malpensa airport regulations

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
CONTENTS
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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
3.1
3.2
3.3
3.4
3.5
AIRPORT REGULATIONS ........................................................................ 3-1
Background information
3-1
Guidelines for the use of these Airport Regulations
3-2
Contents of the Airport Regulations
3-4
Responsibilities 3-5
Procedures for issuing and updating Airport Regulations
3-7
4
4.1
AIRPORT OPERATIONS – GENERAL RULES ............................................ 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
4.4
General management criteria
4-5
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
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4.5.1.C
4.5.1.D
4.5.1.E
4.6
Operating management ................................................................................ 4-14
Summing up (Airport Journal) ........................................................................ 4-15
Feeding airline DCS data into the M-AIS ........................................................ 4-16
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
5.1
5.2
PASSENGER SERVICES ......................................................................... 5-1
Description of main terminal resources 5-1
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
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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
6.1
6.2
BAGGAGE SERVICES ............................................................................. 6-1
Baggage Handling System (BHS) 6-1
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
7
7.1
Transport of live animals (AVI) accompanying the passenger 6-21
CARGO AND MAIL SERVICES ................................................................. 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
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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
8.1
8.2
AIRCRAFT SERVICES ............................................................................. 8-1
Apron configuration 8-1
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
8.5
External aircraft washing
8-15
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
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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
8.8
Fire-fighting services 8-56
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
8.10.1
8.10.2
8.10.3
8.10.4
Purpose ....................................................................................................8-89
Scope........................................................................................................8-90
Indications to Operators ............................................................................8-90
Records ....................................................................................................8-90
8.11 Removal of aircraft
9
9.1
9.2
8-89
8-91
AIRCRAFT AND VEHICLE MOVEMENT IN THE MANOEUVERING AREA .... 9-1
Aircraft/vehicle circulation 9-1
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
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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
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10.3
10.4
10.5
10.6
10.7
C. Reporting system– The Ground Safety Report 10-4
Ground safety event investigation 10-5
Risk Management
10-6
Safety Committee
10-6
Ground Safety Recommendations 10-7
11
OPERATING COORDINATION SERVICES ............................................... 11-1
11.1 Airport coordination operations
11-1
11.1.1
11.1.2
11.1.3
11.1.4
11.1.5
Airport pre-coordination operations ...........................................................11-1
Coordination of airport operations .............................................................11-1
Supervision of airport operations ...............................................................11-2
Distribution of weather alerts .....................................................................11-2
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
12.1.2
12.1.3
12.1.4
12.1.5
12.1.6
Activating the CRC ....................................................................................12-1
CRC make-up and calling...........................................................................12-2
Sector procedures for taking part in the CRC .............................................12-2
CRC purpose .............................................................................................12-2
CRC equipment .........................................................................................12-3
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
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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
12.3.2
12.3.3
12.3.4
12.3.5
12.3.6
Airport Snow Committee .........................................................................
Activation phases ...................................................................................
Sequence Management...........................................................................
Friction test ............................................................................................
SNOWTAM/SNOCLO Management ..........................................................
End of departure flow and night operation ..............................................
12.4 Airport Passenger Contingency Plan
12-38
12-34
12-34
12-36
12-37
12-37
12-37
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
13.2.2
13.2.3
13.2.4
13.2.5
Handling operator access ..........................................................................13-1
Access procedure .....................................................................................13-1
Controls by the Airport Operator ................................................................13-4
Access report ............................................................................................13-4
Access report format .................................................................................13-5
13.3 Carrier’s Statement of Commitment
13.3.1
13.3.2
13.3.3
13.3.4
13.3.5
13.3.6
13-6
Centralised facilities ..................................................................................13-6
Ground handling services ..........................................................................13-7
Requirements ............................................................................................13-8
Personnel ..................................................................................................13-8
Equipment .................................................................................................13-8
Spaces ......................................................................................................13-9
13.4 Handler selection procedure13-10
13.5 Operators register
13-12
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13.6 Minimum airport parameters/ operating requirements
13.6.1
13.6.2
Parameters ............................................................................................. 13-12
Conditions for applicability ..................................................................... 13-13
13.7 Controls, prohibitory measures
13.7.1
13.7.2
13.7.3
13.7.4
13-12
13-14
Control of compliance with Airport Regulations and prohibitory measures13-14
Prohibitory measures ............................................................................. 13-15
Ascertainment of violations of the Airport Regulations by the Operator ... 13-17
Sanctions ............................................................................................... 13-18
UPDATES
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REGULATIONS
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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.
3.0
REV.
3.1
REV.
3.2
Section 1 – CONTENTS
x
x
x
Section 2 – UPDATES
x
x
x
Section 3 – AIRPORT REGULATIONS
x
Section 4 - AIRPORT OPERATIONS –
GENERAL RULES
x
x
x
Section 5 – PASSENGER SERVICES
x
Section 6 – BAGGAGE SERVICES
x
x
x
Section 7 – CARGO AND MAIL
SERVICES
x
x
x
Section 8 – AIRCRAFT SERVICES
x
x
x
Section 9 – AIRCRAFT AND VEHICLE
MOVEMENT IN THE MANOEUVERING
AREA
x
x
x
Section 10 – SAFETY MANAGEMENT
SYSTEM
x
x
x
Section 11 - OPERATIONAL
COORDINATION SERVICES
x
x
x
Section 12 - SUPPORT SERVICES IN
IRREGULAR OPERATING CONDITIONS
(REDUCED CAPACITY;
CONTINGENCY)
x
x
x
Section 13 – ACCESS AND
OPERATIONS OF GROUND SUPPORT
SERVICE PROVIDERS
x
x
x
SECTION
x
REGULATIONS
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UPDATES
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2.2 Updates Summary table of Edition 3
Effective date
Section/
Paragraph
01/08/2012
Contents of the update
Updated the document’s regulatory references.
01/08/2012
Section 3.5
Updated the paragraph
distributing procedures.
concerning
updating
and
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
5.3.1.A.b
Added stretcher management to the procedures for
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.
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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
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
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.
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.
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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
28/10/2013
Updated the tables in the Technical Appendices.
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
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
24/11/2014
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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
Appendices
Updated the Technical Appendices.
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Page 3-1
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.
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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.
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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 SELFCERTIFICATION 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:
st
1 Level - the entire document is updated by issuing a new Version including all updated parts;
nd
2 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
Opposite 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.
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.
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MALPENSA AIRPORT
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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MALPENSA AIRPORT
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 nonconformities 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 subprocesses (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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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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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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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
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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 MAIS 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.
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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.
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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.
REGULATIONS
MALPENSA AIRPORT
4.5.1.E
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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
BTM
CPM
DIV
FFM
LDM
MVT
PSM
PTM
UCM
IATA REF.
AHM 587
AHM 781
CIMP
AHM 583
AHM 780
RP 1715
RP 1718
AHM 424
MESSAGE
Baggage Transfer Message
Container / Pallet Distribution Message
Aircraft Diversion Message
Freight Flight Manifest / Airline Flight Manifest
Load Message
Aircraft Movement Message
Passenger Service Message
Passenger Transfer Message
ULD Control Message
SITA ADDRESS
see note
MXPMAXH
MXPMAXH
MXPMAXH
MXPMAXH
MXPMAXH
MXPMAXH
MXPMAXH
MXPMAXH
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MALPENSA AIRPORT
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
BSM
IATA REF.
RP 1745
MESSAGE
Baggage Source Message
BUM
RP 1745
Baggage Unload Message
CPM
DIV
FFM
LDM
MVT
UCM
PNL
AHM 587
AHM 781
CIMP
AHM 583
AHM 780
AHM 424
Container / Pallet Distribution Message
Aircraft Diversion Message
Freight Flight Manifest / Airline Flight Manifest
Load Message
Aircraft Movement Message
ULD Control Message
Passenger Name List
PSM
RP 1715
Passenger Service Message
PTM
RP 1718
Passenger Transfer Message
SITA ADDRESS
MXPBRXH
MXPBSXH
MXPBRXH
MXPBSXH
MXPMAXH
MXPMAXH
MXPMAXH
MXPMAXH
MXPMAXH
MXPMAXH
To be agreed with
the handler
MXPMAXH
MXPCSXH
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).
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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.
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MALPENSA AIRPORT
- Single Carrier Declaration (DUA-DUV)
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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.
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MALPENSA AIRPORT
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
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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.
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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
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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
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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
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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
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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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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.
Taxi drivers shall use the areas and facilities with due diligence, it being understood that they
are solely responsible for any damage due to causes and/or actions attributable to 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 noncompliance 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
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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.
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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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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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REGULATIONS
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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.
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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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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.
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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:
-
1
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.)
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.
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-
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.
2.
3.
4.
Passengers are met at the car park/air terminal/lounge/check-in desk
They are accompanied and their baggage is taken to the check-in desk
They are accompanied through security checks to the gate
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.
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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.
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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 D01D05 or out of the crew exit near gate D18 for departures to Schengen destinations; for nonSchengen 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 reenter 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.
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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.
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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
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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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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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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.
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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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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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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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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.
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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
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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
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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.
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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
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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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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
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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
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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:
Destination:
From:
Description (if tagless):
Arriving
Departing
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6.3.4
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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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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).
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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
DESCRIPTION
VALUE
VALUE
REFERENCE
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
their management
Identification of irregularities in incoming loads and responsibilities for
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
7.2.3.A.b.1
Delivery of incoming cargo documents
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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MALPENSA AIRPORT
CODE
MI02
PARAMETER
DESCRIPTION
Time required for
incoming cargo
documents
delivery by the
Aircraft handler to
the Cargo handler
(interfacing point)
VALUE
APPLICABLE TO
PASSENGER
FLIGHTS
ATA +45 minutes
(for all types of
cargo)
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VALUE
APPLICABLE TO
ALL CARGO
FLIGHTS
ATA + 60 minutes
(for all types of
cargo)
REFERENCE
EVENT
ATA – Actual
Time of Arrival
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.
REGULATIONS
MALPENSA AIRPORT
7.2.3.B
CARGO AND
MAIL SERVICES
Rev.:
RS/MXP/3.2
Page effective
date: 24/11/2014
Page 7-5
Outgoing cargo and related documents
7.2.3.B.a
handler
7.2.3.B.a.1
Availability of outgoing cargo and collection by the aircraft
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:
Data to be
transmitted
Method
of
transmission
Time frame
To the Operator in
charge of weight
& balance
Final distribution
and summary
(UWS)
Fax/email or SITA
message
All Cargo flights
STD-4 hours
PAX WB flights
STD-120 minutes
PAX NB flights
STD-90 minutes
To the Airline or its representative
Determined according to direct
between the Carrier and its handler
agreements
Determined according to direct agreements
between the Carrier and its handler
Standard airport times, to be modified according
to agreements between the Carrier and the
Operator in charge of Weight and Balance. The
Carrier shall inform the cargo handler of such
agreements
The cargo handler is responsible for the correctness of the 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.
REGULATIONS
MALPENSA AIRPORT
CARGO AND
MAIL SERVICES
Rev.:
RS/MXP/3.2
Page effective
date: 24/11/2014
Page 7-6
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:
REGULATIONS
MALPENSA AIRPORT
CODE
CARGO AND
MAIL SERVICES
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RS/MXP/3.2
Page effective
date: 24/11/2014
Page 7-7
PARAMETER
DESCRIPTION
VALUE
VALUE
REFERENCE
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
REGULATIONS
MALPENSA AIRPORT
-
-
CARGO AND
MAIL SERVICES
Rev.:
RS/MXP/3.2
Page effective
date: 24/11/2014
Page 7-8
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.
REGULATIONS
MALPENSA AIRPORT
7.2.3.B.b
7.2.3.B.b.1
CARGO AND
MAIL SERVICES
Rev.:
RS/MXP/3.2
Page effective
date: 24/11/2014
Page 7-9
Collection of outgoing cargo documents
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
ME02
PARAMETER
DESCRIPTION
Time required for the
documents
to
be
available to the Aircraft
handler for collection
from the Cargo handler’s
spaces (interfacing point)
VALUE
APPLICABLE
TO PASSENGER
FLIGHTS
STD – 60 minutes
VALUE
APPLICABLE
TO ALL CARGO
FLIGHTS
STD – 60 minutes
REFERENCE
EVENT
STD –
Scheduled
time of
departure
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.
REGULATIONS
MALPENSA AIRPORT
7.2.3.B.c
CARGO AND
MAIL SERVICES
Rev.:
RS/MXP/3.2
Page effective
date: 24/11/2014
Page 7-10
Restorage of non-embarked cargo
The aircraft handler assigned to the relevant flight shall be responsible for transporting any nonembarked 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
MA01
PARAMETER
DESCRIPTION
Delivery of empty
equipment to the
cargo handler for
preparation of
outgoing cargo
VALUE
APPLICABLE TO
PASSENGER
FLIGHTS
At least 4 hours
prior to placement
in line
VALUE
APPLICABLE TO
ALL CARGO
FLIGHTS
At least 6 hours
prior to placement
in line
REFERENCE
EVENT
Time required for
outgoing cargo to be
available for
collection by the
aircraft handler
(placement in line)
REGULATIONS
MALPENSA AIRPORT
CARGO AND
MAIL SERVICES
Rev.:
RS/MXP/3.2
Page effective
date: 24/11/2014
Page 7-11
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
1
or palletized cargo may not remain on a cart for longer than 6 hours after delivery to the
cargo handler.
During the preparation of cargo for a specific flight, cargo handlers may not use the
equipment of an aircraft handler different from the one that serves that flight, unless
otherwise agreed between the parties (also on a temporary basis), and such agreements shall
be notified in writing by the owner of the requested equipment to the cargo handler concerned.
In case of failure to comply with this prescription, the aircraft handlers may request the cargo
handler to release its equipment used for non-client airlines immediately, and the cargo handler
shall be obliged to fulfil the request promptly.
The equipment shall be handled by the cargo handler with great care and attention, avoiding
impacts, collisions and other improper operations or uses which may damage them or
compromise their operation, with potential loss of critical safety requirements.
Specifically, the following is strictly prohibited:
- handling equipment (even if empty) by lifting all or part of them (on a single axis) using a lift
truck. Lifting causes damage to the vehicles’ mechanical parts and compromises their
operation;
1
Considering 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.
.
REGULATIONS
MALPENSA AIRPORT
-
CARGO AND
MAIL SERVICES
Rev.:
RS/MXP/3.2
Page effective
date: 24/11/2014
Page 7-12
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.
REGULATIONS
MALPENSA AIRPORT
CARGO AND
MAIL SERVICES
Rev.:
RS/MXP/3.2
Page effective
date: 24/11/2014
Page 7-13
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
CHR
RHR
Ramp Agent
SEA Security
Fire Brigade
ENAC
7.3.4
Airport Coordination
Cargo Handler Responsible
Ramp Handler Responsible
Ramp Handling under-craft Agent
SEA Security Service and Invigilation
Fire Brigade
Available ENAC representative on duty
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.
2
References:
- Consolidated Code on Safety – Legislative Decree 81/08 as amended;;
- IATA Dangerous Goods Regulation (Latest Edition).
REGULATIONS
MALPENSA AIRPORT
7.3.5
CARGO AND
MAIL SERVICES
Rev.:
RS/MXP/3.2
Page effective
date: 24/11/2014
Page 7-14
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.
REGULATIONS
MALPENSA AIRPORT
7.3.5.B
CARGO AND
MAIL SERVICES
Rev.:
RS/MXP/3.2
Page effective
date: 24/11/2014
Page 7-15
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.
REGULATIONS
MALPENSA AIRPORT
7.3.5.C
CARGO AND
MAIL SERVICES
Rev.:
RS/MXP/3.2
Page effective
date: 24/11/2014
Page 7-16
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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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 02/74860034 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
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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
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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. 02-74862999), 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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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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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 underboard 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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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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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.
CORRESPONDENCE
TABLE BETWEEN DOSE
RATIO AND TRANSPORT
INDEX
DOSE RATIO
AT 1 METRE ( Sv/h)
1.0
10.0
50.0
100.0
TRANSPORT INDEX
0.1
1.0
5.0
10.0
I
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
Ra-226 Be or 226Ra-Be
Am-241 Be or 241Am-Be
Po-210 Be or 210Po-Be
Po-210 B or 210Po-B
Pu-239 Be or 239Pu-Be
Cf-252 or 252Cf
Cm-244 or 244Cm
NOTES
It is important that B should be specified alongside Ra-226
It is important that B should be specified alongside Am-241
It is important that B should be specified alongside Po-210
It is important that B should be specified alongside Po-210
It is important that B should be specified alongside Pu-210
The symbol Cf-252 is sufficient to emit neutrons
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
SEA Safety and Invigilation Operations Room
Airport Coordination
ENAC – Airport Division
Fire Brigade
Airport Health Office
SEA Health Service
Qualified Experts:
Eng. Achille Cester
PHONE NUMBERS
62999
62313
67018
64777
64716
64444
mobile 335 6283873 – 335 1950907
office 0383 369792
If absent or not available:
Mr. Fulvio Gazzi
Campoverde Specialised Company :
 Available
 Available
 Available
Campoverde main telephone no. – Monday to
Friday 8:30 a.m. to 12:30 p.m. and 1:30 to 5:30
p.m.
mobile 335 6790318
mobile 335 6250204
mobile 335 7607321
mobile 335 7607323
Tel. 02 58039020
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REGULATIONS
MALPENSA AIRPORT
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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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 IDFAILED 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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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/
4
Anti-icing of Aircraft on ground” and the Airline De-Icing Manual (DAM) if given to SEA ;
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 antiicing);
5
6. the Operator SEA conducts post de-icing visual checks ;
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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6
7. the Operator SEA transmits the post de-icing code 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.
REGULATIONS
MALPENSA AIRPORT
8.3.4
AIRCRAFT
SERVICES
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Responsibility
The following table lists the responsibilities of main persons involved in de-icing/anti-icing, desnowing 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
Anti-icing
Activity to remove the formation of ice and/or frost and/or snow which has
accumulated on treated surfaces of the aircraft, for a limited period of time.
Apron Operator Professional operative position of Coordinamento Scalo.
De-icing/desnowing areas
Manoeuvring
area
Dedicated areas where de/anti-icing and de-snowing operations are carried
out.
Part of the airport used by aircraft for take-off, landing and ground
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.
REGULATIONS
MALPENSA AIRPORT
De-icing area 2
AIRCRAFT
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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
Duty Manager
ENAC
ENAV S.p.a.
EOBT
Follow-me
I.C.A.O.
IHP GW1
Activity to remove snow which has deposited on parts of the aircraft.
Professional operative position of SEA Coordinamento Scalo: SEA Airport
Manager.
Ente Nazionale per l’Aviazione Civile (National Body for Civil Aviation ENAC). A public non-financial body established by legislative decree 250 of
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
services.
Estimated Off Block Time – present in the ATC flight plan, expected stand
release time.
Operating in de-icing areas. They coordinate with TWR the stand the
aircraft is to be led. They provide assistance in manoeuvring towards
access to the stand.
International Civil Aviation Organization. The organisation which issues
international aviation standards and recommendations
IHP GW1 cannot be used during de-icing operations in conjunction with
LVP activated.
Terminal
Operator
Professional operative position of Coordinamento Scalo.
TWR
Airport control tower – ENAV S.p.A. The tower controls air traffic in relation
to airport traffic (movement area excluding stands where an AMS service
operates).
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REGULATIONS
MALPENSA AIRPORT
8.3.6
Actions
No. PHASE
RESPONSIBLE
PARTY
SEA de-icing
coordination
personnel
ACTIONS
COMMUNICATES by telephone to the Duty Manager
the number of available crews.
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
1
De-icing/desnowing stations
enabled
For details about enabled/used stands, see Attachment
8.3.7.C.
NOTIFIES any exceptions to the above to SEA de-icing
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.)
REGULATIONS
MALPENSA AIRPORT
Ramp / Airline or
delegate
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INFORMS the SEA Apron station by PDA or phone*, 45’
from the STD/EOBT, of the intention to use the
treatment for the flight in its remit and the request to
perform a tactile check in the de-icing area.
If a PDA is used, a message confirming the booking is
received from the system.
2
Booking
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
delegate
COMMUNICATES, 30’ from STD/EOBT, by PDA or
phone, to the SEA de-icing coordinator, confirmation of
providing service for flights that fall within their
competence, providing information on:
type of treatment requested (de-icing/desnowing)
part to treat (wings, tail, horizontal/vertical,
fuselage)
fluid % (10%, 50%, 100%)
step (1, 2)
The fluid used is Type II.
3
Any changes to the requirements applicable to this
phase may be notified directly at the de-icing area via
headset by the Captain to the SEA Operator (scenario
A) or to the Airline technician or a person designated by
the latter (scenario B).
Confirming
treatment
SEA de-icing
coordination
personnel
ENTERS the confirmation into the system using the deicing application (in case of recovery, they will
communicate the information via direct line to the SEA
Airport Apron station).
In case of not receiving confirmation, the de-icing
Coordinator will consider the operation as tacitly
cancelled.
Requests or confirmations received late will be
processed at the end of the current sequence of
operations.
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MALPENSA AIRPORT
AIRCRAFT
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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.
4
5
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 flight status
which indicates “ready for engine start up” and A.T.C.
and Apron Management Service requirements.
Sequence
generation
Aircraft
manoeuvring
The Captain
INFORMS the TWR, when requesting authorisation to
start the engines, that the de-icing/de-snowing operation
has been previously agreed on.
TWR
GIVES aircraft instructions to taxi to the de-icing area.
See ATTACHMENT 8.3.7B. for the number of aircraft
being treated, awaiting treatment and MOVING to the
de-icing area.
6
Follow-me
operations
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
operating in deicing areas
OVERSEE, near the de-icing area, in coordination with
the TWR and from the reported waiting position, entry to
the stand depending on the type of aircraft and status of
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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AIRCRAFT
SERVICES
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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
7
Starting
operations
SEA de-icing
coordination
personnel
ASSIGNS and SENDS the mission to operating
equipment using the appropriate function of the de-icing
application or, in recovery situations, transmitting these
data via radio on the de-icing frequency.
SEA personnel
driving operating
vehicles
After RECEIVING visual confirmation (OK from the
Captain or from the Airline Engineer in headphone
contact with the Captain) to start operations, the aircraft
is approached with operating vehicles.
Airline technician/
designated person
/Captain
SUPERVISES and is responsible for de-icing/desnowing operations.
For de-icing/de-snowing procedures applicable to the
engine status of the aircraft being treated, see
Attachment 8.3.7.D.
REGULATIONS
MALPENSA AIRPORT
SEA de-icing
coordination
personnel
AIRCRAFT
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RECEIVES end-of-treatment information from the
operating equipment* and informs SEA Airport
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
driving operating
vehicles
PERFORMS the post de-icing check and communicates
the result to SEA Operator (scenario A) or to the Airline
technician or a person designated by the latter (scenario
B)
Airline technician or
a designated
person in charge of
performing the
tactile check (if
present)
Performs the tactile check and reports the results to the
SEA Operator (scenario A) or to the Airline technician or
a designated person (scenario B) in connection with the
Captain via headset.
Requests new treatment if needed.
SEA Operator
(scenario A)
or
Airline technician or
a designated
person (scenario B)
connected via
headset
COMMUNICATES to the Captain, via headset, the post
de-icing code (e.g.: type II /100 15:38 31/12/09 Kilfrost
ABC3 Post de-icing/anti-icing completed) and, if
performed, the tactile check result transmitted by the
Airline technician or designated person.
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.
8
Ending
operations
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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AIRCRAFT
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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
Apron for necessary controls.
(cont.)
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:
The Captain
The Captain
TWR
8.3.7
If, instructed by the TWR to move from the de-icing
stand to the holding position, evaluating the last
available friction coefficient values, the captain
DECLARES take-off impossible, the flight will be
redirected by the TWR to an area to free the de-icing
stand.
Instructed by the TWR to the holding position, shall
immediately move to the position and when authorised,
SHALL go to the runway for take-off.
If, after evaluating the last available friction coefficient
values, the captain DECLARES take-off impossible, he
will be instructed by the TWR to “quickly clear the
runway” via the first possible link road.
Will instruct the pilot to clear the runway using the first
link road possible, to a free stand, previously
coordinated with SEA.
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 deicing/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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MALPENSA AIRPORT
AIRCRAFT
SERVICES
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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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MALPENSA AIRPORT
AIRCRAFT
SERVICES
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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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AIRCRAFT
SERVICES
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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
waste from aircraft
cleaning
The Airport Manager
PROVIDES operational guidelines to Airlines and
Airport Operators on the procedures for disposal of
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
urban waste
The Airport Manager
PROVIDES operational guidelines regarding the
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.
Controls on SUW
management
activities
External suppliers
(in charge of cleaning
activities)
DISPOSE of the SUW produced in cleaning activities in
the specific facilities made available by the Manager in
the specific areas of the terminal, buildings and airport
grounds (skips or containers or press containers) in
accordance with separation instructions provided by the
Airport Manager of the airport in question.
The Airport Manager
Periodically CONTROLS the distribution, quantity and
proper use of equipment and its state of repair.
ENSURES, on also verbal request, replacement of
equipment (skips) no longer fit for use (for structural
deformations or piercing).
Visually VERIFIES that the disposal of waste in the
“skips/press containers” or in other appropriate
equipment is carried out properly.
CONTROLS the quantity of waste disposed of and the
frequency of transport of waste contained in the
“skips/press containers”.
CARRIES OUT appropriate controls on waste 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.
REGULATIONS
MALPENSA AIRPORT
8.5.2
AIRCRAFT
SERVICES
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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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MALPENSA AIRPORT
AIRCRAFT
SERVICES
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Special and hazardous special waste management
Operational
procedures
The Airport Manager MANAGES the waste at the “Waste Disposal Centre”:
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 nonhazardous waste is carried out:
procedures
- by homogeneous categories of waste;
- without mixing waste with different EWC numbers;
- in compliance with technical standards.
ENSURES that the temporary storage of special
hazardous waste is carried out:
- by homogeneous categories of waste
- without mixing waste with different EWC numbers
- in compliance with technical standards governing the
storage of hazardous substances
- in compliance with the standards governing the
packaging and labelling of hazardous waste.
- in mobile containers with:
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 nonhazardous 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 nonhazardous 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
REGULATIONS
MALPENSA AIRPORT
8.5.3
AIRCRAFT
SERVICES
Rev.:
RS/MXP/3.2
Page effective
date: 24/11/2014
Page 8-21
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.
REGULATIONS
MALPENSA AIRPORT
8.5.3.A
AIRCRAFT
SERVICES
Rev.:
RS/MXP/3.2
Page effective
date: 24/11/2014
Page 8-22
Definitions and specifications
Materials
managed in cold
rooms
The materials managed by SEA S.p.A. in the specific cold room are:
a. personal supplies of products of animal origin confiscated by
customs authorities from passengers because transported by the
airline in violation of the regulations laid down by Reg. (EC)
206/2009 of 5-3-2009, or spontaneously left by the passenger;
b. products of animal origin contained in baggage left by
passengers, 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
foodstuff
waste from
outside the
European
Union
Category 1 materials:
- Foodstuff waste from means of transport operating extra-EU routes,
excluding Switzerland and Norway;
- Carcasses of pets, circus and zoo animals, guinea pigs and wild
animals suspected of diseases transmittable to humans and animals,
which died during the journey;
- Products of animal origin containing residues of environmental
contaminants (Dir. 96/23/EC, att. 1, cat. B, point 3), if the limits exceed
the EU or national standards;
- Any other material under art. 8 Reg. EC 1069/2009, including mixtures
of Cat. 1 materials with other materials;
- Supplies of products of animal origin for personal use confiscated
because transported in violation of Reg. EC 206/2009;
- On board food waste coming from Sardinia, except that derived from
foodstuffs certified for the absence of materials of pig origin or that
have come into contact with the same.
Category 2 materials:
- Products of animal origin other than category 1 materials, imported or
introduced from a third country, which do not comply with the
veterinary legislation applicable to their importation in EU territory,
whose repatriation to the country of origin is impossible;
- Carcasses of animals from third countries, which died during the
journey, excluding carcases belonging to category 1;
- Any other material under Art. 8 Reg. EC 1069/2009, including mixtures
of Cat. 2 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.
REGULATIONS
MALPENSA AIRPORT
8.5.3.B
AIRCRAFT
SERVICES
Rev.:
RS/MXP/3.2
Page effective
date: 24/11/2014
Page 8-23
Management of perishable products of animal origin
Management of
Customs
products and
foodstuffs of animal
origin confiscated
or left
The Airport Manager
Products of animal Handler
origin contained in
baggage deposited
at the Lost & Found
office
REJECTS/CONFISCATES
from
passengers
perishable products whose importation is prohibited
and contained in baggage, and puts them in the
containers provided by SEA Spa.
In the case of foodstuffs spontaneously left by
passengers:
SIGNS the finding of perishable foodstuffs report.
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.
TAKES, if not already done so, the actions necessary
to identify the owner of the baggage and if cannot be
traced.
REQUESTS the intervention of the Airport Health
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
REGULATIONS
MALPENSA AIRPORT
8.5.3.C
AIRCRAFT
SERVICES
Rev.:
RS/MXP/3.2
Page effective
date: 24/11/2014
Page 8-24
Management of animal products and food waste from outside the
EU
Category 1 waste
from the airport
catering service
Category 3 waste
from the airport
catering service
Handler
UNLOADS on-board waste classified as “category 1”
from aircraft operating extra-EU routes (except CH and
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 onboard 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.
Handler
UNLOADS on-board waste classified as “category 3”
from aircraft, after having sealed it on board and placed
it in specific containers.
PERFORMS the survey, collection and storage of onboard 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.
REGULATIONS
MALPENSA AIRPORT
8.5.3.D
AIRCRAFT
SERVICES
Rev.:
RS/MXP/3.2
Page effective
date: 24/11/2014
Page 8-25
Disposal of animal carcasses and products and food waste
Animal carcasses
Handler
Manure
The Airport Manager
REQUESTS the intervention of the Border Inspection
Post/Airport Health Office, compiling the Intervention
Request form.
TRANSFERS the carcasses to its cold rooms.
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
incineration order
Customs
- personal supplies of
products of animal
origin
ORDERS the incineration of materials ISSUING the
specific Incineration order form relating to points a)
and b) – (Att. 8.5.3).
Airport Health
Office/Veterinary Office
- products of animal
origin
SENDS via the competent handler copy of the
Incineration order to SEA – Environmental
Management – for the incineration relating to points a)
and b) – (Att. 8.5.3).
Border Inspection Post
- carcases of animals
which died during
the journey
SENDS a copy of the Incineration order to the cargo
handlers for points c) and d) - (Att. 8.5.3).
- manure
REGULATIONS
MALPENSA AIRPORT
Material transfer
Disposal of
perishable
materials
AIRCRAFT
SERVICES
Rev.:
RS/MXP/3.2
Page effective
date: 24/11/2014
Page 8-26
Carrier handler
- products of animal
origin
TRANSPORTS the materials to the dedicated cold
store of the Airport Manager (point b).
The Airport Manager
- personal supplies of
products of animal
origin
Handler
- carcases of animals
which died during
the journey
TRANSPORTS the materials to its dedicated cold store
(point a).
The Airport Manager
- manure
TRANSPORTS the materials to the manned reception
point of the competent cargo handler (point d).
The Airport Manager
- personal supplies of
products of animal
origin (point a)
PREPARES a list of material in storage including the
individual Customs delivery reports and individual
incineration orders received and forwards it to Customs
along with the Incineration request.
PROVIDES for transport and disposal of the perishable
materials at a suitable incineration plant in the manner
prescribed by the environmental legislation in force
(Legislative Decree 152/06) using specialised and
authorised companies.
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.
- products of animal
origin
Customs
- personal supplies of
products of animal
origin
TRANSPORTS the materials to the cold stores of the
competent airport cargo handlers (point c).
ISSUES the incineration report, sending a copy to the
Airport Manager.
- products of animal
origin
Cargo handler
- carcases of animals
which died during
the journey
- manure
Arranges disposal in accordance with the procedures
agreed with the BIP.
REGULATIONS
MALPENSA AIRPORT
Payment of
interventions
The Airport Manager
- personal supplies of
products of animal
origin
- products of animal
origin
The Airport Manager
- carcases of animals
which died during
the journey
AIRCRAFT
SERVICES
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Page effective
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Page 8-27
CHARGES the costs of waste collection, transportation
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.
CHARGES the airport cargo handlers stable and stall
cleaning expenses.
- manure
The Airport Manager
- carcases animals
which died during
the journey
- manure
In the case of transport not carried out directly by
the Handler, CHARGES the airport cargo handlers the
costs for internal transport of waste from stable and
stall cleaning.
REGULATIONS
MALPENSA AIRPORT
8.5.3.E
Management of
foul-smelling
baggage
AIRCRAFT
SERVICES
Rev.:
RS/MXP/3.2
Page effective
date: 24/11/2014
Page 8-28
Management of baggage emanating smells
Handler – Lost & Found IDENTIFIES the 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 .
REGULATIONS
MALPENSA AIRPORT
Customs
AIRCRAFT
SERVICES
Rev.:
RS/MXP/3.2
Page effective
date: 24/11/2014
Page 8-29
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 dulyequipped room.
The Airport Manager
(U.O. EO – MXP)
Following receipt of complete incineration authorization
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
interventions
The Airport Manager
CHARGES the costs of waste collection, transportation
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.
REGULATIONS
MALPENSA AIRPORT
8.5.4
AIRCRAFT
SERVICES
Rev.:
RS/MXP/3.2
Page effective
date: 24/11/2014
Page 8-30
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).
REGULATIONS
MALPENSA AIRPORT
8.5.5
AIRCRAFT
SERVICES
Rev.:
RS/MXP/3.2
Page effective
date: 24/11/2014
Page 8-31
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
tanks
Handler
MUST USE the dedicated SEA water and disinfectant mixing
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
drainage
Handler
The driver/operator:
- 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
replenishment
Handler
The driver/operator:
- 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
septic tanks
Handler
The driver/operator:
- 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.
AIRCRAFT
SERVICES
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Page effective
date: 24/11/2014
Page 8-32
REGULATIONS
MALPENSA AIRPORT
8.5.5.B
Unloading of on-board septic tanks
Unloading
management
Handler
The driver/operator:
- 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
relating
to unloading
The Airport
Manager
If, within the scope of operational/maintenance activities, situations
arise requiring the blockage of unloading operations, activates the
emergency drain (if any) until reinstatement of normal conditions, to
be notified by mail to the handlers involved.
REGULATIONS
MALPENSA AIRPORT
AIRCRAFT
SERVICES
Rev.:
RS/MXP/3.2
Page effective
date: 24/11/2014
Page 8-33
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.
REGULATIONS
MALPENSA AIRPORT
8.5.6.A
AIRCRAFT
SERVICES
Rev.:
RS/MXP/3.2
Page effective
date: 24/11/2014
Page 8-34
Chlorinated tanks for aircraft water supply
Procedures for
access to filling
point
Handler
Subject to the approval of the Airport Manager and with
the contractually envisaged procedures, accesses the
compartment of the filling hose situated in the specific
system.
FILLS its tanks (with special connector) with
chlorinated water.
Once filled, ensures that the filling hose is properly
repositioned in its compartment and the compartment
is locked.
If, in the course of the activity, the handler operator
detects a fault, REPORTS this to the Duty Manager
who is required in turn to promptly inform the Airport
Manager.
Emptying and filling Handler
of chlorinated tanks
MUST USE only the systems provided by SEA for
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.
In case of anomalies in the chlorination system which
cannot be immediately solved, affixes an out-of-order
notice.
Chlorination plant
out-of-order
management
The Airport Manager
Filling of
chlorinated tanks
when the
chlorinator is out of
order
Handler
If the chlorination plant is out of order, SEA adds
Chlorine tablets to non-chlorinated drinking water to the
extent indicated by the manufacturer on the packaging
of the disinfectant substance.
REGULATIONS
MALPENSA AIRPORT
8.5.6.B
Maintenance
activities
AIRCRAFT
SERVICES
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Page effective
date: 24/11/2014
Page 8-35
Chlorinator management
The Airport Manager
ENSURES the maintenance and functional testing of
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
system sampling
The Airport Manager
Emergencies
The Airport Manager
TRANSMITS the reports of the analyses carried out on
the chlorination system to AOC, the handlers involved
and to the carriers or the Agencies making a request.
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
drainage
Handler
The driver/operator PERFORMS the following aircraft
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
with tankers
Handler
The driver/operator OPENS the hatch and the fill valve
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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Analysis of potability of the water contained in the chlorinated
tanks
Verification of water Handler
potability
VERIFIES the daily consumption of water using
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
planning
Disinfection of chlorinated tanks
Handler
DISINFECTS the tanks to safeguard the potability of
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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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”.
12
-
References:
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
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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.
Refuelling Manager
Role provided for by the current MD 30/06/2011 and by the 6th
amendment to ENAC’s Airport Construction and Operation
Regulations, to be univocally identified by each carrier and
officially communicated to the Airport Operator by completing
the appropriate checklist in the attachment.
Minor spill
A spill of polluting and flammable liquid covering a surface of
2
less than 4 m (a circle of approx. 2m in diameter).
Medium/major spill
A spill of polluting and flammable liquid covering a surface
2
larger than 4 m (a circle of approx. 2m in diameter).
Turn around
Time on the ground necessary for passenger disembarkation
and embarkation, refuelling, cleaning and embarkation of
catering, baggage, cargo and mail. Generally determined by
the type of aircraft and the needs of Air Carriers.
Cockpit
Pilot cabin.
Safety/refuelling
area
Consisting of circular area at a distance of 6m from tanks,
vents, equipment and mobile vehicles.
Refuelling equipment and aircraft tank vents shall be at a
distance of at least 15 metres from any building, excluding
those associated with relevant airport operations.
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:
No. PHASE
RESPONSIBLE
PARTY
1
AC
Initiation of
operations
ACTION
IDENTIFIES the Refuelling Manager, thus clearly
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
prior to
refuelling
Precautionary measures to be adopted on board the
aircraft are those provided for by EU and
international industry operating procedures.
Refuelling operations cannot be carried out in the
absence of the Refuelling Manager.
Refuelling
Manager
In order to ensure adequate fire prevention,
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.)
Refuelling
Manager or also
via his
representative
alongside (e.g.
carrier technician,
handler ramp
agent)
Refuelling
Manager or also
via his
representative
alongside (e.g.
carrier technician,
handler ramp
agent)
ASCERTAINS, before starting refuelling operations,
that the following evacuation devices are in place:
doors normally used for passenger
embarkation/ disembarkation are open.
Should the weather not permit them to be
kept open, they may be kept closed but not
locked;
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:
rapid evacuation of operator or other
handlers’ personnel on board the aircraft is
guaranteed;
nobody other than those dedicated to
refuelling operations, support and control is
inside the refuelling area;
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
Manager or also
via his
representative
alongside (e.g.
ENSURES that the safety blocks on the aircraft
wheels have been correctly positioned.
VERIFIES that:
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handler ramp
agent)
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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;
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.
REGULATIONS
MALPENSA AIRPORT
3
Refuelling
with
passengers
on board or
undergoing
embarkation/
disembarkati
on
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Refuelling
Manager,
personally or
through his
representative
alongside the
aircraft (e.g.
carrier technician,
handler ramp
agent)
VERIFIES that conditions appropriate for refuelling
with passengers on board or undergoing
embarkation/disembarkation, previously authorised in
the planning phase, are confirmed.
In case of impediment, the Refuelling Manager –
personally or through his representative alongside
the aircraft - or the Airport Operator will not authorise
the refuelling operation until the impediment is
removed.
In addition, IT IS ENSURED that the second
passenger stairs at the rear door of the aircraft on the
side used for passenger embarkation/disembarkation
are correctly positioned.
AC
COMMUNICATES, via the Handler assigned with
ground support operations, to passengers at
boarding gates that it is absolutely forbidden to
smoke or use mobile phones (must be switched off)
during transfer from the gate to the aircraft, pointing
out that is at the discretion of the carrier to cancel the
flight ticket of any offenders.
Flight Attendants
INFORM passengers NOT to fasten seat belts during
refuelling operations.
Refuelling
Manager,
personally or
through his
representative
alongside the
aircraft (e.g.
carrier technician,
handler ramp
agent)
In addition to that described in all previous steps,
VERIFIES that passengers are always at a safe
distance from the aircraft tanks and refuelling
equipment and that the “No Smoking” restriction as
well as that relating to the use of mobile phones and
other electronic equipment is fully complied with.
CONTACTS the Airport Coordination Control Room
at (02748) 62323 to obtain the necessary
authorisation to start refuelling operations with
passengers
on
board
and/or
embarking/
disembarking.
In case of approval of the operations, NOTIFIES the
APTC Control Room of the start and end of refuelling
with passengers on board by calling the number
(02748) 62323 or via use of the specific tool.
APTC
Control
Room
RECEIVES information on the start of operations, by
phone or via the specific application, and ENSURES it
is immediately forwarded to the Fire Brigade
according to current procedures/content, including by
means of automatic data transfer.
Refuelling
Manager
VERIFIES that, during refuelling operations, radio
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
Manager,
personally or
through his
representative
alongside the
aircraft (e.g.
carrier technician,
handler ramp
agent)
PROHIBITS, always and under all circumstances, all
aircraft support operations that may result in a fire
risk.
In order to facilitate these operations, passengers
shall be duly informed also via specific signage
present at the boarding gate.
VERIFIES, moreover:
the absence of naked flames, cigarettes and
sparks from the impact of metal parts in the
refuelling area;
that engines are not switched on or off during
refuelling or in the presence of fuel 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
Manager,
personally or
through his
representative
alongside the
aircraft (e.g.
carrier technician,
handler ramp
agent)
In the presence of reports of vapours in the fuselage
or in the presence of potential danger or risk,
ORDERS refuelling operations to be suspended until
the problem is solved. The Ramp Agent alongside
the aircraft notifies the Duty Manager by radio in
order to provide formal and traceable feedback on an
activity with security implications. The Duty Manager
shall alert the Fire Brigade communicating the
ongoing event.
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
Handler
In the event of minor spillage from equipment under
its responsibility, immediately SUSPENDS refuelling
and NOTIFIES the Refuelling Manager or also via his
representative alongside (e.g. carrier technician,
handler ramp agent)
Refuelling
Manager,
personally or
through his
representative
alongside the
aircraft (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).
Should there be vehicles operating in the vicinity of
the aircraft, 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.
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
Handler
In the event of medium/major spill, including those
from the aircraft vents, immediately SUSPEND
refuelling and, according to the characteristics of the
event (type, quantity, etc.),
Refuelling
Manager,
personally or
through his
representative
alongside the
aircraft (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.
Duty
Manager
Immediately INITIATES the procedure in force at the
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
Brigade
ENSURES response times and, once at the scene of
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.
INFORMS the Duty Manager immediately, specifying
flight number;
stand number;
aircraft type;
presumed spill size/area.
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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
Manager,
personally or
through his
representative
alongside the
aircraft (e.g.
carrier technician,
handler ramp
agent)
NOTIFIES the Duty Manager in order to provide
formal and traceable feedback on an activity with
security implications and to operationally activate the
Authorities responsible for managing the event, in
compliance with that provided for in the Airport
Manual procedure (PROCOP 260).
MANAGES evacuation and removal of passengers to
a protected area.
REMOVES those alongside for support or loading or
unloading operations.
ASSESSES the need for any engines (ramp
equipment) affected by the fuel spillage to be
promptly switched off and not moved and for those
not affected by the fuel spillage to be removed and
then switched off.
Should they still be alongside, the Ramp Agent and
all or part of the team coordinated by the same shall
ACT in order that the conditions for possible
emergency interventions in case of ignition ARE PUT
IN PLACE, applying the specific procedure.
Duty
Manager
IMPLEMENTS the procedures related to the Safety
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
Manager
Immediately NOTIFIES via radio the TWR of the
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
Manager,
personally or
through his
representative
alongside the
aircraft (e.g.
carrier technician,
handler ramp
agent)
MANAGES prompt removal of passengers to a
protected area.
Acts in a similar manner with regard to 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.
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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5
Training
8.6.4.E
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Fire
Brigade
ENSURES immediate response times and, once at
the scene of the incident: IMPLEMENTS the
necessary measures to suppress the fire and limit its
propagation.
INITIATES evacuation of Terminal areas potentially
at risk if adjacent to the area where the fire is in
progress.
RETURNS the situation to NORMAL in the shortest
time possible and COORDINATES clean-up
operations at the end of the emergency.
DUTY
MANAGER
IMPLEMENTS all measures required under the
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.
Fire
Brigade
CARRIES OUT training and certification of
operators/handlers involved in Turn Around
operations.
AC and
handler
ENSURE and VERIFY full knowledge and
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.
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
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
-
-
Definitions and abbreviations
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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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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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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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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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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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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REGULATIONS
MALPENSA AIRPORT
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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REGULATIONS
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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
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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.).
REGULATIONS
MALPENSA AIRPORT
8.8.6.E
AIRCRAFT
SERVICES
Rev.:
RS/MXP/3.2
Page effective
date: 24/11/2014
Page 8-68
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.).
REGULATIONS
MALPENSA AIRPORT
8.8.6.F
AIRCRAFT
SERVICES
Rev.:
RS/MXP/3.2
Page effective
date: 24/11/2014
Page 8-69
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.
REGULATIONS
MALPENSA AIRPORT
AIRCRAFT
SERVICES
Rev.:
RS/MXP/3.2
Page effective
date: 24/11/2014
Page 8-70
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.).
REGULATIONS
MALPENSA AIRPORT
8.8.6.G
AIRCRAFT
SERVICES
Rev.:
RS/MXP/3.2
Page effective
date: 24/11/2014
Page 8-71
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.
REGULATIONS
MALPENSA AIRPORT
AIRCRAFT
SERVICES
Rev.:
RS/MXP/3.2
Page effective
date: 24/11/2014
Page 8-72
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.).
REGULATIONS
MALPENSA AIRPORT
8.8.6.H
AIRCRAFT
SERVICES
Rev.:
RS/MXP/3.2
Page effective
date: 24/11/2014
Page 8-73
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.
REGULATIONS
MALPENSA AIRPORT
AIRCRAFT
SERVICES
Rev.:
RS/MXP/3.2
Page effective
date: 24/11/2014
Page 8-74
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.
REGULATIONS
MALPENSA AIRPORT
8.8.6.I
AIRCRAFT
SERVICES
Rev.:
RS/MXP/3.2
Page effective
date: 24/11/2014
Page 8-75
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.
REGULATIONS
MALPENSA AIRPORT
AIRCRAFT
SERVICES
Rev.:
RS/MXP/3.2
Page effective
date: 24/11/2014
Page 8-76
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.
REGULATIONS
MALPENSA AIRPORT
8.8.6.J
AIRCRAFT
SERVICES
Rev.:
RS/MXP/3.2
Page effective
date: 24/11/2014
Page 8-77
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.
REGULATIONS
MALPENSA AIRPORT
AIRCRAFT
SERVICES
Rev.:
RS/MXP/3.2
Page effective
date: 24/11/2014
Page 8-78
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.
AIRCRAFT
SERVICES
Rev.:
RS/MXP/3.2
Page effective
date: 24/11/2014
Page 8-79
REGULATIONS
MALPENSA AIRPORT
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.
AIRCRAFT
SERVICES
Rev.:
RS/MXP/3.2
Page effective
date: 24/11/2014
Page 8-80
REGULATIONS
MALPENSA AIRPORT
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.
REGULATIONS
MALPENSA AIRPORT
8.8.6.M
AIRCRAFT
SERVICES
Rev.:
RS/MXP/3.2
Page effective
date: 24/11/2014
Page 8-81
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.).
REGULATIONS
MALPENSA AIRPORT
8.8.6.N
AIRCRAFT
SERVICES
Rev.:
RS/MXP/3.2
Page effective
date: 24/11/2014
Page 8-82
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.
REGULATIONS
MALPENSA AIRPORT
8.8.7
AIRCRAFT
SERVICES
Rev.:
RS/MXP/3.2
Page effective
date: 24/11/2014
Page 8-83
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
MINOR SPILLAGE
NEVER
MEDIUM/MAJOR SPILLAGE
NEVER
Indicative alert mode
FIRE AS A RESULT OF MINOR AND
MEDIUM/MAJOR FUEL SPILLAGE
ALWAYS
ACCIDENT
FIRE IN THE PUSH-BACK TRACTOR
WHILE MOVING THE AIRCRAFT
ALWAYS
EMERGENCY
FIRE IN RAMP EQUIPMENT AND
VEHICLES
ALWAYS ONLY IF
ALONGSIDE
EMERGENCY
FIRE IN A TARMAC BUS WITH
PASSENGERS ON BOARD
ALWAYS ONLY IF
ALONGSIDE
EMERGENCY
FIRE IN THE AIRCRAFT WHEELS OR
UNDERCARRIAGE
ALWAYS
EMERGENCY
FIRE IN THE AIRCRAFT ENGINES
ALWAYS
ACCIDENT
FIRE IN THE HOLD OF AN AIRCRAFT
ALWAYS
ACCIDENT
FIRE IN UNATTENDED PARKED
AIRCRAFT
ALWAYS
ACCIDENT
ALWAYS ONLY IF
ALONGSIDE
EMERGENCY
ALWAYS
ACCIDENT
FIRE AS A RESULT OF APRON
INFRASTRUCTURE DAMAGE (FINGER,
ELECTRICAL PANELS)
REFUELLING PIT
REGULATIONS
MALPENSA AIRPORT
8.8.8
AIRCRAFT
SERVICES
Rev.:
RS/MXP/3.2
Page effective
date: 24/11/2014
Page 8-84
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.
REGULATIONS
MALPENSA AIRPORT
AIRCRAFT
SERVICES
Rev.:
RS/MXP/3.2
Page effective
date: 24/11/2014
Page 8-85
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
AIRCRAFT
SERVICES
Rev.:
RS/MXP/3.2
Page effective
date: 24/11/2014
Page 8-86
REGULATIONS
MALPENSA AIRPORT
No.
PHASE
RESPONSIBLE
PARTY
ACTIONS
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.
3
Engine testing
position
REGULATIONS
MALPENSA AIRPORT
AIRCRAFT
SERVICES
Rev.:
RS/MXP/3.2
Page effective
date: 24/11/2014
Page 8-87
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.
4
Engine
request
The Captain /
testing technician
or Requests will be satisfied according to resource
availability and operating implications linked to
Airline
movement operations based on ground traffic
representative
conditions.
The person must, if the aircraft has to be
towed, contact its ramp Handler to coordinate
the tractor.
5
6
Coordination
ENAV TWR
Follow-me
assistance
with Airport
Coordination
Airport
Coordination
Having taken note of the engine test, will
contact the TWR CSO to coordinate
decentralising the aircraft at the time given in
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
/hangar; if is self manoeuvring, assistance will
be based on TWR instructions.
The follow-me will be responsible for correct
aircraft positioning on the engine testing stand.
REGULATIONS
MALPENSA AIRPORT
AIRCRAFT
SERVICES
Rev.:
RS/MXP/3.2
Page effective
date: 24/11/2014
Page 8-88
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.
7
Engine testing
The Captain /
To enable any technicians to operate under the
technician
or
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.
End of engine
testing
The Captain /
technician or
Airline
representative
Must contact Airport Coordination with enough
notice from the end of testing
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.
8
Return
Airport
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.
REGULATIONS
MALPENSA AIRPORT
AIRCRAFT
SERVICES
Rev.:
RS/MXP/3.2
Page effective
date: 24/11/2014
Page 8-89
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”.
REGULATIONS
MALPENSA AIRPORT
AIRCRAFT
SERVICES
Rev.:
RS/MXP/3.2
Page effective
date: 24/11/2014
Page 8-90
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.
REGULATIONS
MALPENSA AIRPORT
AIRCRAFT
SERVICES
Rev.:
RS/MXP/3.2
Page effective
date: 24/11/2014
Page 8-91
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.
REGULATIONS
MALPENSA AIRPORT
9 AIRCRAFT AND VEHICLE
MANOEUVERING AREA
AIRCRAFT AND VEHICLE
MOVEMENT IN THE
MANOEUVERING AREA
Rev.:
RS/MXP/3.2
Page effective date:
24/11/2014
Page 9-1
MOVEMENT
IN
THE
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.
-
REGULATIONS
MALPENSA AIRPORT
AIRCRAFT AND VEHICLE
MOVEMENT IN THE
MANOEUVERING AREA
Rev.:
RS/MXP/3.2
Page effective date:
24/11/2014
Page 9-2
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.
2
-
References:
ENAC Ordinance no. 1/2014, as amended – Access and circulation of people and vehicles in sterile
airport areas.
REGULATIONS
MALPENSA AIRPORT
9.2.3.A
AIRCRAFT AND VEHICLE
MOVEMENT IN THE
MANOEUVERING AREA
Rev.:
RS/MXP/3.2
Page effective date:
24/11/2014
Page 9-3
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
3
for driving vehicles inside the customs area .
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.
REGULATIONS
MALPENSA AIRPORT
AIRCRAFT AND VEHICLE
MOVEMENT IN THE
MANOEUVERING AREA
Rev.:
RS/MXP/3.2
Page effective date:
24/11/2014
Page 9-4
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.
REGULATIONS
MALPENSA AIRPORT
AIRCRAFT AND VEHICLE
MOVEMENT IN THE
MANOEUVERING AREA
Rev.:
RS/MXP/3.2
Page effective date:
24/11/2014
Page 9-5
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.
REGULATIONS
MALPENSA AIRPORT
AIRCRAFT AND VEHICLE
MOVEMENT IN THE
MANOEUVERING AREA
Rev.:
RS/MXP/3.2
Page effective date:
24/11/2014
Page 9-6
9.3 Apron Management Service (AMS)4
9.3.1
Definitions / Acronyms
A/C
ADM (Airport Data Management)
Aircraft Blocked
Aircraft Ready
A-CDM
Aircraft
ENAV system for electronic ready/block management
and the provision of arrival information inclusive of
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
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
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
flow and airport capacity management, reducing delays,
increasing event predictability and optimising the use of
resources.
AMS (Apron Management Service)
Service provided to regulate the activities and
movement of aircraft, vehicles and people on an apron.
AOIS
Aeronautical Operational
Information System
ENAV aeronautical information database.
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;
st
ICAO Doc 9476, 1 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.
REGULATIONS
MALPENSA AIRPORT
AIRCRAFT AND VEHICLE
MOVEMENT IN THE
MANOEUVERING AREA
Rev.:
RS/MXP/3.2
Page effective date:
24/11/2014
Page 9-7
APN TWY
Apron Taxiway
Part of a taxiway system located on an apron whose
purpose is to allow taxiing through the apron.
APU
Auxiliary Power Unit
A small turbine engine on board the aircraft, which
ensures the provision of power for operating onboard
systems in case of main engines off.
ARDT
Aircraft ready time
ASU
Auxiliary Starter Unit
External equipment that enables the start of aircraft
engines when the APU is not operating.
BON
Block On
Time when an arriving aircraft reaches the assigned
stand and the stop begins.
CSO TWR
ENAV manager on duty in the TWR room.
CTOT (Calculated Take Off Time)
Takeoff time calculated as part of control procedures
and traffic flow management in the Eurocontrol area. A
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.
DPI
Departure Planning Information messages, there are also
E(Early)-DPI, T(target)-DPI, C(Cancelled)-DPI
E/A LDT
Estimated/Actual Landing Time
E/A IBT
Estimated/Actual In Block Time, estimated/actual time of
arrival on stand
EFD
ETFMS Flight Data message
E/A LDT
Estimated/Actual LanDing Time, estimated/actual time of
landing
ENAC DA
ENAC – Airport Division
ENAV TWR
AMS/TWR Unit
Malpensa TWR personnel performing AMS activities for
the part under their responsibility through Ground and
Delivery radio frequencies.
EOBT
Estimated Off Block Time – present in the ATC flight plan,
expected stand release time.
ETD/STD Estimated/Scheduled
Time of Departure
Estimated/scheduled time of departure.
EXIT
Estimated Taxi In Time
REGULATIONS
MALPENSA AIRPORT
AIRCRAFT AND VEHICLE
MOVEMENT IN THE
MANOEUVERING AREA
Rev.:
RS/MXP/3.2
Page effective date:
24/11/2014
Page 9-8
EXOT
Estimated Taxi Out Time
FDP (Flight Data Processing)
ENAV database providing flight data.
Follow-me
Follow-me service
Service providing assistance in aircraft ground
manoeuvring, using a car equipped with signalling
equipment, offered in the manoeuvring area and on
aprons.
GPU
Ground Power Unit
External unit supplying power to aircraft.
IHP
Intermediate Holding Position
Aircraft position signs consisting of lights, horizontal
marking and vertical board.
It is a position defined for ground traffic control
purposes, whereby taxiing aircraft and vehicles must
stop and wait authorisation to move forward, when thus
instructed by the airport control tower.
M-AIS
Milan Airport Information System
SEA database providing flight data.
Marshaller
Ground operator that provides direction for aircraft
manoeuvring on the aprons, communicating with the
pilots via cable or encoded signs.
MTT
Minimum Turnaround Time
NMOC (CFMU)
Network Management Operations Center
Aircraft Stand or Stand
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
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.
RS
Airport Regulations
Document prepared by SEA and adopted by ENAC
Ordinance that includes all the rules and procedures
established to ensure smooth and safe operation of the
airport. The Regulations define the responsibilities and
duties of each person present at the airport.
RTT
Reduced Turnaround Time
REGULATIONS
MALPENSA AIRPORT
AIRCRAFT AND VEHICLE
MOVEMENT IN THE
MANOEUVERING AREA
Rev.:
RS/MXP/3.2
Page effective date:
24/11/2014
Page 9-9
SEA AO (SEA Apron Operation)
SEA AMS Unit
SEA personnel that carry out AMS activities for the part
under SEA’s responsibility.
SEA Duty Manager
SEA Airport Operator’s manager operating on a 24 h
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
Resequenced flight
Flight that has undergone a TOBT and/or TSAT change
included cases in which the flight is excluded from the
pre-departure sequence due to failure to observe the
TOBT or TSAT.
REGULATIONS
MALPENSA AIRPORT
9.3.2
AIRCRAFT AND VEHICLE
MOVEMENT IN THE
MANOEUVERING AREA
Rev.:
RS/MXP/3.2
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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
5
guidelines issued by ENAC .
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
6
According to the Navigation Code , 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).
5
6
ENAC Notice No. 0072549/AOC/DIRGEN dated 14/11/2008 “Apron Management Service” – AMS.
Pursuant to Article 691-II, paragraph 2 and Article 705, letter e).
REGULATIONS
MALPENSA AIRPORT
9.3.2.C.a
AIRCRAFT AND VEHICLE
MOVEMENT IN THE
MANOEUVERING AREA
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Page effective date:
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Page 9-11
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.
REGULATIONS
MALPENSA AIRPORT
AIRCRAFT AND VEHICLE
MOVEMENT IN THE
MANOEUVERING AREA
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Page effective date:
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Page 9-12
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;
REGULATIONS
MALPENSA AIRPORT
AIRCRAFT AND VEHICLE
MOVEMENT IN THE
MANOEUVERING AREA
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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 TDPI’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.
REGULATIONS
MALPENSA AIRPORT
9.3.4
AIRCRAFT AND VEHICLE
MOVEMENT IN THE
MANOEUVERING AREA
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Page effective date:
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Page 9-14
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 17
11 :
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).
8
AIP AD2 LIMC (Aerodrome Ground Movement Chart ICAO) ;
9
Plans developed by SEA showing vehicle traffic layout ;
10
AIP AD2 LIMC 2-7 (LVP Chart ) and AD2 LIMC 2-9,2-11 (Aircraft Parking Docking Chart
11
T1 and T2) ;
12
Self-parking signage for all stands ;
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
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
12
Attachment 8.1.2 – Characteristics of Malpensa aircraft stands
8
REGULATIONS
MALPENSA AIRPORT
AIRCRAFT AND VEHICLE
MOVEMENT IN THE
MANOEUVERING AREA
Rev.:
RS/MXP/3.2
Page effective date:
24/11/2014
Page 9-15
- 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, Followme 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
13
Ground Movement Chart Act Code F ;
- 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
REGULATIONS
MALPENSA AIRPORT
AIRCRAFT AND VEHICLE
MOVEMENT IN THE
MANOEUVERING AREA
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Page effective date:
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Page 9-16
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:
Assigned:
Occupied:
Closed:
9.3.5
a stand that may be assigned to an aircraft for parking.
a stand that is physically free but has been assigned to an incoming
aircraft.
a stand that is physically occupied by a parked aircraft.
a stand that cannot be assigned to an aircraft for parking.
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
REGULATIONS
MALPENSA AIRPORT
AIRCRAFT AND VEHICLE
MOVEMENT IN THE
MANOEUVERING AREA
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Page 9-17
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
REGULATIONS
MALPENSA AIRPORT
AIRCRAFT AND VEHICLE
MOVEMENT IN THE
MANOEUVERING AREA
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Page 9-18
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 :
A/C Reg:
Op Stand :
Flight :
Term :
ADES :
SOBT :
EOBT :
TOBT :
TTOT :
CTOT :
To TTOT :
TSAT :
ASBT :
ARDT :
ASRT :
ASAT :
AOBT :
ATOT :
RWY :
Type of aircraft
Aircraft registration
Operating stand
Flight number
Terminal number
Destination airport
Scheduled off block time
Estimated off block time
Target off block time
Target take off time
Calculated take off time (slot)
Remaining time to TTOT
Target start up approval time
Actual start boarding
Aircraft ready time
Actual start up request time
Actual start up approval time
Actual off block time
Actual take off time
Take-off runway
Incoming flights
Flight :
Term :
ADEP :
ATOT :
SIBT :
ELDT :
EIBT :
ALDT :
AIBT :
RWY :
Dvt From :
Flight number
Terminal number
Departure airport
Actual take off time airport of origin
Scheduled in block time
Estimated landing time
Estimated in block time
Actual landing time
Actual in block time
Landing runway
Diverted from
REGULATIONS
MALPENSA AIRPORT
Dvt To :
9.3.6
AIRCRAFT AND VEHICLE
MOVEMENT IN THE
MANOEUVERING AREA
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Page 9-19
Diverted to
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.
REGULATIONS
MALPENSA AIRPORT
9.3.8
AIRCRAFT AND VEHICLE
MOVEMENT IN THE
MANOEUVERING AREA
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Page 9-20
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.
14
Additionally, with regard to aircraft movement, ENAC’s “Air Regulations” 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
REGULATIONS
MALPENSA AIRPORT
9.3.8.C
AIRCRAFT AND VEHICLE
MOVEMENT IN THE
MANOEUVERING AREA
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Page 9-21
Departing aircraft
9.3.8.C.a
9.3.8.C.a.1
Data exchange on A-CDM platform
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 presequence 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
REGULATIONS
AIRCRAFT AND VEHICLE
MOVEMENT IN THE
MANOEUVERING AREA
Rev.:
RS/MXP/3.2
Page effective date:
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Page 9-22
MALPENSA AIRPORT
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 ACDM 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.
2.
to the TWR that the flight is ready to move (Ready), via input on the A-CDM platform;
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
15
flight in the sequence, the Carrier or its representative 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.
REGULATIONS
MALPENSA AIRPORT
AIRCRAFT AND VEHICLE
MOVEMENT IN THE
MANOEUVERING AREA
Rev.:
RS/MXP/3.2
Page effective date:
24/11/2014
Page 9-23
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.
REGULATIONS
MALPENSA AIRPORT
9.3.8.C.b
AIRCRAFT AND VEHICLE
MOVEMENT IN THE
MANOEUVERING AREA
Rev.:
RS/MXP/3.2
Page effective date:
24/11/2014
Page 9-24
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.
REGULATIONS
MALPENSA AIRPORT
9.3.8.C.c
AIRCRAFT AND VEHICLE
MOVEMENT IN THE
MANOEUVERING AREA
Rev.:
RS/MXP/3.2
Page effective date:
24/11/2014
Page 9-25
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 nonadjacent 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.
REGULATIONS
AIRCRAFT AND VEHICLE
MOVEMENT IN THE
MANOEUVERING AREA
Rev.:
RS/MXP/3.2
Page effective date:
24/11/2014
Page 9-26
MALPENSA AIRPORT
“Q point” end of push back summary table
T2
T1
STAND
Q POINT
APRON TWY
NOTE
101-103
104-105
106
107
108-111
112
113-117
202,207
204
209,212,214
210
217,219,
221,224
301-306
307-313
314-320
401-403
404
405-407
408
409-413, 499
501-504
505-507
508
509-513, 599
601-604
605-606
608
609-610,
621-623
612-613,
624-625
701-706
707
708-709
710
711-713
714
715
716-718
851-854
855
856-859
860
861-863
7
6
4/6
4
3/4
3
1
5
5
A
A
M/A
M
M
M
B
A
A
A
A
Solo per a/m CODE D/E
Solo per a/m CODE D
Solo per a/m CODE D/E
Solo per a/m CODE D
-
B
Solo per a/m CODE D
17
16
15
14
13
12
11
10
10
8
7
6
6
4
3
N
N
N
P
P
Y
Y
R
R
Y
Y
S
S
Y
Y
2
T
2/1
T
18
18/19
19
19/20
20
20/21
21
21/22
24
24/25
25
25/26
26
Y
Y
Y
Y
Y
Y
Y
Y
HA
HA
HA
HA
HA
CODE D su Q2
CODE C su Q1
REGULATIONS
AIRCRAFT AND VEHICLE
MOVEMENT IN THE
MANOEUVERING AREA
Rev.:
RS/MXP/3.2
Page effective date:
24/11/2014
Page 9-27
MALPENSA AIRPORT
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
Area 300
Area 300
Area 400
Area 400
Area 400
Area 400
Area 500
Area 500
Area 500
Area 500
Area 600
Area 600
Area 600
Area 600
Area 600
Area 700
Area 700
Area 700
Area 800
16
PARKS
351 to 365
301 to 320
451 to 459
401 to 404
405 to 408
409 to 413
551 to 559
501 to 504
505 to 508
509 to 513
651 to 662
601 to 604
605 to 608
609 to 613
621 to 625
701 to 718
751 to 764
16
Z1
851 to 863
VIA
N-K
N-K
K
P-K
Y-P-K
R-K
K
R-K
Y-R-K
S-K
K
S-K
Y-S-K
T-K
T-K
Y
K
GW
HA-H-Z or HA-H
NOTES
APN TWY “N” max Wingspan 48 mt
APN TWY “N” max Wingspan 48 mt
The project for changing the name of the stand from Z1 to stand 799 is under approval by ENAC.
REGULATIONS
MALPENSA AIRPORT
-
AIRCRAFT AND VEHICLE
MOVEMENT IN THE
MANOEUVERING AREA
Rev.:
RS/MXP/3.2
Page effective date:
24/11/2014
Page 9-28
North apron: TWY C as TWY OUT
AREA
Area 200
Area 100
Area 100
Area 100
PARKS
201 to 224
112 to 118
111 to 107
101 to 106
VIA
C
B-M-C
M-C
A-M-C
NOTES
The number of aircraft that can be moved simultaneously varies depending on visibility
17
conditions , incoming traffic, and push back operations; movements may be managed with
waits at the IHP and adjusting and/or delaying Start Engine authorisations when the expected
delay with respect to taxiing time is 15 minutes or more.
17
Section 12.2 of RS/MXP/Current edition.
REGULATIONS
AIRCRAFT AND VEHICLE
MOVEMENT IN THE
MANOEUVERING AREA
Rev.:
RS/MXP/3.2
Page effective date:
24/11/2014
Page 9-29
MALPENSA AIRPORT
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
Area 300
Area 300
Area 400
Area 400
Area 400
Area 400
Area 500
Area 500
Area 500
Area 500
Area 600
Area 600
Area 600
Area 600
Area 600
Area 600
Area 700
Area 700
Area 700
Area 800
18
PARKS
351 to 365
301 to 320
451 to 459
401 to 404
405 to 408
409 to 413
551 to 559
501 to 504
505 to 508
509 to 513
651 to 659
661 and 662
601 to 604
605 to 608
609 to 613
621 to 625
701 to 718
751 to 764
18
Z1
851 to 863
VIA
W-P
W-N
W-P-Y
W-P
W-P-Y
W-R
W-R-Y
W-R
W-R-Y
W-S
W-S-Y
W-T-Y
W-S
W-S-Y
W-T
W-T
W-T-Y
W-T-Y
W-Z
W_Z_H_HA (HA2)
NOTES
APN TWY “N” max Wingspan 48 mt
The project for changing the name of the stand from Z1 to stand 799 is under approval by ENAC.
REGULATIONS
AIRCRAFT AND VEHICLE
MOVEMENT IN THE
MANOEUVERING AREA
Rev.:
RS/MXP/3.2
Page effective date:
24/11/2014
Page 9-30
MALPENSA AIRPORT
-
North apron: TWY A and B as TWY IN
AREA
Area 200
Area 200
Area 100
Area 100
Area 100
PARKS
201 to 215
216 to 225
112 to 118
101 to 106
107 to 111
VIA
A
B
B
A
A-M or B-M
NOTES
The number of aircraft that can be moved simultaneously varies depending on visibility
19
conditions , 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
References:
- Section 8.2 of RS/MXP/Current edition;
- SEA MA/MXP/Procop 130 – Apron and stand management.
20
REGULATIONS
MALPENSA AIRPORT
AIRCRAFT AND VEHICLE
MOVEMENT IN THE
MANOEUVERING AREA
Rev.:
RS/MXP/3.2
Page effective date:
24/11/2014
Page 9-31
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
management
Emergency
Medical
Services)
traffic
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.
HEMS base
Operations
Centre
telephone no.
Helicopter type
Name
Aircraft Captain
mobile no.
Bresso
02 66106610
AW 139
EC-KLC (1)
3488998536
EC 145
I-EITH (2)
3488998510
800251309
Bergamo
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.
REGULATIONS
MALPENSA AIRPORT
9.3.8.F.a
AIRCRAFT AND VEHICLE
MOVEMENT IN THE
MANOEUVERING AREA
Rev.:
RS/MXP/3.2
Page effective date:
24/11/2014
Page 9-32
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.
REGULATIONS
MALPENSA AIRPORT
9.3.8.F.c
AIRCRAFT AND VEHICLE
MOVEMENT IN THE
MANOEUVERING AREA
Rev.:
RS/MXP/3.2
Page effective date:
24/11/2014
Page 9-33
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.
REGULATIONS
MALPENSA AIRPORT
AIRCRAFT AND VEHICLE
MOVEMENT IN THE
MANOEUVERING AREA
Rev.:
RS/MXP/3.2
Page effective date:
24/11/2014
Page 9-34
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
Terminal 2
North apron
Terminal 1
West apron
Preferred stand
LDG & Taxi IN
Taxi OUT & TKOFF
202
RWY 35R, E, A
C, E, A, AB, RWY
35R
351
RWY 35L, EW, W,
P
N, W, EW, RWY
35L
763
RWY 35L, WB, Z,
Y
K, Z, WB, RWY 35L
118
RWY35L, EM, B
B, EM, RWY 35L
Forwarders buildings
Apron
area 700/800
Patient transfer
at gate 2
REGULATIONS
MALPENSA AIRPORT
9.3.8.G
AIRCRAFT AND VEHICLE
MOVEMENT IN THE
MANOEUVERING AREA
Rev.:
RS/MXP/3.2
Page effective date:
24/11/2014
Page 9-35
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 followme 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.
REGULATIONS
MALPENSA AIRPORT
9.3.8.G.b
AIRCRAFT AND VEHICLE
MOVEMENT IN THE
MANOEUVERING AREA
Rev.:
RS/MXP/3.2
Page effective date:
24/11/2014
Page 9-36
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.
REGULATIONS
MALPENSA AIRPORT
9.3.8.G.b.2
AIRCRAFT AND VEHICLE
MOVEMENT IN THE
MANOEUVERING AREA
Rev.:
RS/MXP/3.2
Page effective date:
24/11/2014
Page 9-37
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
22
Chart ACFT Code F ICAO 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
22
Very Large Aircraft
AIP AD2 LIMC 2-15, Attachment 6
REGULATIONS
MALPENSA AIRPORT
AIRCRAFT AND VEHICLE
MOVEMENT IN THE
MANOEUVERING AREA
Rev.:
RS/MXP/3.2
Page effective date:
24/11/2014
Page 9-38
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 followme 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 (495-499-595-599-699714-716-851-863);
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);
REGULATIONS
MALPENSA AIRPORT
AIRCRAFT AND VEHICLE
MOVEMENT IN THE
MANOEUVERING AREA
Rev.:
RS/MXP/3.2
Page effective date:
24/11/2014
Page 9-39
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
23
and Z1 ;
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.
REGULATIONS
MALPENSA AIRPORT
AIRCRAFT AND VEHICLE
MOVEMENT IN THE
MANOEUVERING AREA
Rev.:
RS/MXP/3.2
Page effective date:
24/11/2014
Page 9-40
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;
REGULATIONS
MALPENSA AIRPORT
AIRCRAFT AND VEHICLE
MOVEMENT IN THE
MANOEUVERING AREA
Rev.:
RS/MXP/3.2
Page effective date:
24/11/2014
Page 9-41
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.
REGULATIONS
MALPENSA AIRPORT
9.3.8.H.f
AIRCRAFT AND VEHICLE
MOVEMENT IN THE
MANOEUVERING AREA
Rev.:
RS/MXP/3.2
Page effective date:
24/11/2014
Page 9-42
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);
24
temporary inhibition of stands 761, 762, 763, 764, 793 (and 794 in the case of use of
TWY H) and of the adjacent service roads is necessary;
25
downgrading to code C/D of stands 713 and 715 is necessary ;
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;
26
temporary inhibition of stands 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);
27
temporary inhibition of stands 764, 793 (and 794 in the case of use of TWY H) and of
the adjacent service roads is necessary;
28
downgrading to code C/D of stands 715 and 717 is necessary ;
24
25
26
27
Inhibitions necessary only for aircraft with wingspan exceeding 74 m.
For B747-800 aircraft downgrading of neighbouring stands is not necessary.
Inhibitions necessary only for aircraft with wingspan exceeding 74 m.
Inhibitions necessary only for aircraft with wingspan exceeding 74 m.
REGULATIONS
MALPENSA AIRPORT
AIRCRAFT AND VEHICLE
MOVEMENT IN THE
MANOEUVERING AREA
Rev.:
RS/MXP/3.2
Page effective date:
24/11/2014
Page 9-43
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;
29
temporary inhibition of stands 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 sixengine 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
29
For B747-800 aircraft downgrading of neighbouring stands is not necessary.
Inhibitions necessary only for aircraft with wingspan exceeding 74 m.
REGULATIONS
AIRCRAFT AND VEHICLE
MOVEMENT IN THE
MANOEUVERING AREA
Rev.:
RS/MXP/3.2
Page effective date:
24/11/2014
Page 9-44
MALPENSA AIRPORT
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
REGULATIONS
MALPENSA AIRPORT
9.3.8.J
AIRCRAFT AND VEHICLE
MOVEMENT IN THE
MANOEUVERING AREA
Rev.:
RS/MXP/3.2
Page effective date:
24/11/2014
Page 9-45
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
REGULATIONS
MALPENSA AIRPORT
9.3.8.K
AIRCRAFT AND VEHICLE
MOVEMENT IN THE
MANOEUVERING AREA
Rev.:
RS/MXP/3.2
Page effective date:
24/11/2014
Page 9-46
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);
32
o Z1 : 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
32
Section 8.3 of RS/MXP/Current edition
The project for changing the name of the stand from Z1 to stand 799 is under approval by ENAC.
REGULATIONS
MALPENSA AIRPORT
9.3.8.K.b
AIRCRAFT AND VEHICLE
MOVEMENT IN THE
MANOEUVERING AREA
Rev.:
RS/MXP/3.2
Page effective date:
24/11/2014
Page 9-47
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
REGULATIONS
MALPENSA AIRPORT
9.3.9
AIRCRAFT AND VEHICLE
MOVEMENT IN THE
MANOEUVERING AREA
Rev.:
RS/MXP/3.2
Page effective date:
24/11/2014
Page 9-48
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
34
and vehicles in sterile airport areas” , 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:
ENAC Ordinance no. 1/2014, as amended – Access and circulation of people and vehicles in sterile
airport areas.
34
REGULATIONS
MALPENSA AIRPORT
AIRCRAFT AND VEHICLE
MOVEMENT IN THE
MANOEUVERING AREA
Rev.:
RS/MXP/3.2
Page effective date:
24/11/2014
Page 9-49
• 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.
REGULATIONS
MALPENSA AIRPORT
AIRCRAFT AND VEHICLE
MOVEMENT IN THE
MANOEUVERING AREA
Rev.:
RS/MXP/3.2
Page effective date:
24/11/2014
Page 9-50
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).
REGULATIONS
MALPENSA AIRPORT
AIRCRAFT AND VEHICLE
MOVEMENT IN THE
MANOEUVERING AREA
Rev.:
RS/MXP/3.2
Page effective date:
24/11/2014
Page 9-51
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
35
relevant Ordinance issued by ENAC Airport Division .
35
ENAC Ordinance no.5/2013, as amended - Rules and procedures for emergency aircraft assistance and
rescue in case of accident.
REGULATIONS
MALPENSA AIRPORT
AIRCRAFT AND VEHICLE
MOVEMENT IN THE
MANOEUVERING AREA
Rev.:
RS/MXP/3.2
Page effective date:
24/11/2014
Page 9-52
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.
SAFETY
MANAGEMENT
SYSTEM
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Page effective date:
24/11/2014
Page 10-1
REGULATIONS
MALPENSA AIRPORT
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.
REGULATIONS
MALPENSA AIRPORT
SAFETY
MANAGEMENT
SYSTEM
Rev.:
RS/MXP/3.2
Page effective date:
24/11/2014
Page 10-2
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.
SAFETY
MANAGEMENT
SYSTEM
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Page effective date:
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Page 10-3
REGULATIONS
MALPENSA AIRPORT
Reporting
Auditing
Analysis



Safety
Manager
Publications
Forms
Press release
Form / Report
Summary
Safety
Board
Internal
Proceedings
Hazard identification
Risk assessment



New procedures
Training/Auditing
Proposal for new
safety proceedings
Follow-up
Airport Committees
with ENAC
(eg. Safety Committee)
Follow up
Airport
Proceedings
Emergency
Simulations
ENAC
present as
observer
REGULATIONS
MALPENSA AIRPORT
SAFETY
MANAGEMENT
SYSTEM
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RS/MXP/3.2
Page effective date:
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Page 10-4
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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SAFETY
MANAGEMENT
SYSTEM
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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.
REGULATIONS
MALPENSA AIRPORT
SAFETY
MANAGEMENT
SYSTEM
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Page 10-6
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
([email protected]; [email protected];
[email protected]).
of
SEA
SpA
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.
REGULATIONS
MALPENSA AIRPORT
SAFETY
MANAGEMENT
SYSTEM
Rev.:
RS/MXP/3.2
Page effective date:
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Page 10-7
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.
OPERATING
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REGULATIONS
MALPENSA AIRPORT
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 subsystems (BHS, apron, check-in, gates, etc) scheduling lines will be harmonised and recalibrated.
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:
EXEMPTIONS
RIGHTS
TAXES
TARIFFS
ASSISTANCE
SERVICES
CENTRALISED
INFRASTRUCTURE
State
AA/MM
(the
State
flight
qualification is attributed pursuant to art.
746 of the Navigation Code)
EXEMPT
EXEMPT
EXEMPT
Military aircraft
EXEMPT
CHARGED FOR
EXEMPT
State owned AA/MM, used exclusively
by State Police Forces, Customs,
2
National Fire Brigade , Civil Defence or
other State service
EXEMPT
CHARGED FOR
EXEMPT
CHARGED FOR
EXEMPT
AA/MM (private and public subjects)
used occasionally, for national security
protection activities
EXEMPT
Private AA/MM doing special types of
transport foreseen by DPCM Directive of
23.1.2008
EXEMPT
CHARGED FOR
EXEMPT
Private AA/MM chosen by the Transport
Ministry carrying out State services of a
non commercial nature
EXEMPT
CHARGED FOR
EXEMPT
EXEMPT FOR
LANDING,
COVERAGE AND
Foreign State AA/MM not for commercial
PARKING
CHARGED FOR
services
RIGHTS IN
RECIPROCAL
CONDITIONS
EXEMPT
2
Used for interventions for public rescue.
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COORDINATION
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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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MALPENSA AIRPORT
AIRPORT ASSISTANCE
SERVICES IN
IRREGULAR OPERATING
CONDITIONS
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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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MALPENSA AIRPORT
AIRPORT ASSISTANCE
SERVICES IN
IRREGULAR OPERATING
CONDITIONS
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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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MALPENSA AIRPORT
AIRPORT ASSISTANCE
SERVICES IN
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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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MALPENSA AIRPORT
AIRPORT ASSISTANCE
SERVICES IN
IRREGULAR OPERATING
CONDITIONS
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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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MALPENSA AIRPORT
AIRPORT ASSISTANCE
SERVICES IN
IRREGULAR OPERATING
CONDITIONS
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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
Movement area
The part of an airport used for takeoff, landing and
ground movement of aircraft including the manoeuvring
area and aprons.
Manoeuvring area
The part of an airport used for takeoff, landing and
ground movement of aircraft excluding aprons.
Critical area
ILS sensitive area
An area of defined dimensions, which extends in the
vicinity of the antennas of a precision instrumental
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
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.
Visibility condition 1
Sufficient visibility for pilots to taxi and avoid collisions
with other aircraft/vehicles on taxiways and at
intersections through direct observation and for control
Authority staff to be able to see all traffic.
Visibility condition 2
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.
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 condition 3
Visibility equivalent to an RVR of less than 400 metres.
Note: RVR value measured at any of the points RVR
TDZ, MID, STOP.
Low visibility take off
(Low Visibility Take Off – LVTO)
Take off operations from a runway with an RVR of less
than 400 m.
Operations in Category I
(CAT I):
Precision instrument approach and landing with:
a) Decision Height – DH not less than 60 metres
(200 ft), and
b) visibility not less than 800 meters or Runway
Visual Range (RVR) not less than 550 metres.
REGULATIONS
MALPENSA AIRPORT
Operations in Category II
(CAT II):
AIRPORT ASSISTANCE
SERVICES IN
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CONDITIONS
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Precision instrument approach and landing with:
a) DH less than 60 metres (200 ft) but not less than
30 metres (100 ft) and
b) RVR not less than 300 metres.
Operations in CAT IIIA
Precision instrument approach and landing with:
a) DH less than 30 metres (100 ft) and
b) RVR not less than 200 metres.
Operations in CAT IIIB
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
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.
Non-precision approach and
landing operations
Instrumental operations using a guidance system that
allows control of the lateral but not vertical approach
path.
Precision approach and landing
operations
Aerial job operations
Commercial air transport
operations
Non-commercial air transport or
general aviation operations
All weather operations
Intermediate Holding Position
(IHP)
Low Visibility Procedures (LVP)
Instrumental approach and landing operations using
precision guidance systems for the direction and
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
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
goods at a charge. These include, therefore, scheduled,
charter and air taxi air transport.
Operations other than commercial air transport; these
essentially include the activity of flying clubs, flying
schools, small private planes and aerial job services.
Any taxiing, take-off or landing operation in conditions in
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
authorisation to move forward, when thus instructed by
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.
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.
REGULATIONS
MALPENSA AIRPORT
Runway Holding Position (RHP)
Runway Visual Range
(RVR)
AIRPORT ASSISTANCE
SERVICES IN
IRREGULAR OPERATING
CONDITIONS
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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
the runway axis can distinguish the horizontal markings
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”.
REGULATIONS
MALPENSA AIRPORT
AIRPORT ASSISTANCE
SERVICES IN
IRREGULAR OPERATING
CONDITIONS
Rev.:
RS/MXP/3.2
Page effective date:
24/11/2014
Page 12-8
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.
2.
3.
4.
5.
6.
7.
8.
9.
Luminous approach path CAT III (ALS)
Runway shoulder
Runway axis
Runway threshold/end
Contact zone
Runway Guard Lights (RGL)
Intermediate holding position lights (IHP)
Taxiway axis lights
Stop bars with anti-intrusion sensor on taxiways BE-BW-EM-EW-DE-DM-F-FEWB-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.
REGULATIONS
MALPENSA AIRPORT
AIRPORT ASSISTANCE
SERVICES IN
IRREGULAR OPERATING
CONDITIONS
Rev.:
RS/MXP/3.2
Page effective date:
24/11/2014
Page 12-9
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.
REGULATIONS
MALPENSA AIRPORT
AIRPORT ASSISTANCE
SERVICES IN
IRREGULAR OPERATING
CONDITIONS
Rev.:
RS/MXP/3.2
Page effective date:
24/11/2014
Page 12-10
Maximum snow heights allowed are:
LLZ monitor area
LLZ critical area
GP monitor area
GP critical area
Cat. I and Cat. II
Cat. III
cm. 40
cm. 60
cm. 10
cm. 40
cm. 40
cm. 40
cm. 10
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.
REGULATIONS
MALPENSA AIRPORT
AIRPORT ASSISTANCE
SERVICES IN
IRREGULAR OPERATING
CONDITIONS
Rev.:
RS/MXP/3.2
Page effective date:
24/11/2014
Page 12-11
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”.
REGULATIONS
MALPENSA AIRPORT
AIRPORT ASSISTANCE
SERVICES IN
IRREGULAR OPERATING
CONDITIONS
Rev.:
RS/MXP/3.2
Page effective date:
24/11/2014
Page 12-12
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
Activation
Deactivation
Preparation
Cancellation
RVR TDZ < 550 m
or
Cloud base < 200 ft
RVR > 550 m
and
Cloud base >
200 ft
RVR > 800 m
and
Cloud base
> 200 ft
Worsening:
LVP
RVR TDZ < 800 m
or
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
REGULATIONS
MALPENSA AIRPORT
AIRPORT ASSISTANCE
SERVICES IN
IRREGULAR OPERATING
CONDITIONS
Rev.:
RS/MXP/3.2
Page effective date:
24/11/2014
Page 12-13
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
o
o
o
o
o
o
SEA Duty Manager
Fire Brigade (Fire Point)
Fire Brigade (Barracks)
SEA Control Room
SEA Electricity Power Station
SEA Security Service
SEA Infirmary T1
Agencies to which acquisition is not requested:
o
o
o
Border Police
Carabinieri
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.
REGULATIONS
MALPENSA AIRPORT
AIRPORT ASSISTANCE
SERVICES IN
IRREGULAR OPERATING
CONDITIONS
Rev.:
RS/MXP/3.2
Page effective date:
24/11/2014
Page 12-14
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
o
o
o
o
o
o
SEA Duty Manager
Fire Brigade (Fire Point)
Fire Brigade (Barracks)
SEA Control Room
SEA Electricity Power Station
SEA Security Service
SEA Infirmary T1
Agencies to which acquisition is not requested:
o
o
o
Border Police
Carabinieri
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.
REGULATIONS
MALPENSA AIRPORT
12.2.2.A.b.1
AIRPORT ASSISTANCE
SERVICES IN
IRREGULAR OPERATING
CONDITIONS
Rev.:
RS/MXP/3.2
Page effective date:
24/11/2014
Page 12-15
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
o
Runway 35R for take-off only;
Runway 35L for landing only.
With LVP conditions activated
o
o
o
Runway 35R for take-off only;
Runway 35L for landing only;
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 Deicing 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.
REGULATIONS
MALPENSA AIRPORT
AIRPORT ASSISTANCE
SERVICES IN
IRREGULAR OPERATING
CONDITIONS
Rev.:
RS/MXP/3.2
Page effective date:
24/11/2014
Page 12-16
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 NorthSouth 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 NorthSouth 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.
REGULATIONS
MALPENSA AIRPORT
12.2.2.A.b.3
AIRPORT ASSISTANCE
SERVICES IN
IRREGULAR OPERATING
CONDITIONS
Rev.:
RS/MXP/3.2
Page effective date:
24/11/2014
Page 12-17
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
o
possible engine start-up delays;
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.
REGULATIONS
MALPENSA AIRPORT
12.2.2.A.b.5
AIRPORT ASSISTANCE
SERVICES IN
IRREGULAR OPERATING
CONDITIONS
Rev.:
RS/MXP/3.2
Page effective date:
24/11/2014
Page 12-18
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.
REGULATIONS
MALPENSA AIRPORT
AIRPORT ASSISTANCE
SERVICES IN
IRREGULAR OPERATING
CONDITIONS
Rev.:
RS/MXP/3.2
Page effective date:
24/11/2014
Page 12-19
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.
REGULATIONS
MALPENSA AIRPORT
AIRPORT ASSISTANCE
SERVICES IN
IRREGULAR OPERATING
CONDITIONS
Rev.:
RS/MXP/3.2
Page effective date:
24/11/2014
Page 12-20
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
CONDITIONS
1500 > RVR TDZ
ARRIVAL
RATE PER
HOUR
550
or
cloud base height in the approach sector = 200 ft
or
LVP activation for LVTO only (paragraph 12.2.2.A.e)
26
RVR TDZ ≤ 550
or
cloud base height in the approach sector < 200 ft
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
Visibility Conditions 3
and
use of TWY G and H for taxiing from West Apron to CA
20
15
REGULATIONS
MALPENSA AIRPORT
AIRPORT ASSISTANCE
SERVICES IN
IRREGULAR OPERATING
CONDITIONS
Rev.:
RS/MXP/3.2
Page effective date:
24/11/2014
Page 12-21
With SMR not available
CONDITIONS
1500 > RVR TDZ
ARRIVAL
RATE PER
HOUR
550
or
cloud base height in the approach sector = 200 ft
15*
* 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.
REGULATIONS
MALPENSA AIRPORT
12.2.2.A.d.2
AIRPORT ASSISTANCE
SERVICES IN
IRREGULAR OPERATING
CONDITIONS
Rev.:
RS/MXP/3.2
Page effective date:
24/11/2014
Page 12-22
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
CONDITIONS
1500 > RVR TDZ
ARRIVAL
RATE PER
HOUR
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
LVP activation for LVTO only (paragraph 12.2.2.A.e)
or
Visibility conditions 3
10
RVR TDZ < 150
6
SMR not available
CONDITIONS
1500 > RVR TDZ
800
800 ≤ RVR TDZ 550
or
cloud base height in the approach sector = 200 ft
RVR TDZ ≤ 550
or
cloud base height in the approach sector < 200 ft
or
LVP activation for LVTO only (paragraph 12.2.2.A.e)
ARRIVAL
RATE PER
HOUR
15
10
6
or
Visibility conditions 3
6 in total*
REGULATIONS
MALPENSA AIRPORT
AIRPORT ASSISTANCE
SERVICES IN
IRREGULAR OPERATING
CONDITIONS
Rev.:
RS/MXP/3.2
Page effective date:
24/11/2014
Page 12-23
*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.
REGULATIONS
MALPENSA AIRPORT
AIRPORT ASSISTANCE
SERVICES IN
IRREGULAR OPERATING
CONDITIONS
Rev.:
RS/MXP/3.2
Page effective date:
24/11/2014
Page 12-24
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.
REGULATIONS
MALPENSA AIRPORT
AIRPORT ASSISTANCE
SERVICES IN
IRREGULAR OPERATING
CONDITIONS
Rev.:
RS/MXP/3.2
Page effective date:
24/11/2014
Page 12-25
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.
REGULATIONS
MALPENSA AIRPORT
AIRPORT ASSISTANCE
SERVICES IN
IRREGULAR OPERATING
CONDITIONS
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Page 12-33
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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SERVICES IN
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12.3 Snow removal2
12.3.1 Airport Snow Committee
3
The Airport Snow Committee 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:
-
2
3
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
Ref.: Airport Manual – PROCOP 170: Operating snow removal plan
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 = - 6h (alarm)
T=-4h
t =- 2h
T=0 (Emergency)
t= +2h
t=
+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 deicing/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
4
braking action data” procedure set forth in the Airport Manual .
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 longterm 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.
REGULATIONS
ACCESS AND OPERATIONS OF
GROUND SUPPORT SERVICE
PROVIDERS
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Page 13-1
MALPENSA AIRPORT
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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MALPENSA AIRPORT
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
2
procedures indicated in agreements with the Airport Operator and in the Airport Regulations .
The Service Provider declares it has checked spaces and that said conform to requirements of
regulations for the purpose of carrying out activities at the airport. The Provider also undertakes to
maintain plants with due diligence and return them to the Airport Operator in good condition.
If certification issued by ENAC is withdrawn, the Operator undertakes to stop activities at the airport
and to hand over the spaces within the contract deadline or deadline notified by the Airport Operator.
The Operator shall also return badges and airport qualifications to competent authorities within the
above deadline, as provided for by regulations in force.
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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3
2. Diversion/Emergency
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
Queuing time at check-in desks
Queuing time at hand baggage security
Queuing time at passport control (departures)
Baggage delivery times
Misconnected baggage (due to the handler);
Waiting time on board for first passenger
disembarkation
SAMPLING METHOD
Random sampling
Random sampling
Random sampling
Touch Screen
Worldtracer
Random sampling
As regards monitoring by the Airport Operator, the reference sample is selected based on the criterion
defined in UNI 4842-25 and in MIL STD 105 and explained in 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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ACCESS AND OPERATIONS OF
GROUND SUPPORT SERVICE
PROVIDERS
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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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ACCESS AND OPERATIONS OF
GROUND SUPPORT SERVICE
PROVIDERS
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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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ACCESS AND OPERATIONS OF
GROUND SUPPORT SERVICE
PROVIDERS
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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.