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DSA snow plan 2016-2017

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CONTENTS

Section 1: Purpose Statement & Introduction Section 2: Procedure & Objectives Section 3: Seasonal Planning Section 4: Implementation of Plan Section 5: Key Post holder Responsibilities Section 6: Response Initiation & Notification Section 7: Organisation & Structure Section 8: Crisis Management Centre Section 9: Surface Inspection Regime Section 10: Aerodrome Snow Closures Section 11: Order of Snow Clearance Section 12: Frost & Ice Control Section 13: Severe Snowfall Events Section 14: Inbound Diversion Policy & ATC Flow Management Section 15: Environmental Considerations

Appendix List

Appendix A: Snow Bank Profiles Appendix B: Order of Airfield Clearance

Appendix C: Snow Dump Locations

Appendix D: Radio Call Signs


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GLOSSARY

AOC Airport Operations Centre ADM Airfield Duty Manager AIP Aeronautical Information Publication AIS Aeronautical Information Service AOU Airfield Operations Unit ASB Airside Safety Bulletin ATC Air Traffic Control ATIS Automatic Terminal Information Service CFME Continuous Friction Monitoring Equipment EASA European Aviation Safety Agency EM Engineering Manager EGCN ICAO Code for Doncaster Airport ICAO International Civil Aviation Organisation IATA International Air Transport Association METAR Aviation Routine Weather Report mm Millimetres MO Meteorological Office NOTAM Notice To Airmen OiC: Officer in command RAP Runway Access Point RFFS Rescue & Fire Fighting Service RHADS Robin Hood Airport Doncaster/Sheffield RTF Radio Telephony RTHP Runway Taxiway Holding Point RVP Emergency Rendezvous Point SMS Short Messaging Service SNOWTAM Snow Notice to Airmen VHF Very High Frequency WTS Winter Threat Status


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PURPOSE STATEMENT

The Winter Operations Plan details the measures to be taken by Doncaster Sheffield Airport to enable aircraft operations to continue safely during periods of snow and Ice conditions. The plan focuses on the management of Aerodrome facilities. This document is published in accordance with the requirements of CAP32 UK Aeronautical Information Publication and in accordance with EASA.ADR.OPS and is therefore consistent with the National Snow Plan.

1. INTRODUCTION

Inevitably, winter conditions on the airfield introduce potential hazards to aircraft operations and turnaround activity on the apron. Snowfall can impose significant restrictions on the availability of airfield capacity and can be expected to lead to the disruption of normal flight operations. In prolonged or severe snowfall, disruption can last for several days. Whilst Doncaster Airport makes every reasonable effort to clear snow and ice from airside areas, it can be a lengthy process, especially when persistent or heavy snowfalls exist. It is therefore essential that all airside users are constantly aware that snow and ice may be present and take extra precautions as appropriate. General safety guidance is made available to all airside operatives in the format of an Airside Safety Bulletin, issued annually in conjunction with the Winter Operations Plan. It is the responsibility of operational managers to ensure this Bulletin is made available to all employees working or driving in external airside areas. This plan concentrates on the planning, organisation and response to winter conditions and the general execution of the clearance of snow accumulations on the airfield. The treatment of frost or ice on the airfield requires a less extensive response. The procedures relating to such events are detailed in Section 12.


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2. PROCEDURE AND OBJECTIVES

Our primary procedures and objectives during periods of snowfall or frost conditions are detailed below. In accordance with the National Snow Plan the clearance of snow and ice will be undertaken as follows (in order of strategic priority): - a) Runway b) Aircraft Parking Stands c) Primary Taxiway Routings d) Secondary Taxiway Routings e) Ancillary Areas

2.1. Runway Surfaces

At Doncaster Airport the runway will only be returned to operational service once the removal of snow and ice contamination has taken place and the surface has been treated with anti-icing materials. Any remaining minor deposits of snow or slush in isolated places will be notified to aircraft operators by SNOWTAM and/or ATIS. Assessments using Continuous Friction Monitoring Equipment (CFME) can provide inaccurate readings when undertaken on contaminated runways and when the air temperature is below +2 degrees centigrade. Additionally, there is no recognised correlation between CFME readings and the effects on aircraft braking; therefore UK regulation prohibits airport operators from providing CFME readings to pilots. ATC will be permitted to broadcast braking action reports provided by the pilots of previous aircraft movements. Such broadcasts will include the time of the observation and the aircraft type concerned. However, such information should be treated with caution.

In accordance with latest EASA.ADR.OPS guidance, any contamination of surfaces With snow or slush will only be reported according to the percentage coverage, the depth and type of contaminant present on the runway. Measurements will be taken over each third of the runway, between 5-10 metres either side of the centreline (and away from any effects of wheel rutting). Conditions will be reported for each third of the runway length (i.e. Touch Down Zone, Mid-Point and Stop End). Contamination will be described as Ice, Dry Snow, Compacted Snow, Wet Snow, Slush or Standing Water. Measurement and the reporting of surface conditions will be carried out frequently during changing conditions to ensure pilots are in receipt of an accurate runway surface state report. This may require increased gaps in the traffic sequence in order to facilitate access to the runway by Airfield Operations personnel. The height and location of any snow banks will be reported as soon as these are likely to affect the safe manoeuvring by aircraft operating at Doncaster. The regulatory requirements for snow banks are shown in Appendix A.


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2.2. Definition of Runway Contaminants

Contaminants are categorised and defined for the purposes of aviation in the CAP 32 UK AIP (Aerodrome Generic) at AD 1.2.2 paragraph 5.1.2. These allow subjective assessment to be made by personnel assessing the density of the contaminant, which is the most significant factor in determining the impact of the deposit on aircraft operations.

Ice: Water in its solid state, it takes many forms including sheet ice, hoar frost and rime (assumed specific gravity 0.92); Dry Snow: A condition where snow can be blown loose, or if compacted by hand, will fall apart again upon release (assumed specific gravity less than 0.35); Compacted Snow: Snow which has been compressed into a solid mass that resists further compression and will hold together or break up into chunks if picked up, (assumed specific gravity 0.35 to 0.50); Wet Snow: A composition which, if compacted by hand, will stick together and tend to, or does form a snowball (assumed specific gravity greater than 0.5); Slush: A water saturated snow which, with a heel and toe slap down action with the foot against the ground, will be displaced with a splatter (assumed specific gravity 0.50 to 0.80); Associated Standing Water: Standing water produced as a result of melting contaminant in which there are no visible traces of slush or ice crystals (assumed specific gravity 1.0).

2.3. Runway Clearance Priorities

During light snowfall or following a short duration of snowfall, Doncaster Airport will endeavour to clear the runway and all associated taxiways of snow deposits. In heavy or persistent snowfall conditions, priority will be diverted to maintaining the Runway and taxiway Charlie equipped for low visibility operations.

2.4. Runway Safety

In order to preserve runway safety and in particular the integrity of Runway Taxiway Holding Points (RTHP’S), emphasis will be placed on clearing snow contamination from illuminated red stop bars and marked Runway Access Points (RAP’s). The primary objective will be to ensure RTHP’s and RAP’s remain visible to pilots and vehicle drivers at all times, thus reducing the risk of runway incursions.


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2.5. Reporting of Contaminated Runway Surface States

Contaminated runway surface states will be reported to Air Traffic Control in the following RTF format. The transmission will be made on Channel 1. Runway surface states will never be passed to ATC by telephone. “The runway surface state is Touchdown Zone XXX% coverage, Contaminant Type, Depth XXX millimetres – Mid Point XXX% coverage, Contaminant Type, Depth XXX millimetres – Stop End XXX% coverage, Contaminant Type, Depth XXX millimetres)”

ATC are responsible for ensuring accurate runway surface states are passed to flight crews via Essential Aerodrome Information (RTF). This is particularly important when conditions are rapidly changing and the latest ATIS broadcast or SNOWTAM become quickly outdated. ATC are responsible for ensuring SNOWTAMS are updated or cancelled as and when necessary. When conditions become more stable, runway surface state information may be reported via ATIS & SNOWTAM.

2.6. Aprons and Airside Roads

Where practicable, a separate team of sweeping equipment to that being used for clearing runways and taxiways will be used to treat airside roads and apron stands. Where practicable, aircraft parking stands will be cleared of snow prior to becoming occupied. A member of the Airfield Operations team will be appointed to specifically manage the clearance and treatment of apron parking stands in accordance with stand allocation plans and airfield capacity needs. All stands will be checked for suitability for use in advance of aircraft arrival and additional treatment may take place before the aircraft is parked. Where steps are to be used, a clear area must be provided to allow safe disembarkation of passengers along marked walkways A supply of de-icing granules will be provided at the head of each stand therefore enabling Handling Agents and Service Partners to treat isolated patches of ice and create safe passenger routes. As far as reasonably practicable, stands will be cleared to full width for the maximum size aircraft, therefore minimising hazards during aircraft turnaround. Airfield Operations will be ultimately responsible for determining whether a stand is “serviceable” and available for use by aircraft. A serviceable stand is one which has been “Cleared of snow and ice contamination, and has been appropriately treated with ant-icing chemicals to prevent further ice formation. The cleared area should account for the footprint of the maximum size aircraft and the areas used by Ground Service Equipment during the turnaround process. Safe access around the aircraft and its wingtips will be maintained as far as possible. Isolated patches of snow and ice may be present and where possible these areas will be treated using the granular de-icing products available on each stand.”


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It must however be noted that it is not possible to fully clear a stand which is already occupied by a parked aircraft and therefore personnel must be extra cautious when preparing such aircraft for departure. The policy outlined in red text above is therefore applicable to arriving aircraft only. Rock salt cannot be used to treat airside roads due to its highly corrosive nature. Tractor mounted brushes and ploughs will be used on airside roads, supplemented by the use of liquid and solid anti-icing chemicals. The chemicals permitted for use on the airfield are known to be less effective at thawing ice deposits; therefore it is essential that airside drivers take extra caution when using the airside road system and during aircraft turnaround. A number of apron stands will be designated as “snow dump” areas, therefore ensuring Adequate space can be created to store snow cleared from apron stands and taxiways. As far as possible, snow will be brushed from the head of stand, towards the rear of stand and then ploughed forward to a designated ‘snow dump’ area. The purpose of this strategy is to minimise the impact of snow banks on the apron and equipment parking areas. The locations of designated snow dump areas are detailed in Appendix C

2.7. Taxiways

Taxiways will be cleared in accordance with the plan detailed in Section 9 Doncaster Airport will clear taxiways to full pavement width, although it is possible that some operational taxiways will remain contaminated with snow as the clearing operation continues. Where contamination is such that Aeronautical Ground Lighting is not visible to pilots, or the surfaces are contaminated with ice, the taxiway will remain closed until such time they have been cleared and treated. Priority will also be diverted to ensuring pavement areas between the taxiway and apron stands are clear of snow and ice in order to improve traction for tugs conducting pushback and towing manoeuvres.


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3. FORWARD SEASONAL PLANNING (2016/2017 SEASON)

Planning for the winter season is an on-going process within Doncaster Airport. However the following steps will be taken in readiness for the onset of winter: -

Between April and September, the Head of Airfield will host meetings to review the resources and plans and agree any changes.

Training will commence in September for staff operating snow and ice clearing equipment.

Table top exercises will be conducted from September and throughout the season to test and review various components of the Winter Operations Plan.

The annual Winter Operations Plan will be published by October 1st, following which all operators must ensure their staff are conversant with its content.

At the end of each winter season, the Head of Airfield will organise an ‘internal wash-up’ review, the purpose of which will be to review the Winter Operations Plan in the light of experience. As part of this process, airlines and handling agents will be invited to provide Doncaster Airport with feedback.

4. IMPLEMENTATION

The Winter Operations Plan will be updated on an annual basis, normally in October of each year.

5. RESPONSIBILITIES

5.1. General

Doncaster Airport is responsible for maintaining an effective Winter Operations Plan and communicating it to all operators and service partners. The Airport Duty Manager will control and manage snow and ice clearing activities when in operation.


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5.2. Key Post holder Responsibilities

The Head of Airfield Operations is responsible for: The planning, organisation and annual review of the Winter Operations Plan.

Provision of equipment and resources for anti-icing and snow clearing on the airfield.

The training of ALL staff using the specialist snow and ice clearing equipment. The Airport Duty Manager is responsible for: The aerodrome response under the Winter Operations Plan. She/he is also responsible for ensuring that key personnel are fully conversant with their roles, operational procedures and regulatory requirements.

Monitoring meteorological conditions, forecasts and warnings and disseminating them as necessary. Continual assessment of surface temperatures to determine treatment priorities.

Determine the need for activating staff call-out procedures according to the threat of snow and ice

Initiating airside snow clearance or ice treatment operations

Advising Airfield Operations and or the Rescue and fire fighting watch commander of the use of anti-icing chemicals on the airfield and the locations to be treated (records to be maintained).

Directing the snow or ice clearance operation and overseeing allocation of equipment and personnel.

Liaising with Car Parks Operations to determine priorities for gritting operations.

Ensuring that on-going Terminal forecourt and Car Park operations are conducted safely. (Please refer to Landside Winter Snow Document)

Coordinating stand availability between Airfield Operations and Air traffic control.

Communicating tactical activity and decisions.

Determining resource needs and co-ordinating the allocation of resources.

Providing regular airfield status reports to Air traffic control.

Maintaining detailed logs of clearance and treatment activities, taxiway closures and ATC flow restrictions.

Ensuring that information relating to the operational status of the airfield is promulgated to senior managers / Press office. Such messages should include details of snow closures and ATC flow restrictions.

Promulgating any change in operational status of the airfield to ATC for SNOWTAM and NOTAM updates.


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The Rescue and Fire fighting Station Duty Manager is responsible for: (BUT NOT

LIMITED TO)

Conducting Anti Ice/De Ice treatment on Runway / Taxiways / remote stands Inc. Cargo Apron as deemed required or instructed.

Ensuring that arrangements are made for suitable supplies of anti-icing/de-icing materials throughout the winter period.

Ensuring that snow clearing and anti-icing equipment is checked and serviceable for use by 15th November each winter.

Ensuring that sufficient stocks of anti-icing and de-icing materials are maintained throughout the winter season.

Allocating staff resources to available equipment.

Allocating call signs to staff operating snow clearing equipment.

Coordinating the snow clearing or anti-icing teams in operation as requested by the ADM.

Keeping logs of areas treated and quantities of materials used.

Conducting and recording routine surface inspections of all manoeuvring areas, airside roads, equipment areas and green passenger walkway areas.

Ensuring that any equipment faults are reported and maintaining a log of equipment plant that is in/out of service.

Taking regular measurements of anti-icing and de-icing materials and reporting stock levels to the ADM.

General welfare of staff driving snow and ice clearing vehicles.

Monitoring meteorological conditions, forecasts and warnings and disseminating them as necessary. Continual assessment of surface temperatures to determine treatment priorities.

Ensuring that snow clearing and anti-icing equipment is properly maintained and has an adequate fuel supply and is available on request.

Conducting of serviceability checks for all snow clearing and anti-icing equipment after each use ensuring vehicles are topped up.

Ensuring Fire Station forecourts remain clear of snow and ice contamination.

Ensuring access to Emergency RVP Sites remain clear of snow and ice contamination,

Ensure ALL snow banks are within the maximum limitations laid down in CAP 168 (See Appendix A

Ensure ALL snow clearing activity conforms to the DSA plan.


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The Airfield Operations Department are responsible for (BUT NOT LIMITED TO)

Conducting Anti Ice/De Ice treatment on Main Apron / Service roads as deemed required or instructed. (In the Absence of AOU this will fall to RFFS)

Providing an aircraft escort service when required.

Assuming the responsibilities of the ADM during periods of absence.

Conducting and recording regular checks of the operational status of aircraft parking stands.

Informing Air Traffic Control and the Airport Duty Manager of stand availability and the operational status.

Agreeing priorities for treatment of parking stands with the Airport Duty Manager.

Inspecting stands prior to use, ensuring sufficient clearance has taken place to facilitate turnaround of the maximum size aircraft intended to use that stand.

Updating the stand allocation plan to reflect the availability of aircraft parking facilities..

Ensuring the appropriate solid de-icing material is available on each stand.

Coordinating the snow clearing or anti-icing teams in operation as requested by the ADM.

Keeping logs of areas treated and quantities of materials used.

Conducting and recording routine surface inspections of airside roads, equipment areas and passenger walkway areas, runway and Taxiways.

Ensuring that any equipment faults are reported to RFFS and maintaining a log

General welfare of staff driving

Ensure ALL snow banks are within the maximum limitations (See Appendix A).

Air Traffic Control are responsible for: (BUT NOT LIMITED TO)

Switching on airfield ground lighting when snowfall commences

Coordinating with the Airport Duty Manager and or Airfield operations to establish priorities for snow clearing and to determine the tactical operational capability and flow restrictions to aircraft movements.

Coordinating with the Scottish Control Centre and Liverpool Radar concerning disruption to aircraft movements during snow clearing operations.

Promulgation of accurate airfield status information to aircrew using ATIS and Essential Aerodrome Information via RTF.

Providing meteorological reports..

Ensuring SNOWTAMS & NOTAMS suitably promulgated.


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The Airlines & Handling Agent is responsible for: (BUT NOT LIMITED TO)

Ensuring the Winter Operations ‘Airside Safety Bulletin’ issued by Doncaster Airport at the beginning of each winter season is circulated amongst all ‘front-line’ airside workers and incorporated in daily shift briefings and tool-box talks.

Ensuring operational teams are continually briefed with details of weather warnings disseminated by Doncaster Airport.

Verifying that aircraft parking stands and equipment (Including Steps) are suitable for use prior to any operations on stand, giving advanced warning of any areas unsafe. Stand & Equipment Ideally to be inspected 3 hours before any departure or 1 hour before any arrival.

Reporting observed snow or ice contamination on aircraft parking stands to Airfield Operations department.

Ensuring that passengers are not exposed to undue hazards whilst being escorted across the apron for boarding or disembarking, including safety of passenger steps, requesting support from the Airport Authority if necessary.

Advising passengers of inclement conditions and the presence of snow deposits where snow is falling or has recently fallen.

Making use of de-icing materials stored in gate bridges to support the snow and ice clearance effort.

Ensuring that ground service equipment is removed from the equipment areas during inclement periods. Prepositioned equipment on vacant and occupied stands can impede snow-clearing operations.

Supporting snow clearance activities by providing resources to push back aircraft, thus Providing access to parking stands by snow clearing machinery

The Aircraft Refuelling department are responsible for

Ensuring equipment, materials and resources are available to clear snow and ice contamination from the west site fuel farm compound.

Dispersing solid anti-icing granules in the airside fuelling vehicle parking area.

Ensuring a system to maintain staffing resources is in place during periods of major disruption


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All Airport Personnel are responsible for (BUT NOT LIMITED TO)

Taking extra precautions when snow and ice conditions are present.

Adhering to the guidance and procedures contained in the Winter Operations Plan and Airside Safety Bulletin issued at the beginning of each winter season, and periodically throughout the season.

Reporting any areas that are potentially unsafe to the Airport Duty Manager

Driving with extreme caution at speeds that take into account the surface conditions and the proximity of aircraft and personnel.

Minimising vehicle movements over fresh snow as far as practicable. This prevents compaction of snow and thereby helps to make treatment and removal easier to achieve.

Making use of de-icing materials stored Airside in Gate Bridges).

Assisting the Airport Authority in the event of a closure with snow clearing.

The Securitas station Manager is responsible for (BUT NOT LIMITED TO)

Ensuring Snow & Ice Clearing Vehicles are given priority at Entrance Points to the critical part. Priority will also be given to Airfield Operations

Conducting regular inspections of Control point 1 Security Entrance to ensure surfaces remain safe for vehicles and pedestrians, requesting assistance via Airfield operations if necessary.

Ensuring staff are familiar with anti-icing agent to be used (Landside Rock salt) Airside Anti ice fluid or Granules.

(N: B Under NO circumstance is Rock salt to be used at any airside area.)


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6. RESPONSE INITIATION & NOTIFICATION

6.1. Weather Forecasts and Warnings

Doncaster Airport uses the following meteorological services to assess the threat to airport operations during the winter period.

A bespoke Weather Forecasting Service procured from the Meteorological Office (MO) which provides an airfield prediction of frost, ice or snow through the provision of a rolling 24 hour forecast.

Aviation Weather Warnings issued by the MO

Access to the Aviation Forecaster at the MO.

6.2. Dissemination of Airport Weather Warnings

Upon receipt of Weather Warnings for frost, ice or snow, the ATC department will disseminate the warning to the Airport Duty Manager, Airfield Operations department, RFFS and Control Point 1.

6.3. Local Readiness Procedures

During the winter months the ADM will continually monitor the weather forecast to determine the potential threat to airport operations. During each shift, the ADM will also conduct a winter readiness check to confirm the status of the snow fleet and the available stock of anti-icing fluid. The stock of liquid anti-icing fluid (ISOMEX) should be checked daily. The ADM will include a summary of each winter readiness check in their daily shift report, thus appraising senior management of the airport readiness state.

6.4. Early Warnings of Snow


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If a risk of snow with accumulations is indicated by the forecast within a three-day period the ADM will brief the Head of Airfield and Emergency operations, and the Head of Terminal and security Manager, A decision on staff resourcing should be discussed The ADM will check the status of the snow fleet and consider the need to activate personnel for Stand-by. This call will be conducted by The Airport Control Centre at the ADM’s Request.

6.5. Winter Threat Status System

The ADM will initiate an airport response to adverse weather as dictated by the weather forecast, this is will be sent via SMS/Essendex of specific warnings or actual conditions. In response to the warnings received, the ‘Winter Threat Status’ process is as follows: -

Winter Threat Status (WTS)

Situation and Actions to be Taken

Level 1

(Warning of Snow)

Possibility of Snow in 24 hr Forecast

ADM will brief / Text HoA (EGCN winter threat- Level 1 Snow & Ice conditions expected from (Date time) to (Date Time)

ADM and AOU to ensure “Snow Dump” areas clear

ADM will activate personnel call - out, giving a rendezvous time and a resource base.

Level 2

(Snow with Accumulations)

Snowfall with evidence of accumulation.

Personnel are allocated tasks

Snow clearance and Ice treatment in progress.

ADM to Promulgate Information to HoA and Director - EGCN winter threat- level 2, snow and Ice conditions will affect the airfield until (Time Date) winter operations in full operation.

ADM will advise ATC of conditions

ADM will instruct AOC to conduct call around to advise of conditions.

Level 3

( Major Disruption )

Significant snow accumulations

Prolonged Airport closure possible

Significant reduction in Airfield capacity.

Major Disruption expected, possibility of Airfield closure} 3hours.

ADM to promulgate information to HoA/Director/Commercial/ Marketing EGCN Winter threat – Level 3 significant disruptions Ongoing/expected)

ADM will instruct AOC to conduct call around to advice of situation.

N:B: In the Event of a WTS being implemented, the ADM will Host a Dial in conference call at a pre-determined time


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6.6. Airport Ice Warning System (Ice Only Threat)

In the event the weather predicts a threat of surface ice, or on-going prevailing conditions indicate hazardous surface conditions, the ADM will instigate Anti Ice procedure.

6.7. Operational Briefing

When snowfall is expected and circumstances allow, the ADM will chair a 'pre-meeting' to brief clearance teams on any variation to Clearance Priorities, the location of Snow Dumps (if different to those detailed in the Winter Operations Plan) and methods of communication. The ADM will also provide an overview of the weather forecast, and procedures for the mobilisation and forward holding of the snow fleet. The ADM is responsible for ensuring the appropriate communications channels are established and monitored in readiness for snowfall.

6.8. Downgrading of Winter Threat Status Level

In order to ensure airports users and Doncaster Airport Senior Managers are conversant with the latest threat status, the ADM must ensure SMS/Essendex messages are issued to confirm any downgrade in threat status. For example, if Winter Threat Status Level 3 is in force, snowfall has ceased and airport operations are relatively normal, an SMS/Essendex message should be issued confirming the most relevant threat status (Level 1 if further snow is forecast). The message should include a plain English statement of the latest position, e.g. “EGCN: Snowfall ceased, ice will continue to affect the airfield from XXXXX to XXXXX” or “EGCN: Snowfall ceased, ice will continue to affect the airfield from XXXXX to XXXXX, further snowfall expected from XXXXX to XXXXX”.

7. SURFACE INSPECTION REGIME

7.1. General Policy

Once the Winter Operations Plan has been activated, or when freezing conditions are anticipated, a process of routine inspections of all airport surface areas will take place. These inspections will take place at regular intervals and logs will be kept. Whilst it is not practicable to carry out a continuous monitoring of all areas, the programme of inspections is determined to be suitable for aiming to keep as many of the accessible surfaces as possible free from ice and snow.


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(N:B Routine Inspections of all manoeuvring areas will be conducted as per AOU SOP 001 and as stated below in the event of reduced activity.)

More than two hours has elapsed between aircraft movements or surface inspections.

If there has been a change in surface condition / Temperature from forecasted weather.

As per the SNOWCo / ATC request

When there is contaminate on the runway surface ATC need to be kept up dated of the runway

conditions. The nature of the surface covering shall be defined using the categories as described on

page 6 section 2.2. Reporting of surface contaminant shall be carried out as per section 2.5 Page 7.

7.2. Division of Responsibilities

In order to ensure accurate records of surface inspections are maintained, the Airfield Operations Officer will be appointed to assist the Airport Duty Manager in maintaining records of all operational decisions taken (i.e. runway closure and reinstatement, taxiway closure and reinstatement, details of areas cleared and treated, records of surface inspections, etc. The Airfield Operations Officer will be responsible for supporting the Airport Duty Manager and ensuring that inspections of all airside areas (including stands) are undertaken at intervals not less than two hours. Airfield Operations will be responsible for maintaining similar records of Apron Stand areas, airside roads and passenger walkways. The RFFS DSM will be responsible for conducting and recording inspections of Fire Station Forecourts, Emergency Access Routes and Rendezvous Points. Areas of concern that are identified during the inspection process will be relayed to the Airport Duty manager for clearing/treatment action to take place. If necessary, areas will be closed to pedestrians or traffic until treatment has taken place. Inspection frequency may be altered at the discretion of the Airport Duty Manager if conditions are rapidly changing.


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8. SNOW CLOSURE POLICY (SNOCLO)

8.1. Initiation

The presence of even small accumulations of wet snow can significantly affect the performance of an aircraft. A plan to clear the runway will be initiated when the depth of accumulation is expected to exceed 3mm of slush or wet snow. The time of any snow closure will be notified to ATC and the airport community as far in advance as possible thus enabling operators to manage pushback, turnaround and de-icing activities in the most efficient manner.

Flight operations may continue until such time the runway is formally closed for snow clearance, however, once snow has started to accumulate continued operations will necessitate frequent inspections of the runway to ensure accurate surface state reports are available to pilots. Surface State reports will include the coverage, type(s) and depth of contaminant present in each third of the runway, as described in Section 2.1. The decision to close a runway will account for the need to remove contaminants from the runway surface in a manner which minimises operational impact, but considers the risk that any accumulations of slush, standing water or wet snow may freeze if left untreated.

8.2. Light Snowfall

During or after a light snowfall, experience has demonstrated that a period of approximately 120 minutes is required to clear and anti-ice the runway. In these circumstances a ‘SNOCLO message’ will be issued by SNOWTAM & NOTAM with an expected duration of 120 minutes.

8.3. Prolonged or Heavy Snowfall

During or after heavy snowfall, a longer duration of snow closure may be necessary. In these circumstances, a ‘SNOCLO message’ will be issued by SNOWTAM & NOTAM promulgating the expected duration of closure. If circumstances dictate, the ADM will consider the need to extend the estimated closure duration.


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8.4. Runway Possession

Whilst snow clearance is in progress on the Runway, the Runway will be closed by ATC and will remain under the control of Airfield Operations. The remainder of the Airfield Manoeuvring Area will continue to be under ATC control. The Runway will remain closed until sufficient clearance of the Priority 1 areas detailed in Section 9 has been completed to allow safe operations to resume.

8.5. Runways – Return to Service Procedure

The Airport Duty Manager or Airfield Operations will adopt the following procedure when reinstating a runway for operational use under the control of ATC.

Ensure that the runway surface has been inspected for FOD and is safe for use by aircraft.

Ensure that all Snow-clearing Vehicles have vacated the runway. The ADM & or Airfield Operations or designate will confirm that all Snow-Clearing vehicles are aware of the operational status of the runway by making a general broadcast on Channel 1. Appropriate read-backs must be obtained to confirm the information has been received and understood by all parties.

Ensure, when necessary, that the Aerodrome has been safeguarded for Category 3 operations and that all personnel are aware of the LVP State in force.

Undertake a confirmatory runway inspection to verify the points 1-3 are in order.

Confirm that an appropriate level of Fire Category is available. NB. Upon closure RFFS will deploy personnel to undertake snow clearing duties and therefore the ADM must liaise with the RFFS DSM to determine the available level of Fire Category before allowing operations to continue. Subject to the schedule of movements (i.e. the maximum size of aircraft expected), the ADM and RFFS DSM may elect to declare a reduced level of Fire Category to allow a limited number of RFFS personnel to continue snow-clearing duties. Any reduction in Fire Category must be promulgated to operators via Essential Aerodrome Information and NOTAM. On completion of actions 1-5, the ADM or AOU will make a RTF transmission directly to the Air Traffic Controller, stating: “Runway is serviceable and available for use under your control. All vehicles have vacated. The surface state is XXX/XXX/XXX (plus amplifying comments)”. This message must be made by The Airport Duty Manager or Airfield Operations and must be made by RTF, directly to the Air traffic Controller. This message must not be made by telephone.


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9. ORDER OF SNOW CLEARANCE

9.1. Manoeuvring Area Clearance

In accordance with the policy and objectives at Section 2, the following areas are prioritised for snow clearing:

9.1.1. Clearance area 1

Runway (Full length/Width)

Taxiway Charlie (Ensuring vehicle/Person does not encroach the Critical part unless CP1 are aware)

Stands 1L – 5L and Push Back area adjacent to stands 2R & 5R

Stands 13 & 14, 2Excel Apron and Delta Taxiway from these stands to Hold point Alpha 7.

Passenger and Staff Walk ways from Airside Village to Control point 1.

Airside road from CP1 to WWTW (Including Gates 1, 2 & 3 and Entrance to Baggage Hall for EBT access / exit.

Bell mouth at A1, Bravo and A7 up to the first Stop Bars.

Fire Station Entrance / Exit to Z11.

AVGAS re-fuelling area


Taxiways Foxtrot, Delta, Echo, stand Golf (Including Maintenance Apron) and Alpha 7 to Alpha 5

Main Apron stands 2L, 1R & 5L

Cargo Stands 16 to 17.

Airside Village (rear)

Undershoot from Z8 to WWTW


Crash Gate 2 and 3

Alpha 1 to Alpha 4

Taxiway Bravo

Stand 12 / 13 / 14

Taxiway Golf


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A Vehicle Path from Z10 to Z8 (Including Crash Gate 5)

Engineering forecourt

Road to ATC

Engine Test Bay

Fire Training Ground

9.2. Runway Clearance Priorities

General Principles The following is a basic clearance plan, which may require adaptation to suit prevailing weather conditions. 3 x Snow Brushes will be deployed immediately at the onset of snow to the runway. ALL equipment will enter at Z9. Vehicles and Equipment will conduct clearing in a staggered formation (Echelon) with Plough, brush and blowers operating unless otherwise instructed. Snow Brush 1 will take position on the centre line (slightly over ensuring centre line lights are visible.) and begin Sweeping and blowing operations (Deployment will depend on prevailing wind conditions.) Snow Brush 2 Will commence their run (4M to the side of Snow Brush 1) and 5 Meters behind, Snow Brush 3 will commence their run (4M to the Side of Snow Brush 2) and 5 Meters Behind. The Snow Cutter will then operate along the edge of the runway to disperse the snow banks from the runway surface over the edge lighting and onto the clear and graded areas. This process to be repeated until runway condition is safe for operating aircraft. The Above procedure May change dependant on weather conditions, equipment available and personnel. The Airport Duty manager will instruct of any change to procedure required. Runway clearance will mean full length & Width, Both turning circles (Ensuring all AGL is visible) Both Alpha Bell mouths back to the Cat III Hold stop bars and the Bravo stop bars. During runway clearing operations, ALL remaining snow clearing equipment and staff will be deployed to Taxiway Charlie and the Apron. NB In the event of snow clearing during Snow fall and runway still operational (Less than 2mm) All equipment conducting snow clearing on the runway will be driven at 18mph MAXIMUM. In the Event of Airport closure due to Snow, ALL vehicles clearing snow on the runway will reduce speed to MAXIMUM of 10mph to ensure effective clearing. Snow ploughs will also be deployed.

9.3 Snow Dump Areas.

Whenever a threat of snow with accumulation is forecast, the stands listed in the table below will be closed to aircraft and reserved for storing cleared snow, The stands will remain closed until such time a natural thaw occurs, or snow dumps can be moved to an alternative storage location. These areas may be adjusted according to the severity and longevity of snowfall.


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Persistent or Heavy Snowfall In the event a severe snowfall scenario is forecast, additional stands will be closed to facilitate the prompt and efficient movement of snow from high priority stands. When conditions allow, snow dumps will be moved to more permanent storage locations, namely stands 1L & 5R. It is therefore likely these stands will remain closed for a prolonged period of time, possibly several weeks. Main Apron

Stands 5R Snow Dump Area

Stands 1L Secondary Snow Dump in the Event of Heavy Snow Fall

Cargo Apron

Stand 12 Snow Dump Area

Stand 17L Secondary Snow Dump in the Event of Heavy Snow Fall

Taxiway Alpha / Charlie

Disused Bravo Snow Dump Areas

ETB/Z9 Road/Z2/Z3 Secondary Snow Dumps in the Event of Heavy Snow Fall

Runway

Snow Banks Providing they conform to Appendix A

Z10 Eastern/Z9 Eastern/ Bravo

Secondary Snow Dumps in the Event of Heavy Snow Fall

Foxtrot / Echo

Disused Foxtrot Snow Dump Areas

Disused Foxtrot Secondary Snow Dumps in the Event of Heavy Snow Fall


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10. FROST AND ICE CONTROL

10.1. General Guidance

Compared to snow events, the prevention of frost or ice on the runway, taxiways and apron is more frequent but requires a less extensive response. This resource will be drawn from the Airfield Operations unit or in absence of department from RFFS. . No further activation of the Winter Operations Plan is normally required. As frost or ice can form quickly over a large surface area, it is not possible to guarantee that all areas will be treated, particularly when a ‘flash-freeze’ scenario occurs. All airside users should be alert to the presence of ice hazards and take appropriate care. ‘Flash-freezing’ is a common feature of UK winter weather and usually occurs following a rapid decrease in surface temperature as precipitation dissipates and the sky clears. A ‘flash-freeze’ scenario can occur within a period of minutes, providing only a short window of opportunity to carry out anti-icing as precipitation ceases and the temperature falls. Airside users should also be aware that the temperatures will often subside during the period immediately following daybreak, posing a greater risk to operations during a busy morning peak period. Areas of treatment on the Airfield taxiways will be dependent on predicted Traffic so as to not cause delays to inbound/Outbound movements.

10.2. Stand De-icing Granules (“Self Help”)

Gate bridge’s containing solid de-icing granules are provided on all apron areas for the purpose of enabling treatment of specific ice or snow hazards (see also Section 5.2 – Responsibilities of All Airfield Staff).

10.3. Airfield Anti-Icing Strategy

Whenever ice conditions are likely the Airport Duty Manager should undertake pre-emptive airfield anti-icing in an attempt to prevent the accretion of ice. The following factors should be considered when taking a decision to anti-ice: -

The amount of surface water present on the Movement Area and the potential for anti-icing chemicals to become diluted.

Actual and Forecast Surface Temperatures.

The current weather, and likelihood of precipitation in the form of sleet/rain in advance of snowfall.


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10.4. Holdover Considerations

The ADM should remain alert to the potential for significant dilution of anti-icing fluid during and after precipitation. It is possible further applications of anti-icing fluid will be required in order to prevent the formation of ice. However, this will largely depend on prevailing and forecast surface temperatures, and the intensity of snowfall. The Airport Duty Manager will remain alert to the weather conditions, and in particular, the extents of any precipitation post anti-icing in order that an assessment of the likely holdover time can be made. This information will be passed across subsequent shifts in order to ensure well balanced decisions can be taken over a period of several days.

10.5. General Considerations

Anti-icing operatives should be instructed to treat the runway full length and to a width of 45m but ensuring the turning circles are fully treated. Also operational taxiways, this should be done with the Scania De-Icer sprayer. Particular attention should be paid to treating taxiway turns and intersections where it is likely an aircraft fillet will deviate from the central portion of the taxiway during any ground swing or taxi manoeuvre. Hard-standing areas and parking stands should be treated comprehensively. Successful treatment of these areas will prevent loss of traction and grip during pushback, and whilst aircraft are turning onto stand.

10.6. Anti-Icing – Application Rates

The manufacturer’s guidelines will be used as a guide for determining the application rates, Applications rates will be increased when surface temperatures fall below prescribed threshold levels, or when treating ready formed ice. These Guidelines are available upon request from the RFFS.


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11. INBOUND DIVERSION POLICY & ATC FLOW MANAGEMENT

11.1. Diversion Policy

Widespread winter weather conditions across the UK can result in flight diversions due to airport snow closures or reduced airfield capacity and air holding delays. Subject to availability, Doncaster Airport is prepared to accept diversions, up to and including Boeing 787 aircraft. Priority will be given to commercial operations, over Military and Private Flights. All Divert requests will be via the Airport Duty Manager, she/he will only make the decision based on capacity and based traffic.

11.2. Capacity Monitoring

In order to protect our normal schedule of flights, Airfield Operations will closely monitor the operational capability of UK Airports and determine the number of parking stands available for diversionary aircraft. This assessment will be made at intervals of not less than 12 hours between the months of November and March inclusive. In the event of significant disruption at Doncaster Airport and limited availability of parking stands, a decision may be taken not to accept inbound diversions. Such decisions will be promulgated by NOTAM

12. ENVIRONMENTAL CONSIDERATIONS

12.1. Drainage System Requirements

Prior to the instigation of anti-icing procedures, the ADM should obtain positive confirmation from the Engineering Manager / Environment manager that the drainage system has been placed into ‘containment’ This is to prevent anti-icing materials from contaminating local watercourses, a mandatory requirement of the Environment Agency.


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Appendix A

Snow Banks (Height & Depths)

Appendix B


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SNOW CLEARANCE PRIORITIES

Clearance area 1

Runway (Full length/Width) (See section 11.1)

Taxiway Charlie

Stands 1L to 5L and Push Back areas adjacent to stands 1L & 5R

AVGAS facility re-fuelling area

Stands 13,14, 2Excel Apron and Delta Taxiway from these stands to Hold point Alpha7.

Passenger and Staff Walk ways from Airside Village to Control point 1.

Airside road from CP1 to WWTW (Including Gates 1, 2 & 3 and Entrance to Baggage Hall for EBT.

Bell mouth at A1, Bravo and A7 up to the first Stop Bars.

Fire Station Entrance / Exit to Z11.


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Clearance area 2

Taxiways Foxtrot, Delta, Echo, Golf (Including Maintenance Apron) and Alpha 7 to Alpha 5

Main Apron stand 5R

Cargo Stands 16 to 17.

Airside Village (rear)

Undershoot from Z8 to WWTW


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Clearance area 3

Crash Gate 2 and 3

Alpha 1 to Alpha 4

Taxiway Bravo

Stand 12


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Clearance area 4

A Vehicle Path from Z10 to Z8 (Including Crash Gate 5)

Road to ATC

Engineering forecourt

Engine Test Bay

Fire Training Ground


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Department Position / Type Call sign

Airport Management Managing Director Mike Delta 1

Airfield Operations HOA Ops 1

Airport Duty Manager Ops 2

Airfield Ops Officer Ops 3

Operations Vehicle Ranger 1

Operation Minibus Ranger 3

Operations Coach Ranger 4

RFFS FSM Fire Chief

Duty Station Manager / Watch Manager Airport Incident Commander

Fire Tender Fire 1

Fire Tender Fire 2

Fire Tender Fire 3

Command Vehicle Fire 9

Bird Control Seagull

ATE ATE Manager Tels 1

Vehicle Tels 2

Engineering Engineering Manager Works 1

Duty Engineer Works 2

Old land Rover Works 4

Maintenance Vehicle Works 6

Airport Sweeper Works 9

Winter / Summer Ops Scania De-icer De-icer 1

Knight Sprayer De-icer 2

Team Sprayer (spare de-icing unit)

Quad Bike De-Icer 3

Grass Maintenance Grass Cutter 1

Snow Brushes (Dan Liner / Siccards / Overaasen)

Snow Brush 1 - 7

Snow cutter / blower Cutter 1 / 2 / 3

Apron Brush Brusher 1 / 2

Landside Gritter Gritter 1

Security Security Station Manager Sierra Alpha

Team Leader Sierra Bravo

Agent Sierra Charlie

Security Vehicle Sierra Mike

Handling Agents Swissport Pushback Swissport Tug 1

Swissport Tug 2

Swissport Tug 3

Swissport Tug 4

Refuellers Conoco Bowser

Environmental Vehicle? Green 1

Textron Push back Tug Cessna tug 1

Cessna tug 2

AOC Control Room Control

Agent Control 1


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2016-2017 Winter Operations Vehicle / Equipment list

Scania de icer one

John Deere 6820 - Knight sprayer apron/ Charlie / service roads

Team sprayer (spare)

Spb 05 Iveco Overaasen combo (fitted with Rasco plough)



Rolba 1

Rolba 2

John Deere 6930p - Sutton front brush/bunce snow cutter

Apron brush

Rasco ploughs x 4

Bunce ploughs x 3

Tractor 6910 - Rasco gritter

Dan line 1 serviceable Front line spare for Overaasen

Dan line 2 serviceable Front line spare for Overaasen

Sicard 4 (Cat engine)

Sicard 1 (Perkins engine)

Sicard 3 (Perkins engine)

Valmet tractor forks

SnowEx Broadcaster (fitted to rear of Ranger 1)

SnowTec x 2 (hand push snow cutters)

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