instructed by the TWR, can proceed to alignment without stopping.
Interference and specific situations:
Any precedence instructions will be provided with reference to the IHPs present; an exception is IHP Y1 which, in the event of Code F a/c taxiing on TWY Z, does not guarantee the necessary freedom;
A380 taxiing operations in the Apron area involve inhibition of any movement of aircraft in the TWY apron stretch in question, intersections included;
Movement of A380 a/c on TWYs other than those indicated as usable in the ‘Aerodrome ground movement chart: acft Code F – ICAO’ is not allowed;
With the exception of A380 a/c, contingent situations (e.g. assignment by SEA of a parking stand different from that planned) may require taxiing of Code F a/c (AN124, B747-800) in areas defined as “not usable”. This circumstance necessarily requires the SEA follow-me, whose assistance terminates on reaching the stand or entry in a usable taxiway; in particular, the stretch of Y between V and Z, for example, can be used;
23 The project for changing the name of the stand from Z1 to stand 799 is under approval by ENAC.
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Any concurrent/parallel taxiing of Code F a/c on TWY W and other a/c on TWY K will be moved taking into account the fact that, under these circumstances, the max wing span admitted on TWY K is 61 m (e.g.: A332/3, A342/3, B772/3). Note: B77L/W a/c have a wing span of 64.8 m and therefore cannot be moved concurrently with taxiing of a Code F a/c on TWY K;
A380 taxiing on H towards the WEST standing in IHP H3: interference between the tail rudder and the Transit Area RWY 17R/35L; IHP H2 is the possible holding position;
A380 taxiing on H towards the EAST in position “H4” and “H3”: interference between the tail rudder and the RWY 35L approach area; IHP H6 is the possible holding position;
RWY 35R approaches cannot coexist with an A380 standing at Cat II/III holding position “CA” which therefore, in the abovementioned circumstance, must be made to hold at IHP C1 or C2;
A taxiing a/c in the stretch between the General Aviation apron and point “GS1” is not permitted when the “Code F” aircraft is abeam of point “GS1”.
The presence of a Code F or AN225 a/c does not affect the airport fire category or management of double emergencies.
9.3.8.H.b Operating procedure for A380 movement in stand 495 Standard movement towards stand 495 takes place along link road W, TWY P and a stretch of Y; during taxiing and manoeuvring of A380 aircraft on TWY P the temporary inhibition (or downgrading) of stands 451 and 452 is implemented; in these stands an aircraft may park but access to adjacent spaces for ramp activities, including those between the stand and the TWY concerned, must be inhibited; during taxiing and manoeuvring of A380 aircraft on TWY P the service road stretches parallel to TWY P are temporarily inhibited; neighbouring stands to the parking stand (405, 406 and 407) are inhibited; until possible upgrading of the stands with optical guidance system, marshalling of inbound aircraft will be carried out; exit takes place with push on TWY Y with prow to the North (release point Q12) then autonomous taxiing on TWY Y, P and W with the same temporary inhibitions indicated for entry manoeuvres; implementation of all the necessary actions outlined in the preceding paragraphs is confirmed in advance to the CSO by the Duty Manager or by a follow-me present in the area of movement of the A380 aircraft.
9.3.8.H.c Operating procedure for A380 movement in stand 499 Standard movement towards stand 499 takes place along link road W and TWY R; during taxiing and manoeuvring of A380 aircraft in the area in question the temporary inhibition (or downgrading) of stands 458, 459, 551 and 552 is implemented; in these stands an aircraft may park but access to adjacent spaces for ramp activities, including those between the stand and the TWY concerned, must be inhibited; during taxiing and manoeuvring of Code F aircraft in the area in question the service road stretches parallel to TWY R are temporarily inhibited; neighbouring stands to the parking stand (409 and 410) are inhibited;
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during entry of the aircraft to stand 499 stand 408 is temporarily inhibited to enable optimal movement of marshall service personnel; until possible upgrading of the stands with optical guidance system, marshalling of inbound aircraft will be carried out; exit takes place with push on TWY R with prow to the East (release point Q10) then autonomous taxiing on TWY R and link road W, with the same temporary inhibitions indicated for entry manoeuvres; implementation of all the necessary actions outlined in the preceding paragraphs is confirmed in advance to the CSO by the Duty Manager or by a follow-me present in the area of movement of the A380 aircraft.
9.3.8.H.d Operating procedure for A380 movement in stand 595 Standard movement towards stand 595 takes place along link road W, TWY R and a stretch of Y; during taxiing and manoeuvring of A380 aircraft on TWY R the temporary inhibition (or downgrading) of stands 458, 459, 551 and 552 is implemented; in these stands an aircraft may park but access to adjacent spaces for ramp activities, including those between the stand and the TWY concerned, must be inhibited; during taxiing and manoeuvring of A380 aircraft on TWY R the service road stretches parallel to TWY R are temporarily inhibited; neighbouring stands to the parking stand (504, 505, 506 and 507) are inhibited; until possible upgrading of the stands with optical guidance system, marshalling of inbound aircraft will be carried out; exit takes place with push on TWY Y with prow to the North (release point Q08) then autonomous taxiing on TWY Y, R and link road W with the same temporary inhibitions indicated for entry manoeuvres; implementation of all the necessary actions outlined in the preceding paragraphs is confirmed in advance to the CSO by the Duty Manager or by a follow-me present in the area of movement of the A380 aircraft.
9.3.8.H.e Operating procedure for A380 movement in stand 599 Standard movement towards stand 599 takes place along link road W and TWY S; during taxiing and manoeuvring of A380 aircraft in the area in question temporary inhibition (or downgrading) of stands 558, 559, 651 and 652 is implemented; in these stands an aircraft may park but access to adjacent spaces for ramp activities, including those between the stand and the TWY concerned, must be inhibited; during taxiing and manoeuvring of A380 aircraft in the area in question the service road stretches parallel to TWY S are temporarily inhibited; neighbouring stands to the parking stand (509 and 510) are inhibited; during entry of the aircraft to stand 599 stand 508 is temporarily inhibited to enable optimal movement of marshall service personnel; until possible upgrading of the stands with optical guidance system, marshalling of inbound aircraft will be carried out; exit takes place with push on TWY S with prow to the East (release point Q06) then autonomous taxiing on TWY S and link road W with the same temporary inhibitions indicated for entry manoeuvres; implementation of all the necessary actions outlined in the preceding paragraphs is confirmed in advance to the CSO by the Duty Manager or by a follow-me present in the area of movement of the A380 aircraft.
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9.3.8.H.f Operating procedure for A380 movement in stand 699 Standard movement towards stand 699 takes place along link road W and TWY T; during taxiing and manoeuvring of Code F aircraft in the area in question the temporary inhibition (or downgrading) of stands 658, 659, 651 and 661 is implemented; in these stands an aircraft may park but access to adjacent spaces for ramp activities, including those between the stand and the TWY concerned, must be inhibited; during taxiing and manoeuvring of A380 aircraft in the area in question the service road stretches parallel to TWY T are temporarily inhibited; neighbouring stands to the parking stand (621, 622 and 623) and the corresponding equipment parking areas are inhibited; a marshall service is carried out on entry; at the request of the Carrier a follow-me service will be provided from the exit of the manoeuvring area; exit movement takes place autonomously on TWY T, with the same temporary inhibitions indicated for entry manoeuvres; during the exit manoeuvre ground handling activities in neighbouring stands (701 and 702) are temporarily interrupted, checking the correct braking of any equipment parked in neighbouring areas; during the exit manoeuvre neighbouring road traffic affected by the jet blast will be temporarily interrupted; during the exit manoeuvre use of neighbouring stand 624 and the corresponding equipment parking area will be inhibited; implementation of all the necessary actions outlined in the preceding paragraphs is confirmed in advance to the CSO by the Duty Manager or by a follow-me present in the area of movement of the A380 aircraft.
9.3.8.H.g Operating procedure for A380 movement in stand 714 Standard movement towards stand 714 takes place along link road W, Z, Y (H, Y if coming from the South); temporary inhibition of stands24 761, 762, 763, 764, 793 (and 794 in the case of use of TWY H) and of the adjacent service roads is necessary; downgrading to code C/D of stands 713 and 715 is necessary25; on exit the aircraft is pushed on taxiway Y prow to the South and then taxis autonomously on taxiway Y, GW (or Y, H) with temporary inhibition of the road stretches adjacent to taxiway Y; temporary inhibition of stands26 761, 762, 763, 764, 793 (and 794 in the case of use of TWY H) and of the adjacent service roads is necessary.
9.3.8.H.h Operating procedure for A380 movement in stand 716 Standard movement towards stand 716 takes place along link road W, Z, Y (H, Y if coming from the South); temporary inhibition of stands27 764, 793 (and 794 in the case of use of TWY H) and of the adjacent service roads is necessary; downgrading to code C/D of stands 715 and 717 is necessary28;
24 Inhibitions necessary only for aircraft with wingspan exceeding 74 m. 25 For B747-800 aircraft downgrading of neighbouring stands is not necessary. 26 Inhibitions necessary only for aircraft with wingspan exceeding 74 m. 27 Inhibitions necessary only for aircraft with wingspan exceeding 74 m.
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on exit the aircraft is pushed on taxiway Y prow to the South and then taxis autonomously on taxiway Y, GW (or Y, H) with temporary inhibition of the road stretches adjacent to taxiway Y; temporary inhibition of stands29 764, 793 (and 794 in the case of use of TWY H) and of the adjacent service roads is necessary.
9.3.8.H.i Operating procedure for AN225 (VLA) movement
Although on extremely rare occasions, Malpensa has also at times been used by the six- engine Antonov AN225 “Mirya” aircraft, which is not included in”code F” aircraft, because it has a wingspan of 88.74 m and, therefore, over 80 m which constitutes the limit determined by ICAO for such category of aircraft. Also the length of this aircraft (84 m) is such as to exceed that of all “code F” aircraft considered in the previous paragraphs. The documentation concerning the compatibility of Antonov AN225 operations at Malpensa, according to the provisions of ENAC note 03-255, has been sent to ENAC DA Milan with note with SEA protocol no. 361 of 12.08.03.
In these cases an ad hoc procedure is coordinated with ENAV that envisages: landing on runway 35R, exit on taxiway E (where necessary, the aircraft performs a back track on runway 17L/35R), taxiing on taxiway E and EM, entry on runway 17R/35L southwards and back track on the same runway to taxiway GW, exit from taxiway GW and positioning in the adjacent de-icing area prow to the West; exit from the de-icing area and taxiing on taxiway GW, take-off from runway 35L. In the presence of AN225 in de-icing area, a special NOTAM is issued to temporarily inhibit positions 794 and 795 from use as a holding bay for runway 35L.
All aircraft ground operations are assisted by follow-me and the parking position is reached in the presence of a marshall, in order to ensure that the aircraft cannot cause impediment to the movement of “code E” aircraft on taxiways GW and H and that sensitive areas and/or anti-intrusion systems are not affected.
During taxiing the aircraft on taxiways E and EM, any aircraft leaving the North apron are stopped on apron taxiway C, abeam stand 220 (hence well before IHP C5).
During AN225 landing and take-off other aircraft moving in the airport are put on hold, if necessary, at cat. II/III runway holding positions.
During back track manoeuvres on runway 35L and during exit from the de-icing area for subsequent take-off, aircraft in movement for departure are put on hold at IHP W2, K2 and Y1, in order to avoid interference.
During movement of the aircraft in the de-icing area / taxiway GW transit is inhibited on the service road stretch from the cargo apron (stands 717-718) in the southerly direction parallel to taxiway H to the crossing point of this taxiway to the de-icing area.
28 For B747-800 aircraft downgrading of neighbouring stands is not necessary. 29 Inhibitions necessary only for aircraft with wingspan exceeding 74 m.
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9.3.8.I Management of aircraft towing
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 445.775 MHz. With LVP enabled, operations must be limited to the strict minimum. 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 or from SEA – Airport Coordination.
9.3.8.I.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 brackets (08:00 – 11:00 and 18:00 – 21:00) 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.
9.3.8.I.b Request made by SEA Airport Coordination
If the aircraft movement request is made by SEA (Airport Coordination), the latter will phone the request to the Airline and send telexes to the right addresses and a copy to the MXP CSXH address. 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 to send a tractor: included in notice ready to move: 30 minutes
9.3.8.I.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 addresses and a copy to the MXP CSXH address. 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 to send a tractor: included in notice ready to move: 30 minutes
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9.3.8.J Engine testing30 and start-up at stands
Start-up in idle mode
Idling start-up does not require permission and can be done in any stand when necessary at the captain’s discretion and under his/her liability or that of a qualified technician.
Engine start-up and testing not in non-idle mode
Tests at any level above idling must be carried out after the aircraft has been taken to the 901 engine testing stand by the holding bay of link road GH. Only pre-flight engine testing is allowed; other requests shall be evaluated and authorised, if appropriate, from sunrise to sunset for a period not exceeding 10 minutes. When making the request, the Captain (or Operator) must state whether the aircraft can move by itself or needs towing. In both cases, it will be accompanied by a SEA follow-me responsible for correct aircraft positioning on the engine testing stand. For the entire engine test, holding bay GH1 of link road GH shall not be available and shall be closed to traffic; to enable technicians to operate alongside the aircraft, the whole area adjacent to 901 (within clearance of link roads H and GE) shall be temporarily downgraded from manoeuvering area to apron. Transit on GE link road shall be limited to Code E aircraft (65m max wing span).
30 Section 8.9 of RS/MXP/Current edition
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9.3.8.K Aircraft de-icing / de-snowing 31
De-icing / de-snowing treatment may be carried out is some dedicated stands present on both aprons.
9.3.8.K.a De-icing/de-snowing areas
Area 1 De-icing area 1 is the main de-icing area of the airport: in normal winter operation it handles flights coming from both T1 and T2. Located at Head 35L South of link road Z; this area has four stands:
o 794: max Code D (up to 52m wing span, NO 767-400, NO MD11), disabled if Code F on 795; o 795: Max Code F (up to 80m wing span, A380, AN124, 747-800), disables stand 794 when occupied by Code F; o K1: max Code E (up to 65m wing span, B747-400); o Z132: max ICAO C (36m wing span, A321).
Area 2 Located between link roads Y and K, North of link road Z, this area has three stands, 791, 792 e 793 for ICAO class C aircraft (36m wing span, A321) and alternated to stands 760,761,762, 763 and 764 which must be disabled.
Area 3 When de-icing area 3 is activated it generally manages flights coming from T2 and requires, in standard configuration, use of stands 202 and 204: if any traffic is waiting for treatment in area 3, and area 1 is free, the allocation of traffic between the two areas is subject to the tactical coordination of CSO and Duty Manager.
In LVP conditions management of aircraft coming from T2 will be prioritarily in area 3, and manoeuvring takes place with Follow Me assistance from the parking stand to the de-icing stand. Individual exceptions may concern aircraft parked in the North Apron, the treatment of which, after coordination between CSO and Duty Manager, is performed in Area 1 applying the provisions in the “Aircraft movement from Terminal 2 to Terminal 1” section of the applicable LVP procedure.
Located in the south-eastern part of Terminal 2 apron; it has four stands with the following features: o 201 max Code “C” (inhibited if an aircraft is present in 202); o 202 max Code “E” (outbound pushback for Code “D” and “E” aircraft, inhibited if 201 and/or 203 busy); o 203 max Code “C” (inhibited if an aircraft is present in 202); o 204 max Code “D” (outbound pushback for Code “D” aircraft).
31 Section 8.3 of RS/MXP/Current edition 32 The project for changing the name of the stand from Z1 to stand 799 is under approval by ENAC.
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9.3.8.K.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.
9.3.8.K.c Operating procedures
the aircraft operator/Captain must submit a request to the de-icing service provider through the ramp agent in charge of the flight; no requests shall be accepted during taxiing; SEA AO provides to TWR a list of flights that have requested de-icing treatment through direct data transmission and/or Apron_Client ADM; at start-up, the pilot shall report to TWR that de-icing procedures have already been agreed and await instructions to reach the relevant waiting positions; SEA AO communicates end of treatment to TWR, through direct data transmission and/or Apron_Client ADM, and releases the flight; the pilot shall report “ready to move” status to the TWR only after completion of ground de-icing procedures; TWR, having checked that the flight has been release by SEA AO, gives the pilot the subsequent instruction to taxi.
9.3.8.K.d Engine state during operations
Two engine aircraft: both engines in idle mode; Three engine aircraft: tail engine off, external engine idling; Four engine aircraft: external engine off, internal engine idling; Propeller aircraft: engines off whenever possible.
9.3.8.L Aircraft washing33
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.
External aircraft washing areas
West apron: stands 652, 654, 656, 658, 661, 662, 552, 554, 556, 558, 452, 454, 456, 458, 702,704, 751, 752, 753, 762, 763, 764, 791, 792, 793, 794, 795, K1, Z1;
North apron: stands from 201 to 215.
33 Section 8.4 of RS/MXP/Current edition
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9.3.9 Operating procedures for other Operators and equipment
9.3.9.A For push back operations personnel
The communication received from TWR Ground frequency concerning approval of push back operations is reported by the pilot to the ramp agent in contact with him. The latter is responsible for ensuring operation safety during the entire manoeuver, with respect to the movement of other aircraft in the adjacent stands and to the presence of any obstacles. The power back manoeuvre is assisted by the ramp agent in the same way.
9.3.9.B Follow-me service
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 takeoff and landing operations, on the taxiways in areas coordinated by TWR control: this includes decentralisation for engine testing or repositioning between 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 the service is obligatory); assistance on aprons to helicopters in Hover taxi.
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.
9.3.9.C For people and vehicles in movement on the apron
Vehicle movement criteria are set out in ENAC DA Ordinance “Access and circulation of people and vehicles in sterile airport areas”34, current edition.
In particular, anyone who engages, whether regularly or occasionally, in the driving of vehicles in the Malpensa Airport movement area must be in possession of a suitable current driving licence as well as a qualification issued by the airport operation company subject to the passing of a test; there are two types of qualifications:
34 ENAC Ordinance no. 1/2014, as amended – Access and circulation of people and vehicles in sterile airport areas.
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• Red licence Allows access to all operating areas, including the manoeuvering area, which may only be accessed with vehicles equipped with a receiver-transmitter radio, in compliance with established procedures. To obtain this qualification, operators must take a theoretical test and a telephone communication test, and must have studied the programme developed by the Airport Operator and approved by ENAC. Given the critical nature of the involved areas, this certification may only be issued to Airport Operator personnel, to employees of companies operating on behalf of the latter, of companies providing technical support to air navigation aids, of government agencies and of ENAC.
• Green licence Allows access to all airport operators or personnel of contractors operating regularly or occasionally in aircraft aprons. To obtain this qualification, the operators must take a test in accordance with the procedures established by the Airport Operator and approved by ENAC. Holders of this qualification are strictly forbidden to enter the manoeuvering area.
Vehicle drivers must follow carefully the routes indicated by horizontal and vertical markings, remaining within service roads and safety lines and observing the specific markings as drawn.
With the exception of vehicles and personnel carrying out push back operations, all continuous activities outside ordinary circulation which should involve the APN TWYs, must be coordinated in advance between Airport Operator and TWR and in constant UHF 445.775 MHz radio contact.
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9.3.10 Contingency procedures
9.3.10.A Failure/unavailability of A-CDM platform
The contingency management procedures for failure/unavailability of the A-CDM platform vary depending on whether or not the ADM client is available, as specified in the following paragraphs.
9.3.10.A.a ADM system available
SEA AO communicate to TWR that the flight is ready to move (Ready), via the ADM_Apron Client information system: the operator changes the colour of the flight string to Magenta (a/c READY).
The DELIVERY Frequency, after verification of consistency of flight details via FDP, issues permission to start the engines, changing the string colour to Green. The DELIVERY Frequency instructs the departing a/c requiring pushback to remain in “monitor” on the appropriate Ground frequency awaiting the pushback call or to contact the Ground frequency if in self manoeuvring. DELIVERY, with regard to traffic subject to flow restrictions, authorises a/c to start the engines according to the time slots and related taxi time values in force and instructs them to contact the appropriate Ground frequency at the discretion of the pilot.
E.g.: “start up at own discretion according CTOT…, when ready contact ground freq. 121.9 (or 122.125)”
Ground, according to current traffic, instructs departing a/c to pushback or taxi in the order deemed most suitable for optimal movement, taking however into account the fundamental elements of air traffic management (CTOT, SID, etc.). Departing a/c which for whatever reason are not effectively “Ready to move”, as provided for in the Airport Regulations published in AIP, will be instructed to re-contact the RAMP Frequency for a new release to the DELIVERY Frequency.
In the case of a pushback manoeuvre, this must begin as soon as the pilot receives the manoeuvring instruction from the TWR. During pushback 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 pushback does not collide with other a/c or obstacles/vehicles on the APRON, whatever the instructions/information provided by the TWR.
Operators, in case of anomalies, must immediately stop the manoeuvre and inform the TWR and wait for appropriate checks, to be carried out in coordination with SEA AO, necessary to resume operations.
9.3.10.A.a.1 Departing flights subject to NMOC restrictions (CTOT at least 30 minutes after STD/ETD)
In “Aircraft ready” status, as defined above, and in the presence of CTOT of at least 30 minutes after STD/ETD, the ramp agent – in case of non-self manoeuvring stand, may request SEA AO to release the flight even in the absence of the push back tractor (this detail shall also be specified by the ramp agent when calling).
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The push back tractor will be brought alongside the aircraft in good time to ensure departure, considering as expected push back start time the CTOT minus exiting taxi time. In case of CTOT improvement, the presence of the push back tractor alongside the aircraft shall be ensured on the basis of the new time, considering a maximum response time of 5 minutes after communication of the changed CTOT.
9.3.10.A.b ADM system not available
In case of malfunction of the A-CDM data exchange platform or of the related interfaces and the ADM system, without prejudice to the priority of ATC service provision, data exchanges between TWR and SEA AO shall take place via direct registered telephone/intercom; specifically:
TWR shall communicate:
ETA of aircraft within 10 minutes before the Estimated Time of Landing (ETL).
SEA AO shall communicate:
stands assigned to aircraft that are about to land, at least 10 minutes before the ETA communicated by TWR; as soon as possible, any change in previously assigned stands; Status of “Aircraft ready” for departure.
9.3.10.B UHF frequency malfunction
In case of UHF radio frequency (EMER 35R on 440.750 MHz and TWR on 445.775 MHz) malfunction, jamming or similar situations, communications shall take place through SEA Duty Manager (registered number 0274862313) or through the TWR CSO (registered number 0258575451).
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.C 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 Airport Division35.
35 ENAC Ordinance no.5/2013, as amended - Rules and procedures for emergency aircraft assistance and rescue in case of accident.
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9.3.11 Coordination of works or manoeuvering area unusability
For the purposes of AMS provision, all construction work or other work requiring the closure of taxiways shall be coordinated by SEA and ENAV through appropriate meetings at scheduled intervals for planned closures, and through tactical coordination between TWR CSO and SEA Duty Manager for urgent works. Notams shall be submitted by SEA to ENAC DA for approval.
Works requiring the presence of workers and/or equipment in positions that interfere with aircraft movement require the closure of the involved area; therefore, work personnel shall:
request via radio (freq. 445.775 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;
upon learning from SEA, via telephone or radio frequency, that the involved area is completely free and usable, TWR may immediately use the area in accordance with established and published parameters;
any closures of parts of 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 to the associated stands.
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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.
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10.2 B. 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.
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Reporting Auditing
Analysis
Publications Safety Forms Manager Press release
Form / Report Summary
Safety Hazard identification Board Risk assessment
New procedures Training/Auditing Internal Proposal for new Proceedings safety proceedings
Follow-up ENAC Airport Committees Emergency present as with ENAC Simulations observer (eg. Safety Committee)
Airport Follow up Proceedings
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10.3 C. 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 (GRS) 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 - spills; - 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.
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To have a simple, slim-line reporting system guaranteeing that all reports are received continually, the following reporting lines have been activated:
- 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, 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 investigative authorities: “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”.
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 (Appendix 10.4). Active participation in topics related to airport safety, as set out in ENAC’s mandatory indications (APT 22 - APT 2A), must be considered by all airport system players as a corporate duty as well as a requirement linked to the issue of ENAC certifications.
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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]).
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.
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10.7 Ground Safety Recommendations
The “Ground Safety Recommendations” are tools used by the Airport Manager 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.
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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 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 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 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. Through its units, SEA Coordinamento di Scalo monitors and controls airport punctuality: • to maximise respect for scheduled airport times; • singling out possible punctuality level arrival and departure problems, • to reduce delay causes and any resulting disservices, • estimating necessary recovery of normal airport punctuality values.
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11.1.3 Supervision of airport operations
SEA Coordinamento di Scalo 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 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; lightning.
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.
1 Airport Manual – PROCOP 090: Distribution of information on airport operation, temporary closure of certain facilities, runway closure, etc.
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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. 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.
Technical specifications of the operative implementation of A-CDM are detailed in section 9.3 “Apron Management Service” of present Airport Regulations.
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11.3 Obligatory airport assistance services (state flights, humanitarian flights, flights operating during a strike)
11.3.1 Payment of duties, fees and tariffs – exemptions
The Prime Minister’s Decree of 23.9.2011 regulating State flights defines the following:
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.
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Based on Arts. 744 and subsequent of the Navigation Code and based on Art. 1 of Law 324/76, these are the following exempted categories:
RIGHTS ASSISTANCE CENTRALISED EXEMPTIONS TAXES SERVICES INFRASTRUCTURE TARIFFS State AA/MM (the State flight qualification is attributed pursuant to art. EXEMPT EXEMPT EXEMPT 746 of the Navigation Code)
Military aircraft EXEMPT CHARGED FOR EXEMPT
State owned AA/MM, used exclusively by State Police Forces, Customs, 2 EXEMPT CHARGED FOR EXEMPT National Fire Brigade , Civil Defence or other State service
AA/MM (private and public subjects) EXEMPT used occasionally, for national security CHARGED FOR EXEMPT protection activities
Private AA/MM doing special types of transport foreseen by DPCM Directive of EXEMPT CHARGED FOR EXEMPT 23.1.2008
Private AA/MM chosen by the Transport Ministry carrying out State services of a EXEMPT CHARGED FOR EXEMPT non commercial nature EXEMPT FOR LANDING, COVERAGE AND Foreign State AA/MM not for commercial PARKING CHARGED FOR EXEMPT services RIGHTS IN RECIPROCAL CONDITIONS
2 Used for interventions for public rescue.
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11.3.2 Communications and indispensable airport services during staff strikes3
11.3.2.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.
3 Regulatory references: - Law no. 146/1990: 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. 1/1992 of 19.7.2001 of the Commission to guarantee implementation of the law on strikes in essential public services; - 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).
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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. 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).
11.3.2.B Indispensable airport services
As foreseen by Art. 3 of Law no. 146/1990 on indispensable service Regulations for the airport sector, amended by Law no. 83/2000, if there is a strike regular assistance must 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 be 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.
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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 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 Malpensa 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.
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12.1.2 CRC make-up and calling
Minimum make-up allows the following Bodies to access: - ENAC Airport Director or his/her 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 non presence of one or more parties entitled to be there does not invalidate the centre’s activities. 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 Manager, 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.
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12.1.5 CRC equipment
The room is equipped with: - - 8 telephones that can call outwards answering to numbers: 02 748 67724 – ENAC; 02 748 67721 – SEA Airport Coordination Duty Manager; 02 748 67722 – Airline and AOC/ User Committee representatives; 02 748 67723 – Police representatives; 02 748 67725 – Carabineer representatives; 02 748 67727 – Customs and Tax Police representatives; 02 748 67728 – ENAV representative; 02 748 67716 - Fire Brigade - Fax n. 02/74860031 - - 5 radios; - PC; - 2 TVCC with satellite connection; - 1 PC with SITATEX connection; - 1 photocopier
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.
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12.2 Operations in conditions of reduced visibility (All Weather Operations)1
12.2.1 General rules
12.2.1.A Purpose
The procedure defines the criteria and procedures to be referred to in the management of operations in CAT II/III, LVTO and in the various “Visibility Conditions” which may be found in the movement area; in particular, these are the rules and procedures to be applied to operations carried out starting from the occurrence of Visibility Condition 2, as defined below, and prescribe the safety parameters of ground operations mainly in order to:
reduce the risk of runway incursions and/or collisions on the ground between aircraft and/or vehicles and/or infrastructures; ensure the integrity of ILS signals emitted during approaches in CAT II/III.
The activation of low visibility procedures (LVP) essentially has the purpose of ensuring the integrity of the ILS signal emitted during aircraft approaches in CAT II/III and at the same time reducing the risk of runway incursions.
The procedures relating to Visibility Conditions 2 and 3 are mainly intended to reduce the risk of runway incursions and/or collisions on the ground between aircraft and/or vehicles and/or infrastructures and maintain situational awareness.
With the term All Weather Operations (AWO) is meant:
“Any taxiing, take-off or landing operation in conditions in which the visual reference is limited by the weather conditions”.
1 References: - “Airport Construction and Operation Regulations”, Edition 2, Amendment 8 of 21/12/2011, as amended and supplemented; - “All Weather Operations in National Air Space Regulations” Ed.1 of 30/06/2003, as amended and supplemented; - APT-05 “Procedures in case of malfunction or deterioration of airport facilities for low-visibility operations” of 20-01-2000, as amended and supplemented; - ENAC Ordinance No. 1/2014, as amended and supplemented – Access and circulation of people and vehicles in sterile airport areas and other safety regulations; - Airport Manual – PROCOP 060: Protection of runways during low visibility procedures; - PANS ATM/501 (Doc 4444) Ed. XIV as amended and supplemented; - Doc 9365-AN/910 “Manual of all Weather Operations”; - Eur Doc 013 “European Guidance Material on Aerodrome Operations under limited visibility conditions”; - Doc 9476-AN/976 “Manual of Surface Movement Guidance and Control Systems”; - MO-ATM; - AIP Italia; - AOP.OA 65296 of 26-03-2008 – LVP activation communication; - AOP.OA 0037759 of 19-02-2009 – Stop bar operational management; - AOP.OA 0134211 of 26/06/2009 – Publication in AIP of LVP; - AOP.OA 64565 of 09-03-2010 AWO CAT II/III – Guidelines for ATS agencies Ed. 4.0; - AOP 14789 of 18.01.2012 – OdS P 2/2012 – Determination of the RVR for MET REPORT/SPECIAL reports.
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The AWO imply the development of measures and actions, according to a predetermined local plan, to ensure the safety of all ground operations while minimizing the risk of runway incursions or collisions on the ground between aircraft and/or vehicles and/or infrastructures.
12.2.1.B Definitions
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 the radio guidance signal of aircraft to the point of making ILS sensitive area it unreliable. The above areas are duly marked on the ground by delimiting white/red plastic markers. The delimited areas include the sum of the critical and sensitive areas. 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 intersections through direct observation, but insufficient for control Authority staff to be able to see all traffic. Visibility condition 2 The “low-end” of visibility conditions 2, pursuant to the ENAC Regulations for the Construction and Operation of Airports, is defined as that corresponding to an RVR value (measured at any point) between 550 m and 400 m.
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.
Low visibility take off Take off operations from a runway with an RVR of less (Low Visibility Take Off – LVTO) than 400 m.
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.
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Operations in Category II Precision instrument approach and landing with: (CAT II): a) DH less than 60 metres (200 ft) but not less 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. 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. Aircraft operations for specialised activities such as aerial photography, aerial advertising, surveillance and observations, substance spreading, external load Aerial job operations transport, etc. Note: the list of aerial job operations is contained in the M.D. of the Ministry of Transport of 18 June 1981. 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. Any taxiing, take-off or landing operation in conditions in All weather operations which the visual reference is limited by the weather conditions. A 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. Specific procedures applied in an airport to ensure safe operations during Category II and Category III approaches and landings and/or take offs with RVR values less than 550 metres. Low Visibility Procedures (LVP) Regardless of the above definition ENAC in the “Airport Construction and Operation Regulations” provides that the LVP are activated with RVR values less than or equal to 550 m.
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Runway Holding Position (RHP) A defined position intended to protect a runway, an obstacle limitation surface or an ILS/MLS critical/sensitive area, near which taxiing aircraft and vehicles must stop and wait, unless authorised to do otherwise by the airport Control Tower. Maximum distance at which an aircraft pilot located on Runway Visual Range the runway axis can distinguish the horizontal markings (RVR) or runway lights delimiting the edges or marking the axis.
12.2.1.C Allowed operations
At Malpensa airport, commercial and general aviation airlines are allowed to carry out CAT II and CAT III A/B operations for RWY 35L/R, CAT I operations for RWY 17L and take off with RVR of less than 400 m (LVTO) for RWY 35L/R. The controller has no title or authority to verify that the pilot or the machine are in possession of the necessary requirements to operate in the categories enabled or requested. The Operator may set different operating limits, as long as they are not lower than the minimum values set by the National Civil Aviation Authority. The requirements of Carriers and operators authorised to operate in low visibility are provided in the ENAC Regulation “All Weather Operations in the National Airspace” Ed. 1 of 30.06.2003. (See AIP ENR).
12.2.1.D 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 Operations in the National Airspace”.
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12.2.1.E Infrastructures and facilities
12.2.1.E.a Available infrastructures and facilities
The infrastructures and facilities available are:
Runway 35R: qualified for category III ILS operations. Runway 35L: qualified for category III ILS operations. RVR: on three points (TDZ, MID POINT, STOP END) for both runways. Aeronautical Visual Light (AVL):
1. Luminous approach path CAT III (ALS) 2. Runway shoulder 3. Runway axis 4. Runway threshold/end 5. Contact zone 6. Runway Guard Lights (RGL) 7. Intermediate holding position lights (IHP) 8. Taxiway axis lights 9. Stop bars with anti-intrusion sensor on taxiways BE-BW-EM-EW-DE-DM-F-FE- WB-GW-GE-AA-AB-CA 10. Stop bars with no-entry function only and anti-intrusion sensors on taxiways DA-L-DB-E-D-CB 11. Runway reserve lights power 12. Automatic monitoring of AVL system
12.2.1.E.b Infrastructures and facilities – responsibilities
For adoption of the appropriate requirements and related dissemination via NOTAM: it is the responsibility of ENAV – TWR CSO to inform SEA Duty Manager if the radio assistance and RVR systems are not operating correctly; it is the responsibility of SEA to inform ENAV – TWR CSO and ENAC if light assistance systems are not operating correctly;
For their respective systems, ENAV and SEA will request NOTAM issue.
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12.2.1.E.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 annexes 10 and 14 for that not provided for in the ENAC Airport Construction and Operation Regulations.
12.2.1.F ILS Sensitive Areas and Critical Areas
The signal emitted by the ILS can be subject to interference if an aircraft, object or person is located within the critical area. It follows that, to maintain the integrity of the signal, the critical area is always protected in all weather conditions when instrument approaches are in progress. To ensure maximum accuracy of the ILS signal, the sensitive area must also be protected with activated LVPs and instrumental approaches/departures in progress.
The nominal sensitive area is indicated in the plan contained in AIP-Italia AD-2 LIMC, and can be identified by pilots through the yellow-green colour coding of taxiway axis lights. Sensitive area protection is implemented by applying an additional longitudinal spacing between subsequent landings, between landings and take-offs and between subsequent take-offs.
12.2.1.F.a Circulation in sensitive areas
The presence of vehicles and/or people in Sensitive Areas of the ILS system can disturb the aircraft radio guidance signal to the point to make it unreliable. It is therefore incompatible with landing and take off operations during LVP.
12.2.1.F.b Maintaining critical ILS areas based on instructions
SEA must conduct continuous maintenance of the areas immediately adjacent to the ILS antennas in accordance with equipment instructions.
12.2.1.F.b.1 Grass growth
No grass must be allowed to grow higher than 20 cm in the localiser area; in the glide path area maximum height is 10 cm.
12.2.1.F.b.2 Snowfalls
Removal and/or compacting of snow in the monitor and critical areas must be immediate. Maximum levels given below must never be exceeded, to avoid interruptions to service.
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Maximum snow heights allowed are:
Cat. I and Cat. II Cat. III LLZ monitor area cm. 40 cm. 40 LLZ critical area cm. 60 cm. 40 GP monitor area cm. 10 cm. 10 GP critical area cm. 40 cm. 20
Plant functioning in a given category is assured as long as the snow level in the monitor and critical areas does not exceed the maximum foreseen for that category.
Starting from CAT.III, the Glide Path can be left in category till a snow height of 20 cm in the critical areas. Above that limit, the ILS plant must be downgraded to CAT. II, even if there are no alarm signals, or the snow must be removed and/or compacted.
If the snow is over 40 cm, the Glide Path must be turned off. With a snow level above 40 cm, the localiser must not be left in CAT.III but, with the same procedure as for G.P., the snow must be removed and/or compacted, or ILS downgraded to CAT.II.
Finally, if the snow is over 60 cm, the localiser cannot supply a service in any category; it will have to be turned off unless snow is removed and/or compacted.
No damage must be caused to the ground in question (dips, holes etc.) during removal and/or compacting operations.
12.2.1.G Circulation of vehicles with LVP activated or in Visibility Conditions 2 and 3
Vehicle circulation in the movement area must be kept to the indispensable minimum and allowed only for authorised vehicles needed to guarantee regular airport operations (e.g. SEA inspection of flight infrastructures – SEA inspection of AVL – bird clearance). In any case, precedence must be given to the circulation routes that do not involve taxiways. Service vehicles and equipment must be provided with the luminous signs prescribed under Malpensa ENAC DA Ordinance on “Access and circulation of people and vehicles in sterile airport areas”.
12.2.1.G.a Circulation in Manoeuvring area
Authorised entities:
ENAC; ENAV; SEA; TECHNO SKY; Fire Brigade.
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Procedures Manoeuvring area operations are subject to prior authorisation from the TWR on the specific service frequency and maintenance of continuous two-way radio contact with the TWR.
12.2.1.G.b Circulation in Apron
Authorised entities:
Vehicles already authorised to operate in the manoeuvring area; Vehicles needed for normal alongside ramp activities.
Procedures Driving vehicles on aircraft aprons is subject to having passed a specific test and obtained an airport driving licence, as prescribed by the applicable Malpensa ENAC DA Ordinance on “Access and circulation of people and vehicles in sterile airport areas”.
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12.2.2 Low Visibility Procedures (LVP)
12.2.2.A Application
Low Visibility procedures are applied in three distinct phases:
Preparation phase Activation phase Deactivation/cancellation phase
Preparation Preparation Activation Deactivation Cancellation
Worsening: RVR > 550 m RVR > 800 m LVP RVR TDZ < 550 m and and RVR TDZ < 800 m or Cloud base > Cloud base or Cloud base < 200 ft 200 ft > 200 ft Cloud base = 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
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12.2.2.A.a Preparation phase
Activation of LVP procedures must be preceded by a series of airport system preparation operations to allow the agencies involved to be ready, for the part under their respective responsibilities, to conduct the required operations.
The TWR CSO:
With RVR or cloud base height values in the approach sector as shown in the table of paragraph 12.2.2.A, through the TAM TAM system, requests preparation of Low Visibility procedures by the following Agencies. If the weather conditions worsen rapidly, based on experience, may start the preparation of low visibility procedures with higher RVR values.
Agencies to which acquisition is requested:
o SEA Duty Manager o Fire Brigade (Fire Point) o Fire Brigade (Barracks) o SEA Control Room o SEA Electricity Power Station o SEA Security Service o SEA Infirmary T1
Agencies to which acquisition is not requested:
o Border Police o Carabinieri o Finance Police
SEA Control Room will acquire data only after confirmation of removal of vehicles and personnel involved in construction and/or maintenance work from the manoeuvring area.
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.
In case of failure of the TAM TAM system, contacts the SEA Duty Manager and the Fire Brigade by phone; the Duty Manager in turn informs the remaining Agencies, confirming clearance of the manoeuvring areas to the TWR.
Failure to complete the envisaged preparation activities will not allow activation of the low visibility procedures. The TWR will progressively allow use of runways as indicated in paragraph 12.2.2.A.b.2. below.
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12.2.2.A.b Activation phase
If the weather values envisaged for activation of the LVP are reached without having been able to go through the preparation phase, activation is nevertheless subject to completion of the envisaged preparation activities.
The TWR CSO:
With RVR or cloud base height values in the approach sector as shown in the table of paragraph 12.2.2.A, through the TAM TAM system, requests activation of Low Visibility procedures, which has completion of preparation activities as a prerequisite, by the following Agencies:
Agencies to which acquisition is requested:
o SEA Duty Manager o Fire Brigade (Fire Point) o Fire Brigade (Barracks) o SEA Control Room o SEA Electricity Power Station o SEA Security Service o SEA Infirmary T1
Agencies to which acquisition is not requested:
o Border Police o Carabinieri o Finance Police
SEA Control Room will acquire data only after confirmation of removal of vehicles and personnel involved in construction and/or maintenance work from the manoeuvring area.
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. The sensitive ILS area must be free of any traffic. After acquisition by all Agencies, SEA will confirm in the same way to the TWR to activate low visibility operations.
In case of failure of the TAM TAM system, contacts the SEA Duty Manager and the Fire Brigade by phone; the Duty Manager in turn informs the remaining Agencies, confirming clearance of the manoeuvring areas to the TWR.
Authorises use of runways and link roads as specified in paragraph 12.2.2.A.b.2 and movement in blocks depending on the visibility conditions and SMR availability.
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12.2.2.A.b.1 References for aircraft movement in Apron/Manoeuvring Area
The reference points in question are those present in AIP ITALIA AD2 LIMC and that are shown in the attachments section – paragraph 12.2.5. It is pointed out that use of the points positioned on the “North Apron” and “West Apron” is for optimising orderly movement in all visibility conditions according to the information and instructions provided by the TWR.
12.2.2.A.b.2 Use of runways and link roads
The TWR may not derogate from runway use as set out below.
Both runways available.
In the case of availability of both runways, their use is regulated as follows:
In Visibility Conditions 3
o Runway 35R for take-off only; o Runway 35L for landing only.
With LVP conditions activated
o Runway 35R for take-off only; o Runway 35L for landing only; o Runways 17R and 17L not usable.
Use of link roads is regulated as follows:
landing aircraft (for runway 35L) headed for the West Apron must only exit the runway using link roads L, EW and BW entering the apron via apron taxiways N, P, R, S, T; landing aircraft (for runway 35L) headed for the West Apron – Area 800 enter the apron via apron taxiways V/Z (at the discretion of ATC) – Y– H – HA; for Code F aircraft please refer to the “Aerodrome Ground Movement Chart Acft Code F-ICAO” published in AIP AD2LIMC; landing aircraft (for runway 35L) headed for the North Apron must only exit the runway using link roads BE and EM; aircraft taking off, if coming from the North Apron, must reach the CAT II/III holding position CA for runway 35R taxiing on taxiway C; aircraft taking off, if coming from the West Apron, must reach CAT II/III holding position CA taxiing on taxiway H via: o W, Z, apron taxiway Y or o K, Z, apron taxiway Y or o apron taxiway Y or o apron taxiway HA (area 800) during De-icing operations, aircraft coming from the West Apron undergoing treatment must reach CAT II/III holding position CA via GW, GE, C; aircraft that do not require De- icing treatment coming from the West Apron, may reach CAT II/III holding position CA via GW, GE, C or via H, C at the discretion of the TWR CSO on duty, who shall determine on a case-by-case basis, depending on current traffic level, the best movement to maintain a safe, orderly and fast-paced air traffic flow; if taxiway H is not available, aircraft coming from the West Apron and heading for CAT II/III holding position CA must taxi via GW, GE, C.
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Unavailability of a runway (single runway operations)
If both SMRs are not operating with LVP activation or in Visibility Conditions 3, “single runway operations 35 Left” must be performed.
The unavailability of a runway or the “single runway operations” for procedural reasons involve application of the procedures specified below.
Operations on RWY 35L Landing aircraft must exit the runway using only link roads: o L, EW or BW if heading for the West Apron; o BE or EM if heading for the North Apron.
Aircraft taking off must reach the Cat I/II/III holding position for runway 35L taxiing: o if coming from the North Apron, via taxiway C – GE. o if coming from the West Apron via taxiways W/K, apron taxiway Y (in North- South direction) – GW; o if coming from the West Apron Area 800, via taxiway Z – GW.
Operations on RWY 35R Landing aircraft must exit the runway using only link roads: o D or E if heading for the West Apron; o E or AB if heading for the North Apron.
Aircraft taking off must reach the Cat I/II/III holding position CA for runway 35R taxiing: o if coming from the North Apron, via taxiway C; o if coming from the West Apron via taxiways W/K, apron taxiway Y (in North- South direction) and then via GW – GE; o if coming from the West Apron Area 800: o via taxiway H – C (South-North direction); o via Z and then via GW – GE.
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12.2.2.A.b.3 Movement of aircraft from North Apron to West Apron
The procedure described below is applicable when aircraft standing at the North Apron require de-icing treatment at the West Apron, or if taxiway C is totally or partially unavailable.
The movement of aircraft departing from the North Apron will normally take place by crossing the active runway 35L via taxiway BE – BW (possible crossing via taxiway EM – EW can be used if taxiway BE and/or BW are not available); the above involves:
o possible engine start-up delays; o if necessary, restriction of incoming traffic to 10 aircraft/hour (unless stricter limitations are already in force). absence of arrival and/or departure operations on runway 35L for the time strictly required to complete the crossing; absence of operations means:
Arriving aircraft: spacing between subsequent approaches as specified below: . 10NM up to the time the aircraft reaches Cat II/III holding position; . 20NM during crossing; or, alternatively, if Milano ACC cannot guarantee 20NM during crossing, the aircraft will be authorised to adopt the limit fix of NOV NDB.
Departing aircraft: authorisation limit shall be the pertinent RHP 35L; crossings of RWY 35L in the direction of RHP RWY 35R are not allowed.
This can be done in self manoeuvring as long as all AVL systems for the relevant route are operating and the Surface Radar (SMR) is available;
If the Surface Radar (SMR) is not available, movement will take place as described above, but with Follow-me assistance from the North Apron stand to the Intermediate Holding Position W10.
12.2.2.A.b.4 Activity from/to general aviation apron
Activity from/to the general aviation apron is regulated as follows:
Arriving aircraft: aircraft headed to the general aviation apron shall clear runway 35L preferably via link road BW (link road EW may also be used, at the ATC’s discretion) to proceed via taxiway W and apron taxiway GS. Follow-me assistance is mandatory to enter link road GS.
Departing aircraft: Follow-me assistance is mandatory from the general aviation apron to the intersection with link road W. From this point on traffic will proceed southward via taxiway W as instructed by ATC.
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12.2.2.A.b.5 Movement from/to area 800
Movement in and out of Area 800 involves:
During De-icing operations:
Arriving aircraft: instruction to taxi up to IHP H6 followed by instruction to enter the apron via HA;
Departing aircraft: instruction to taxi up to IHP HA1 where:
o will be picked up by the Follow-me in the case of De-icing; or o will be sent right along taxiway H to the next holding position RWY 35R.
In other circumstances:
At the discretion of ATC depending on the traffic situation and taking into account the preferential procedure defined below:
Arriving aircraft: instruction to taxi up to IHP H6 followed by instruction to enter the apron via HA.
Departing aircraft: exit from apron via IHP HA1.
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12.2.2.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. The TWR CSO:
requests via the TAM TAM system deactivation/cancellation of Low Visibility procedures.
Agencies to which acquisition is requested: o SEA Duty Manager o Fire Brigade (Fire Point) o Fire Brigade (Barracks) o SEA Control Room o SEA Electricity Power Station o SEA Security Service o SEA Infirmary T1
Agencies to which acquisition is not requested: o Border Police o Carabinieri o 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.
In case of failure of the TAM TAM system, contacts the SEA Duty Manager and the Fire Brigade by phone; the Duty Manager in turn informs the remaining Agencies.
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12.2.2.A.d ATFCM restrictions
12.2.2.A.d.1 Both runways available
In order to identify the intermediate steps to ensure integrity of the ILS signal, the following restrictions for incoming traffic are established (Departures RWY 35R/Arrivals RWY 35L): These restrictions allow switching from maximum to minimum capacity, taking into account the factors present in the document and according to the criteria set by ENAV SpA.
With SMR available
ARRIVAL CONDITIONS RATE PER HOUR 1500 > RVR TDZ 550 or cloud base height in the approach sector = 200 ft 26 or LVP activation for LVTO only (paragraph 12.2.2.A.e)
RVR TDZ ≤ 550 or cloud base height in the approach sector < 200 ft 20 or Visibility Conditions 3 and exclusive use of TWY H for taxiing from West Apron to CA RVR TDZ ≤ 550 or cloud base height in the approach sector < 200 ft or 15 Visibility Conditions 3 and use of TWY G and H for taxiing from West Apron to CA
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With SMR not available
ARRIVAL CONDITIONS RATE PER HOUR
1500 > RVR TDZ 550 or 15* cloud base height in the approach sector = 200 ft
* Different hourly rates may be coordinated by the TWR CSO according to the ongoing operating situation and weather conditions.
Notes:
The “RVR TDZ” values refer to both runways, whichever is less;
If RVR value is unavailable at TDZ, the MID POINT value will be used;
If incoming traffic demand should exceed declared capacity for the current visibility conditions, to absorb as many arriving aircraft as possible, Malpensa TWR CSO, in agreement with the Duty Manager, can reduce (and if necessary suspend) the number of departures through Flow Control measures. The above to absorb incoming traffic;
The Malpensa TWR CSO maintains the right, if particular operating needs should arise, to change the above values, informing the SEA Duty Manager.
If RVR values should stabilise above the indicated values and weather forecasts confirm this trend, airport capacity will gradually go back to higher capacities.
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12.2.2.A.d.2 Single runway operations
If a runway is not available or if “single runway operations” must be conducted for procedure reasons, the parameters in the tables below shall apply, making reference to the RVR values of the runway in use.
SMR available
ARRIVAL CONDITIONS RATE PER HOUR
1500 > RVR TDZ 550 or 15 cloud base height in the approach sector = 200 ft
RVR TDZ ≤ 550 or cloud base height in the approach sector < 200 ft or 10 LVP activation for LVTO only (paragraph 12.2.2.A.e) or Visibility conditions 3
RVR TDZ < 150 6
SMR not available
ARRIVAL CONDITIONS RATE PER HOUR
1500 > RVR TDZ 800 15
800 ≤ RVR TDZ 550 or 10 cloud base height in the approach sector = 200 ft RVR TDZ ≤ 550 or cloud base height in the approach sector < 200 ft or 6 LVP activation for LVTO only (paragraph 12.2.2.A.e) or
Visibility conditions 3 6 in total*
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*The ARRIVAL/DEPARTURE rate will be agreed between the ENAV CSOs of Milan ACC and Malpensa TWR so as to balance incoming and outgoing traffic as much as possible. Notes:
The RVR values refer to the runway used for operations; if the RVR data at TDZ is unavailable, the MID POINT data will be used;
The ENAV CSO of Malpensa TWR will consider issuing ATFCM restrictions or taxi time changes for departing traffic (see procedure FAM AIP ENR);
If incoming traffic demand exceeds the declared capacity for the current visibility conditions, in order to absorb as many arriving aircraft as possible, the Malpensa ENAV CSO, in agreement with the Duty Manager, can reduce (and if necessary suspend) the number of departures through Flow Control measures. The above to absorb incoming traffic;
The Malpensa TWR CSO maintains the right, if particular operating needs should arise, to change the above values, informing the SEA Duty Manager;
If RVR values should stabilise above the indicated values and weather forecasts confirm this trend, airport capacity will gradually go back to higher capacities.
12.2.2.A.e Departures with RVR TDZ values less than 550 m and LVTO
If approach and landing operations in CAT II/III are not available departures are nevertheless permitted provided that the low visibility procedures have been prepared and duly activated. Except for that stated in paragraph 12.2.2.A.d, departures have no restrictions; the Malpensa TWR CSO in coordination with SEA Duty Manager will consider issuing any restrictions for departing aircraft according to demand.
The TWR CSO is also in charge of considering any taxi time changes for outgoing traffic (procedure FAM AIP Italia ENR).
With regard to changes in the taxi time compared to edition 14.0 of the “EUROCONTROL ATFCM USERS MANUAL” it is possible to vary the taxi time up to a maximum of 90 mins.
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12.2.2.A.f Turning on AVL – Stop bar
The conditions under which the AVL – Stop bar must be turned on are described below:
below the 5,000 m of visibility indicated in the Local Report and at night time: turning on of stop-bar on link roads BW – BE – AB – AA and corresponding AVL as well as the aircraft ground circulation assistance lighting systems associated with the North Apron;
below 1,500 m RVR of any of the detection points: turning on of all stop-bars and all AVLs of both runways;
visibility conditions 2 and 3: turning on of all stop-bars of both runways.
With LVPs activated, the guiding lights leading to taxiways DA and DB from runway 35L must be turned off; to this end, the “Macro command CAT III 35L” has been created (see PRC manual in force).
The link roads: AB, E, D, CB, BE, BW, EM, DE, DM, CF, FE, WB, F, DB, DA, L, EW, and AA must always be protected with active, efficient marking and/or control devices or with ICAO standard temporary markings and barriers; additionally, with the exception of the procedure described in paragraph 12.2.2.A.b.3, these link roads may not be used for access to the runways.
SEA will check continuous functioning, through direct inspections at least every two hours, whenever automatic malfunction detection is not available, of the vertical and horizontal light markings of stop bars and the service lights of holding positions and intermediate holding positions.
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12.2.3 Procedures in the Manoeuvring Area in reduced 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.B.
12.2.3.A Visibility Conditions 1
No additional measures are required.
12.2.3.B Visibility Conditions 2
The procedures associated with the visibility condition 2 apply whenever all or part of the manoeuvring area is not visible from the TWR due to weather conditions. Compared to visibility conditions 1, the following additional measures are applied.
12.2.3.B.a SMR available
The controller on duty detecting the existence of Visibility Conditions 2 notifies the TWR CSO who:
1) informs the SEA Duty Manager so that any construction areas in the manoeuvring area are closed and equipment/personnel not involved in essential activities are removed;
Note: unlike LVP procedures, as a rule the removal of construction sites, equipment and personnel from the manoeuvring area is not a prerequisite to initiate visibility conditions 2 operations, unless these are in the area subject to reduced visibility conditions;
2) order/supervise the turning on of all stop bars;
3) order/supervise, if in the “low end” of Visibility Conditions 2, that the movement of aircraft/vehicles in part of or in the entire manoeuvring area takes place as specified below:
o using the holding positions and runway entry points specified in paragraph 12.2.2.A.b.1, keeping in mind that said positions ensure adequate longitudinal and lateral spacing. An example of the use of aircraft/vehicle holding positions in the manoeuvring area is shown in the figure below.
Movement in contiguous blocks
Note: the above spacings 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;
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4) evaluate, based on the probable evolution of weather conditions, the need for dedicated use of the runways (ARR RWY 35L-DEPRWY 35R); Note: use of runways is not mandatory in this phase as it is in the case of LVP activated/Visibility Conditions 3;
5) inform the SEA Duty Manager when visibility conditions 2 are no longer present.
The Controller will use the information displayed on the radar screen to monitor traffic in the manoeuvring area in accordance with the provisions of AIP – ENR, pilots must therefore be instructed to carry out the appropriate position reports as necessary.
12.2.3.B.b SMR not available
In addition to the provisions in paragraph 12.2.3.B.a, the TWR CSO orders/supervises application of the following procedures:
1) prompt notice to the crews, also via ATIS, of SMR unavailability;
2) if in the “low end” of Visibility Conditions 2, the movement of aircraft/vehicles in part of or in the entire manoeuvring area, takes place as specified below:
o using the holding positions and runway entry points specified in paragraph 12.2.2.A.b.1, keeping in mind that said positions ensure adequate longitudinal and lateral spacing. An example of the use of aircraft/vehicle holding positions in the manoeuvring area, with SMR not available, is shown in the figure below.
Movement in contiguous blocks
Note: the above spacings 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.
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12.2.3.C Visibility Conditions 3 (RVR < 400 at any of the available points)
As is well known, orographic or micro-climatic situations may cause the transmissometers, (e.g. RVR B RWY 35R) by virtue of their position, to sometimes provide RVR readings which are correct but which cannot be regarded as indicative of a prevailing Visibility Condition at the airport. The duty CSO will evaluate the existence or otherwise of the above exception in declaring Visibility Conditions 3.
Compared to visibility conditions 1, the following additional measures are applied.
The controller on duty detecting the existence of Visibility Conditions 3 notifies the TWR CSO who:
1) informs the Fire Brigade and the SEA Duty Manager, the latter so that any construction areas in the manoeuvring area are closed and equipment/personnel removed; 2) order/supervise the turning on of all stop bars; 3) order use of runways/link roads as defined in paragraph 12.2.2.A.b.2; 4) order ground movement of aircraft as defined below 5) inform the SEA Duty Manager when visibility conditions 3 are no longer present.
12.2.3.C.a Aircraft ground movement
Aircraft movement between runways and the remaining parts of the manoeuvring area must take place along the pathways indicated in paragraph 12.2.2.A.b.2, using the holding position and runway entry points indicated in paragraph 12.2.2.A.b.1.
12.2.3.C.a.1 SMR available
The Controller will use the information displayed on the radar screen in accordance with the provisions of AIP Italia ENR, pilots must therefore be instructed to carry out the appropriate position reports.
An example of the use of aircraft/vehicle holding positions in the manoeuvring area, with SMR available, is shown in the figure below.
Movement in contiguous blocks
The movement of aircraft will take place as follows:
Aircraft movement must take place based on information sequences provided by the Tower, using routes indicated by the latter. Follow-me assistance will be provided at the pilot’s request;
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Adequate aircraft spacing in the manoeuvring area must be achieved through the use of the reference positions given in point 3.1.2.1 above, considering that these positions ensure adequate longitudinal and lateral spacing;
The above spacings 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;
When applying the above, if an aircraft reports that it is lost, the provisions in paragraph 5 below shall apply.
12.2.3.C.a.2 SMR not available
Any malfunction of the SMR must be promptly communicated to the pilot, via ATIS or otherwise; this condition involves the use of RWY 35L only for take-offs and landings and movement of only one aircraft at a time in the movement area according to the information and instructions provided by the Control Tower, using routes indicated by the latter.
A vehicle in the manoeuvring area should be considered the same as an aircraft, with the exception of the Follow-me requested by the pilot for assistance in taxiing from and to the runway.
In the manoeuvring area, Follow-me assistance is provided at the pilot’s request; on the aprons it is mandatory.
When applying the above, if an aircraft reports that it is lost, the provisions in paragraph 12.2.4 below shall apply.
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12.2.3.D Summary table on visibility conditions
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12.2.4 Contingencies
12.2.4.A Aircraft or vehicle lost in the manoeuvring area
If an aircraft or vehicle reports that it is lost in the manoeuvring area and the TWR is not able to determine its position with means available, all airport operations must be suspended immediately. Taxiing traffic will receive instructions to report and hold its position and will be informed of the last position reported/known for the lost traffic. TWR 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 area.
12.2.4.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: 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 ILS 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.
12.2.4.C Procedures in case of emergency and/or accident
With LVPs prepared or activated, or in Visibility Conditions 2 or 3, it is not possible to manage two emergencies simultaneously (see Malpensa ENAC DCA Ordinance in force). 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.
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12.2.4.D Stop Bar/No Entry malfunction
12.2.4.D.a Preparation of low visibility procedures with AVL not working
The following link roads: AB, E, D, CB, BE, BW, EM, DE, DM, CF, FE, WB, F, DB, DA, L, EW, and AA must always be protected with active and efficient marking and control devices.
If the luminous markings and/or related sensors are not working, link roads must be closed with temporary ICAO standard barriers; SEA will confirm each closed-off link road to TWR.
Having been informed that the link roads are closed, the TWR can implement low visibility procedures. However, SEA will give an acquisition signal to tele-alert after having closed all link roads in question. TWR will operate the remaining usable link roads with limited circuiting.
12.2.4.D.b Stop Bar malfunction management in visibility conditions 2/3 or LVP active
Full functionality of the stop bar present at the RHP is a necessary condition for “standard “ use of the link road where the stop bar is present. On the contrary, in higher visibility conditions, a malfunction that does not allow the CTA to deactivate the stop bars can be managed by requesting SEA to turn off/dim the same, without this affecting use of the taxiways.
If visibility conditions 2 are present compromising observation of most of the airport, or in LVP active conditions or in visibility conditions 3, the malfunction of all stop bars results in:
single rwy operations (preferably 35L if available); movement on the manoeuvring area limited to only one movement at a time; ATFCM measures as per paragraph 12.2.2.A.d.
Persistence of total and/or partial inefficiency will result in the issue of a NOTAM by SEA, but the malfunction does not preclude possible operations in CAT II/III.
12.2.4.D.b.1 Contingencies that prevent the Stop Bar being turned on
In visibility conditions 2/3 or with LVP active, in the case of partially or totally inefficient systems that prevent the red lights being turned on or functioning of the microwave barriers, the “contingency” measures specified below must be applied, providing information to pilots. In this case the RHP is not usable and the link road must be blocked with ICAO standard devices.
CA stop bar malfunction If the event of a CA stop bar malfunction preventing its use, operations will be carried out on a single runway 35L.
GE and/or GW stop bar malfunction If the event of a GW and/or GE stop bar malfunction preventing its use, operations will be carried out on a single runway 35R.
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Note: in the case of a GE and/or GW stop bar malfunction, the above applies in the case where for reasons related to procedures (De-icing) or to infrastructure (unavailability of taxiway H) the aircraft must be moved via GW – GE, closing runway 35L to take-off and landing operations.
12.2.4.D.b.2 Contingencies that prevent the Stop Bar being turned off
In visibility conditions 2/3 or with LVP active, a malfunction of the stop bars that prevents them from being turned off and in which the lights cannot be switched off immediately or the aircraft cannot be given a new route, the following contingency procedures, in order of preference, must be applied:
if possible, 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.
12.2.4.E Malfunctions of the RVR detection system
Malfunctions are classified into different degrees: a) Unavailable RVR value at TDZ may be temporarily replaced by RVR value at MID; under these circumstances the MID value is used to determine the category of approach and landing operations; the pilot must be informed of the temporary absence of the RVR value at TDZ. e.g. Touchdown RVR not available b) In case of unavailability of the visibility value in the Local Report and RVR or of total breakdown of the RVR system with a visibility value as reported in the Local Report lower than that required for takeoff, the pilot may be authorised to takeoff only if he/she can autonomously determine that the RVR/visibility on the runway is equal to or higher than the required minimum, and shall communicate as much to the Tower (EU-OPS Pilot Assessment). For this purpose it should be noted that:
The distance between the focuses of runway edge lights is 60 m The distance between the focuses of runway axis lights is 15 m c) If the entire RVR system is temporarily down in reduced visibility conditions, and if the malfunction affects a single runway, then “Single Runway Operations” shall be conducted on the runway whose RVR system is operating.
If the malfunction concerns both runways,only cat. I approaches will be allowed until the visibility values reported in the Local Report are equal to or higher than 800 metres. Beneath this value, approaches must be suspended. Low visibility take-offs (LVTO), may be performed provided that LVP Procedures are activated and in accordance with the provisions in paragraph b) above. The pilot must be informed that the RVR value is not available and that the values provided refer to visibility as entered in the Local Report.
TechnoSky is the company in charge of RVR system maintenance.
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12.2.5 Attachments
Attachment 12.2.1 contains the Low visibility procedure chart. Attachment 12.2.2 contains the Intermediate Holding Position table.
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12.3 Snow removal2
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 - 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 Malpensa Airport Coordination Unit, or a deputy, shall activate the phase and inform the Duty Manager in advance; the latter shall contact:
- the Malpensa Maintenance team leader; - the apron handlers managers; - ENAV’s representative on duty (CSO) - ENAC’s representative on duty - the Communication and Image team leader
Alarm: This phase must be activated by the manager of the Malpensa Airport Coordination Unit, or a deputy, 6 hours before the expected severe weather event. The time frame depends on the type of recast and is encoded with minimum response times to ensure the “response phase”. Response priorities shall be defined further in this document as a function of available time and resources at the airport. In this phase the Duty Manager, in consultation with the manager of the Malpensa Airport Coordination Unit, 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).
In this phase the Duty Manager contacts:
via telephone:
- the Malpensa Maintenance Unit Manager; - the apron handlers managers on duty; - ENAV’s representative on duty (CSO) - ENAC’s representative on duty - the Communication and Image team leader
2 Ref.: Airport Manual – PROCOP 170: Operating snow removal plan 3 Ref. ENAC letter dated 09/01/2001 No. 10-01/PRE
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via circular telex:
- all the Airlines
and/or via SMS:
- the members of the “Snow Emergency” list
Emergency: the phase when the actual snowfall starts; this phase is initiated by the manager of the Malpensa Airport Coordination Unit, or a deputy. It may or may not be preceded by an alarm phase. The Duty Manager, in consultation with ENAC, summons the Airport Snow Committee (already contacted earlier during the Alarm phase); additionally, at the request of the Manager of the Malpensa Airport Coordination Unit, or a deputy, he/she summons the Crisis Response Committee and preventively blocks all boardings, using the appropriate system function. The Duty manager , in agreement with the Airport Coordination Unit manager or his deputy, communicates the time of activation received from the Malpensa Maintenance Unit Manager to ENAV TWR to determine any priorities. . The Duty Manager informs of the start of the snowfall:
via circular telex to:
- all the Airlines
including the following sentence in the message: “This is to inform you that a snow emergency conditions has been declared starting at hh:mm; please remember that operating vehicles in motion on the aprons always have the right of way even over other vehicles in transit in normal vehicle circulation”.
and/or via SMS to:
- the members of the “Snow Emergency” list
A summary diagram of expected response times is provided below: t= t = - 6h (alarm) T=-4h t =- 2h T=0 (Emergency) t= +2h +4h
SEA
EST 25% EST 75%
Figure 1: Activation phases and related deployment of personnel and equipment
For details about equipment and the staff involved, please refer to the Operating snow removal plan in force.
The Crisis Response Committee, through ENAC/DA, instructs to close the airport or parts of it if appropriate.
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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.
Il Duty Manager informs:
via circular telex:
- all the Airlines
and/or via SMS:
- the members of the “Snow Emergency” list
12.3.3 Sequence Management
In case of Alarm, the Duty Manager shall advise SEA entities involved and consider with ENAV the issue of preventive capacity reduction flows. When the snowfall occurs (Emergency, T=0 in Figure 1), 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 Scheduled Time of Departure (STD) or ’Estimated Time of Departure (ETD), 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 shall issue flow reductions. The number of movements shall be constantly evaluated according to the evolution of weather conditions and the actual contamination of runways and aircraft: these values are communicated to the Malpensa Maintenance Manager for assessment. In emergency situations, Airlines must transmit to the Duty Manager on an hourly basis (via telephone, SITA, or AOC representative) an updated list of operating flights and expected cancellations of both arriving and departing flights. The Duty Manager shall report this information to the Airport Snow Committee.
Only the Airport Snow Committee may impose priorities other than the sequences.
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12.3.4 Friction test
The test shall be conducted as prescribed in the “Measurement and disclosure of runway braking action data” procedure set forth in the Airport Manual4. The ENAV Representative sitting in the Airport Snow Committee shall report to the Committee any requests for friction tests submitted via radio frequency by pilots; only the Committee may authorise or not authorise the measurement depending on specific contingent conditions (traffic, weather conditions, aircraft undergoing de-icing treatment, aircraft ready for take-off, etc) taking also into account the amount/type of contamination present on runways. The results will be provided immediately by telephone to the Airport Snow Committee; a printout of the detailed braking action information shall be provided via fax in the next 15’ minutes. The telephone communication shall serve as official notice with respect to the issue of SNOTAM and/or evaluations on runway reopening.
12.3.5 SNOWTAM/SNOCLO Management
Snowtam/Snoclo messages shall be managed from the Control Room. Control Room personnel, in coordination with the competent Authorities, shall complete the appropriate Snowtam/Snoclo form which shall be then posted on the Intranet; and shall send it to ENAC and ENAV via fax and to the Crisis Room via computer.
12.3.6 End of departure flow and night operation
Should the snowfall persist during and after the last wave of departures of the day, at the end of the departure sequence the Airport Snow Committee shall consider whether to declare zero incoming flow, temporarily suspend snow removal operations, and resume them indicatively at 3.00LT privileging operations on runway 35L.
4 Airport Manual – PROCOP 080
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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 updated information on flight operation, and may offer meal coupons, baby kits and toys for children as necessary. In case of need to spend the night at the airport, dedicated sleeping areas will be made available.
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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. 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.
1 References: - Legislative Decree 18/99 of 13/01/1999 Implementing the EEC directive on free access to the ground handling market at Community airports, as amended; - ENAC APT Circular – 02B of 22/11/2013: Access to ground handling market. Suitability verification, certification and surveillance of airport ground handlers. Limitations and derogations; - ENAC Regulations on ground handlers certification, Edition 5 of 23 April 2012.
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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; - 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; 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
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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; b. guarantee insurance to cover risks of damage arising from activities carried out by appointed subcontractor(s); c. 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.
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 Regulations2. 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.
2 The CAA monitors the assignment of spaces necessary to provide groundhandling services as provided for by Article 10, letter C of Legislative Decree 18/99.
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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.
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13.2.5 Access report format
ACCESS AND START OF ACTIVITIES REPORT In order to put in place the access procedure at ………………………….. airport, of the Handling Company ………………………………….., in compliance with article 2.2 of the CCA APT Circular 19 “Airport regulations”, Mr . ………………………………..……… representing the airport operator company SEA S.p.A. and Mr ……………..……………………… representing the handling company ….………………………….. (hereinafter the Service Provider), already issued with a Groundhandling Service Provider Certificate by ENAC, which is the fundamental requirement to access the market and to carry out groundhandling services, appeared before the Airport Director. To this end: a. SEA and the Service Provider declare they 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 Service Provider/self-handler and SEA S.p.A. will issue the Airport Director with a list of personnel and equipment, signed by both representatives, that will be used in groundhandling activities, identified by type, number plate (if applicable), chassis number and quantity; c. The Service Provider undertakes to promptly inform SEA and ENAC of the list of flights served as well as any variation that takes place concerning said flights, personnel used, the names of persons with responsibility, equipment and machinery brought to/taken away from the airport and insurance; d. The Service Provider declares it is familiar with the procedure defined in the Airport Regulations for selecting handlers if the Airline has not previously selected a handler, without prejudice to the obligation to guarantee activities in line with airport operations; e. The Service Provider is responsible for the operating characteristics of equipment used in terms of safety and for relative procedures for use; f. The Service Provider declares it has suitable, sufficient areas and spaces available to carry out activities, undertaking to use them according to procedures in agreements with the Airport Operator, which govern financial aspects and conditions for operations, including the obligation to provide adequate insurance cover; g. The Service Provider will maintain areas with due diligence and return said in good condition; h. The Service Provider undertakes to comply with regulations and provisions in force at the Airport, including Airport Regulations, bringing its own activities in line with requirements; i. The Service Provider declares that groundhandling personnel will have an employment contract based on laws and regulations in force; j. 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 and acknowledges that it is required to register the activities to be carried out by the Handling Company in the “Register of service providers/self-handlers”.
SEA and the Service Provider declare that activities will start from ………………..
For the Handling Company For the Operator Company
______
THE AIRPORT DIRECTOR
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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 Malpensa 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 Malpensa 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.
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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.
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;
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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. Sviluppo e Controllo Processi di Scalo.
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.
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:
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- 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.
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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.
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2. Diversion/Emergency3 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.
3. Any other contingent situations due to Carrier or handler service provision choices.
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. 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 above does not affect the responsibility of the handler that is not present for defaulting and to whom suitable measures will apply. The Carrier also remains responsible for fulfilling its obligations to service provider handlers and to passengers.
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.
Payment 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.
3 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.).
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13.5 Operators register
The Airport Operator keeps and updates the “Register of Service providers/self-handlers at the airport”, which records the activities of each provider/self-handler. A copy of this register is given to Airport Management no later than 31 January each year and promptly updated if changes take place.
The Airport Operator also has a list of airport managers with relative airport service and emergency contact numbers.
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 Random sampling disembarkation
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 enclosures of APT 12 (APT 12
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Guidelines and APT12 Methodologies); 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.
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; - the indicator relating to check-in queuing time applies to a type of scheduled flights that do not require accessory services (e.g.: profiling, distribution of charter flight vouchers, etc.); - flights operated by Very Large Aircraft (VLA), with characteristics and dimensions such as to cause an impact on service times, operating procedures and infrastructure use; for VLA specific Service Level Agreements agreed by the Carrier must be communicated to the Manager to monitor their impact on airport operations and relationship with any complaints and reports of problems from passengers.
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.
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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 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.
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.
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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.
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.
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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.
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.
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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.
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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.