"Visual Docking Guidance Systems"
UNITED KINGDOM CIVIL AVIATION AUTHORITY NOTICE TO AERODROME LICENCE HOLDERS Aerodrome Standards Department, Aviation House, Gatwick Airport South, West Sussex, RH6 0YR 2008/09 VISUAL DOCKING GUIDANCE SYSTEMS REFERENCES CAP168 Chapter 6, paragraph 7.2.4 ICAO Annex 14, paragraph 5.3.24 ICAO Aerodrome Design Manual, Part 4 – Visual Aids, paragraph 12.1 INTRODUCTION 1 A number of incidents have occurred at UK airports where damage to aircraft and aerodrome infrastructure has been caused while parking aircraft on stand. The Air Accidents Investigation Branch (AAIB) has issued several recommendations as a result of the findings of their investigations. The likelihood of such incidents can be minimised by the installation of ICAO compliant Visual Docking Guidance Systems (VDGS) on those aircraft stands where there is a risk of such an incident. PURPOSE 2 This NOTAL introduces a requirement for Aerodrome Licence Holders to establish a programme to install ICAO compliant VDGS 1 where necessary at UK licensed aerodromes. SCOPE 3 This NOTAL applies to all those UK licensed aerodromes that have aircraft stands where a precise aircraft parking position is required and alternative means such as marshallers are not provided. 1 See Appendix 2 1 NOTAL 2008/09 DISCUSSION 4 ICAO introduced Standards And Recommended Practices (see Annex 14 paragraph 5.3.24) for VDGS in 1995, and provided supporting guidance in the ICAO Aerodrome Design Manual. The ICAO guidance notes specify the need for compliant VDGS “…when special passenger loading facilities connect the terminal building to the aircraft…”, and also recommend the use of compliant VDGS for stands not equipped with loading bridges. 5 In May 2006, CAP 168 was amended to introduce a requirement (Chapter 6, Para 7.2.4) for compliant VDGS to be installed as soon as practicable. 6 In December 2007 Aerodrome Standards Department (ASD) consulted with the Airport Operators Association (AOA), to determine how best to assist aerodromes in expediting their compliance with the requirement in CAP168. A joint focus group identified those factors that should be taken into account by Aerodrome Licence Holders when establishing their programme to comply with CAP 168 (see Appendix 1). IMPLEMENTATION 7 Aerodrome Licence Holders shall establish and implement a programme/plan to provide compliant VDGS. The programme should: a) identify stands with VDGS which are non-compliant with ICAO; b) detail the timetable for the provision of ICAO compliant VDGS on those stands and any other stands where a need is identified, and c) prioritise the work, based upon a risk assessment where necessary. 8 The risk assessment should consider the risks arising from the aerodromes’ stand infrastructure and procedures, so as to prioritise the implementation programme. 9 Aerodrome Licence Holders should also consider whether Advanced Visual Docking Guidance Systems (A-VDGS), which provide additional information such as the numerical closure rate to the stop position, would provide a better solution for the location in which it will be utilised. 10 The programme should be sent to email@example.com by 30 June 2009 for agreement with the aerodrome inspector, and should be completed by 31 December 2012. Progress towards full compliance at aerodromes will be monitored through ASD’s audit and development programmes. 11 This NOTAL is implemented with immediate effect. QUERIES 12 Any queries or further guidance required should be submitted by email to the Head of Aerodrome Standards Department at the following email address: firstname.lastname@example.org August 2008 2 NOTAL 2008/09 Appendix 1: Factors To Consider When Determining The Priority And Timetable For The Implementation Programme: The following points were determined by a joint CAA/Industry working group and are provided as guidance for use by Licence Holders when conducting the risk assessment specified in NOTAL 2008/09 (Reference paragraphs 7 and 8). Licence Holders should also be cognisant of other location-specific hazards or mitigation measures that may need to be taken into account when conducting the risk assessment. 1. Hazards associated with aircraft manoeuvring and parking, and which therefore make the accuracy of aircraft position on-stand more critical: a) Provision of an airbridge on the stand, whether apron drive or nose loading; b) Provision of a fuel hydrant system; c) An unusual stand configuration, such as: I. where the stand centreline is not at 90 degrees from the taxiway centreline, II. where the stand centreline changes direction, III. where two or more centrelines converge towards a point, IV. where there are two parking positions for an airbridge (stands where an airbridge is serving a number of stand centrelines or on stands where different sized aircraft may require pre-positioning of the airbridge); d) When a range of different sized aircraft operate on the stands; e) Stands operating international flights (to maximise interoperability as compliant systems become increasingly widespread); f) When the stand is known, or perceived to be size-constrained, such as where there are fixed obstacles (e.g. stand furniture) in close proximity to an aircraft when it is being parked, the purpose being to minimise pilot distraction; g) Minimum stand size (separation from obstacle/adjacent aircraft is the minimum permitted in CAP 168). 2. Factors that could affect the priority assigned by airports for the completion of this work: a) When stand or apron use is dedicated to a particular aircraft operator; b) When there is a based operator with a limited pilot pool; c) Where there is a consistent stand layout on an apron, or section of an apron, to assist non-based operators; d) Where marshallers are provided. If marshallers are always used, VDGS may not be required. – End – 3 NOTAL 2008/09 Appendix 2: ICAO Compliant Visual Docking Guidance System (VDGS) VDGS Requirements A-VDGS Requirements (Additional requirements above VDGS) General General • Can be used Day and Night • Used where it is appropriate to • Accuracy of system suitable for display and confirm aircraft type Loading Bridge and aircraft • Docking guidance provided on a servicing installations single display • Preferably without aircraft • Shall provide emergency stop selective operation indication Azimuth Guidance Unit Azimuth Guidance Unit • Located ahead of extended • Indicates lateral displacement centreline • Indicates direction of azimuth • Provides unambiguous left/right correction to acquire centreline guidance • If colour change needed Green/aligned Red/deviated • Can be used by both pilots Stopping Position Indicator Stopping Position Indicator • Located in conjunction, or • Indication of distance to stop sufficiently close, to azimuth position guidance unit so pilot does not • An indication when aircraft has have to turn head reached stop position • If colour change needed, • A warning if aircraft has overshot Green/proceed Red/stop point stop position reached • Closure distance and rate shall • Shall provide closing rate be provided 15m prior to stop information position • Closing rate information over at • Closure distance displayed in least 10m numerals to stop position and to 1 • Can be used by both pilots decimal place over last 3m 4 NOTAL 2008/09 The following NOTALs remain effective: 2008/08 Notification of Aeronautical Information 2008/07 Issue of Authorisations under Article 144 of the Air Navigation Order (ANO) 2005 to Aerodrome Personnel 2008/06 Aircraft Classification Numbers on Flexible Pavements: Revised Alpha Factor Values 2008/05 Transport of Bio Diesel in Multi-Product Pipelines 2008/04 RFFS Category Special Aerodromes, Initial Emergency Responder 2008/03 Aerodrome Boundaries 2008/02 On-Aerodrome Development 2008/01 Blast Pads and Runway Ends 2007/07 Calibration of Runway Visual Range (RVR) Assessment Using Human Observers 2007/06 UK Implementation of Aerodrome Movement Area ‘Hot Spots’ 2007/05 New Style Aerodrome/Heliport and Aircraft Parking/Docking Charts in the UK Aeronautical Information Publication 2007/04 Introduction of RNAV (GNSS) Instrument Approach Operations 2007/03 Submission of Required Documents in Electronic Form 2007/02 Assuring the Safety of Operations with Reduced Runway Length Available 2007/01 Runway Incursions (Revised Definition) 2006/10 Operational Trials 2006/09 Winter Operations 2006/08 Initiation of Low Visibility Procedures Due to Low Cloud Ceiling 2006/07 Dangerous Goods Issues Relevant to an Aerodrome Rescue and Fire Fighting Service (RFFS) 2006/05 Delethalisation of Structures in a Runway Cleared and Graded Area 2006/03 Naming of Aerodromes Notified in Aeronautical Information 2006/02 Operations by Aircraft Deploying Brake Chutes 2005/06 Light Emitting Diodes (LEDs) Used In Markings, Aeronautical Ground and Obstacle Lighting Systems 2005/05 Changes to Bird Control Measures Under The Wildlife and Countryside Act 1981 & The Wildlife (Northern Ireland) Order 1985 2004/06 The Introduction of Combined Licensed Aerodrome and Air Traffic Control Service Safety Audits 2004/05 Rescue and Fire Fighting Services Remission 2003/02 Requirements for Code F Facilities and the Introduction of A380 Aircraft Operations 1997/01 Safeguarding the View from Visual Control Rooms 1993/01 Helicopter Wake Vortex 1992/01 Procedure for the Issue of Notice to Aerodrome Licence Holders (Revised) 5