DIA Air Transport Apron Procedures

OCTOBER 2023 VERSION 1.4

Contents
Introduction ........................................................................................................... 1
General Overview ............................................................................................... 1
References .......................................................................................................... 2
Definitions and Terms ............................................................................................ 3
Air Transport Apron Occupancy - References ........................................................ 4
Apron Occupancy Chart – Legend ....................................................................... 4
Apron Occupancy Chart – Aircraft Types ............................................................ 5
Air Transport Apron – Bay Occupancy Restrictions............................................. 7
1. Air Transport Apron Occupancy Charts ............................................................ 8
Air Transport Apron Occupancy Chart – Primary Bays 1-12 ............................... 8
Air Transport Apron Occupancy Chart – Primary Bays 21-25 ........................... 10
Air Transport Apron Occupancy Chart – Secondary Bays .................................. 11
Air Transport Apron Occupancy Chart – Helicopter Bays .................................. 12
2. Apron Manoeuvring ....................................................................................... 13
2.1 Aircraft Manoeuvring............................................................................... 13
2.2 Aircraft Towing Guidelines ...................................................................... 13
2.3 Engine Runs ............................................................................................ 13
3. Aircraft Turnaround Procedures ................................................................. 14
3.1 Prior to Aircraft Arrival ........................................................................... 14
3.2 Aircraft Arrival ......................................................................................... 18
3.3 Aircraft Turnaround and Servicing .......................................................... 18
3.4 Aircraft Departure .................................................................................. 22
3.5 Special Procedures – Air Transport Apron ............................................... 26
4. Code F Aircraft Operations ......................................................................... 27
4.1 General Information ................................................................................ 27
4.2 Bay Allocation.......................................................................................... 27
4.3 Airbus A380 Operations........................................................................... 28
4.4 Antonov An-124 Operations .................................................................... 29
4.5 Code F Aircraft Ground Handling ............................................................. 29
5. Spill Response Procedures.......................................................................... 30
6. Baggage Handling System ............................................................................. 31
6.1 Baggage Handling Overview ....................................................................... 31
6.2 Baggage Make-Up (BMU) ............................................................................ 31
6.3 GSE in BMU ................................................................................................. 32
6.4 BMU – Vehicle Movements .......................................................................... 32

DIA Air Transport Apron Procedures – October 2023 | V1.4

 6.5 Baggage Reclaim ........................................................................................ 33
6.6 TIBS – Tracking Information Baggage System ........................................... 33
7. Severe Weather & Thunderstorm Alerts ..................................................... 34
7.1 Thunderstorm Alerts ................................................................................... 34
7.2 Strong Winds and other Severe Weather Conditions .................................. 35
8. Security ......................................................................................................... 36
8.1 General Security Requirements ............................................................... 36
8.2 Security Restricted Area .......................................................................... 36
8.3 Access Control Point ................................................................................ 36
8.4 Gates ....................................................................................................... 37
8.5 Unattended or Suspect Items.................................................................. 37
9. Reporting Incidents and Accidents ................................................................ 38
9.1 Reporting to Darwin International Airport .............................................. 38
9.2 Reporting Accidents or Hazard ................................................................ 38
10. Airside Safety ............................................................................................ 39
10.1 Safety Promotion..................................................................................... 39
10.2 Airport Safety & Operations Committee .................................................. 39
10.3 Airside PPE Policy .................................................................................... 40
10.4 Airside Use of Bicycles Policy .................................................................. 40
10.5 Compliance and Auditing......................................................................... 41
10.6 DIA Contacts ........................................................................................... 41

DIA Air Transport Apron Procedures

Introduction
General Overview
The purpose of the DIA Air Transport Apron Procedures has been produced in the interests
of safety and security at Darwin International Airport and details the particulars of the
procedures for aircraft parking control on the Air Transport Apron and to ensure the safety
of aircraft during ground manoeuvring and aircraft servicing; and includes the following:

• Parking Bay occupancy (Apron Occupancy Charts) by aircraft type and any
restrictions that apply
• Apron manoeuvring procedures, including aircraft towing guidelines
• Aircraft parking
• General aircraft servicing and turnaround procedures
• Marshalling, NIGS and aerobridges
• Pushback procedures
• Spill management procedures
• Baggage handling
• Security requirements
• Reporting incidents and accidents

The Darwin International Airport Air Transport Apron has 17 primary aircraft parking
positions:
• Bays 1 – 12
• Bays 21 – 25
In addition to these there are secondary parking positions providing power-in/out
operations and/or flexible parking combinations.

Refer to Attachment 1 – Air Transport Apron Layout – Sheets 1 to 3.

Several parking positions are able to accommodate either Domestic or International

services.

Daily aircraft parking is allocated in accordance with these procedures and the guidelines
detailed in the DIA Terminal Operations Manual - Aircraft Parking Bay Allocation Guidelines.

The DIA Aircraft Parking Bay Allocation Guidelines details the processes for determining
aircraft parking priority (e.g. by aircraft size, frequency and type of service), allocating and
managing the coordination of day to day aircraft operations.

In accordance with IATA guidelines DIA is designated as a Coordinated Airport (Level 3)

requiring airlines to have been allocated a slot before they can operate services to/from
Darwin Airport.

The DIA Air Transport Apron Procedures is issued in accordance with the DIA Aerodrome
Operations Manual – 3.6 Aircraft Parking Control.

DIA Air Transport Apron Procedures 1

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The apron occupancy and aircraft turnaround procedures apply to all aircraft operators,
handling agents, refuelling companies, and other airside tenants and stakeholders and their
staff working on the airside at Darwin International Airport.

Aircraft Turnaround procedures outlined in this document are to be followed in conjunction

with each individual organisations’ procedures and requirements.

References
Regulatory Requirements
• CASA – Manual of Standards (MOS) Part 139 – Aerodromes:
Chapter 6 Division 4: Aprons
Chapter 8 Division 5: Apron markings
Chapter 11.14: Aircraft parking control
• CASA – Civil Aviation Orders:
o Section 20.3 Air Servicing Operations – Marshalling and Parking of Aircraft
o Section 20.9 Air Service Operations – Precautions in Refuelling, Engine and
Ground Radar Operations
• CASA Instrument number CASA 24/15 – Approval to mark pilot stop lines with
secondary aircraft parking positions (Darwin International Airport)
DIA
• Terminal Operations Manual
• Engine Ground Running Management Plan
• Aerobridge Operating Guide and Procedures
• Airside Drivers’ Guide and Airside Vehicle Control Handbook
• Aerodrome Manual 3.6 Aircraft Parking Control

ADG
• Airside PPE Policy
• Airside Use of Bicycles Policy

Airport Development Group

• Conditions of Use – Airport Development Group

DIA and ADG publications are available on the DIA website – Working on Airport - Working
at DIA | Darwin International Airport (darwinairport.com.au)

2 DIA Air Transport Apron Procedures

Definitions and Terms

ADA Authority to Drive Airside

Aircraft parking An open-air designated area on an apron for parking an aircraft.

position or bay

The defined area within the Security Restricted Area to accommodate

Air Transport
aircraft for the purposes of loading or unloading passengers, mail or
Apron
cargo, fuelling, parking or maintenance.

Aircraft The pushback of an aircraft by a tug or tractor from a designated

Pushback parking bay.

AVCH Airside Vehicle Control Handbook

Aircraft The servicing of an aircraft from the time it enters the bay until the
Turnaround aircraft pushback has been completed.

Maximum wingspan 36m includes aircraft such B737 All Series; Airbus;
Code C Aircraft
A319, 320 & 321; Fokker F70 & 100; and Embraer E170 & 190.

Code D Aircraft Maximum wingspan 52m includes aircraft such as Boeing B757 & B767.

Maximum wingspan 65m includes aircraft such as Boeing B747, B777,

Code E Aircraft
B787 and Airbus A330, A340.

Maximum wingspan 80m includes the Airbus A380 and Antonov AN-
Code F Aircraft
124.

Conditions of The Conditions under which operators use the facilities and services at
Use Darwin International Airport

Emergency A facility provided for airside staff should they come into contact with,
Shower & Eye fuel, oils or other hazardous substances.
Wash Facility

Foreign Object An aviation term for refuse/debris that could potentially cause damage
Debris (FOD) to staff, aircraft or equipment.

Jet Blast Exhaust from the rear of an operating jet engine (backwash from a
(or Prop Wash) propeller).

The process of loading/unloading, refuelling, cleaning, maintenance

Servicing and any other activity that is necessary for the aircraft during the
turnaround phase.

PPE Personal Protective Equipment – refer NTA Airside PPE Policy.

Visual Docking Guidance System (note may also be referred to as

VDGS
AVDGS or NIGS)

DIA Air Transport Apron Procedures 3

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Air Transport Apron Occupancy - References

Apron Occupancy Chart – Legend

Symbol Description

 Parking Available

AD Apron Drive Aerobridge (PBB)

ET Elevating Fixed T-Head Aerobridge

FH Hydrant Refuelling Available

Note Bays 5 to 8 hydrant refuelling available RHS (starboard) only

FT Tanker Refuelling Only

NIG VDGS Nose-in Guidance System

MAR Marshalling Required

PSB Pilot Stop Bar

TI Tail infringement over parking clearance line

4 DIA Air Transport Apron Procedures

Apron Occupancy Chart – Aircraft Types
The standard ICAO Aircraft Type Codes have been used to mark parking positions on the
apron, the table below details some of the common aircraft types and the applicable aircraft
codes when used to designate parking positions on the Air Transport Apron Bays:

Aircraft Aircraft
Aircraft Type Aircraft Type
Code Code

Antonov AN-124 A124 Boeing 747-400 B744

Airbus A310 A310 Boeing 747-8F B748

Airbus A319 A319 Boeing 757 B757

Airbus A320 A320 Boeing 767 B763

Airbus A321 A321 Boeing 777-200 B772

Airbus A330-200 A332 Note 2 Boeing 777-300 B773

Airbus A330-300 A333 Note 2 Boeing 777-8 B778

Airbus A330-800 A338 Note 2 Boeing 787-8 B788

Airbus A330-900 A339 Note 2 Boeing 787-9 B789

Airbus A340-300 A343 Boeing 787-10 B78X

Airbus A340-600 A346 Dash 8 (All) DH8C

Airbus A350-900 A359 Dash 8-Q400 DH8D

Airbus A350-1000 A35K Douglas DC-10 DC10

Airbus A380 A380 Embraer EMB-120 E120

Boeing 717 B712 Embraer 170 E170

Boeing 727 B727 Embraer 190 E190

Boeing 737-300 B733 NOTE 3 Fokker 70 F70

Boeing 737-500 B735 NOTE 3 Fokker 100 F100

Boeing 737-700 B737 NOTE 3 Ilyushin IL76 IL76

Boeing 737-800 B738 NOTE 3 McDonnell Douglas MD11 MD11

Boeing 737 Max 8 B38M NOTE 3 SAAB 340 B SF34

DIA Air Transport Apron Procedures 5

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Notes:

1. Parking designations may include several types due specific requirements for
refuelling, parking clearances or aerobridge requirements; or may be grouped if
using the same Stop Position – refer Notes 2 and 3.
2. A330 marking on Bay 1 applies to all A330 variants; Bay 3 is restricted to max size
aircraft Bay A330-300 subject to the restrictions detailed in the Air Transport – Bay
Occupancy Restrictions table.
3. When B737 series aircraft all use a common Stop Position it is marked as B737 ALL
SERIES

6 DIA Air Transport Apron Procedures

Air Transport Apron – Bay Occupancy Restrictions
The following Bay Occupancy Restrictions apply at Darwin International Airport – Air
Transport Apron.

Reference
Restriction Details
Note

A When BAY 1 is occupied by A380 or A124 – BAY 2 is restricted to max Code

D aircraft (B763)

B Taxilane behind Bay 3 not available to B763 aircraft and above when A330-
300 parked BAY 3 due Tail Infringement (TI)

C BAY 2 restricted to B763 when A330 parked BAY 3

E BAY 8 restricted to max B717/E190/F100

F BAY 6A restricted to max E120

G BAY 10 when E120 power-out; BAY 11 restricted to max E120

H BAY 10 when SF34 power-out; Bay 11 must be VACANT

I BAY 11 power-out; BAY 12 must be VACANT

J BAY 12 power-out; BAY 11 must be VACANT

K Pilot Stop Bars (PSB) SF34 unless otherwise marked (6A max E120)

L BAYS 11 & 12 must be vacant when BAY 11A occupied

M Bay 21 - B763 aircraft tow on only

N Bay 22 restricted to max E190/F100 when Bay 21 occupied by B763

Notes:
1. BAY 11A – used as storage Bay only for up to B789 aircraft – DIA assessment and
approval required for any aircraft not listed in Apron Occupancy Chart.
2. Unless approved by DIA all jet and turbo-prop aircraft above a wingspan of 20m must be
pushed-back; it is the responsibility of aircraft operators to ensure that a suitable tow-
bar is available or carried on board.
3. Any power-out requirements for aircraft >20m wingspan must be assessed and
approved by DIA and may be subject to conditions e.g. adjacent Bay to power-out
direction must be vacant.

DIA Air Transport Apron Procedures 7

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1. Air Transport Apron Occupancy Charts
Air Transport Apron Occupancy Chart – Primary Bays 1-12
Bay 1 2 3 4 5 6 7 8 9 10 11 12

AD ET ET ET AD
MAR MAR MAR MAR MAR MAR MAR
Details NIG NIG NIG NIG NIG
FH FH FH FT FT FT FT
FH FH FH FH FH

Bay
to be 3A 4A 5A 6A 7A
Vacant

Refer to Apron Occupancy Chart – Legend, Apron Occupancy Chart – Aircraft Types
Aircraft
and Air Transport Apron – Bay Occupancy Restrictions and Reference Notes


AN-124 A


A380 A

A350- 

800 A

A350- 

900 A

A350- 

1000 A

A340- 

600 A

A340- 

300 A

A330-  

200 A C

A330-  

300 A B, C

A330- 

900 A

A321     

A320           

A319           

A310   

8 DIA Air Transport Apron Procedures

 Bay 1 2 3 4 5 6 7 8 9 10 11 12

AD ET ET ET AD
MAR MAR MAR MAR MAR MAR MAR
Details NIG NIG NIG NIG NIG
FH FH FH FT FT FT FT
FH FH FH FH FH


A300 
A

B747- 

400 A

B747-8F 


B787 
A

B777-8  

B777- 

300 A

B777- 

200 A

B763   

B757   

B737           
ALL

B717            

F70            

F100            

MD11 

E170            

E190            

EMB-  
    
120 G, H G, H

SAAB 
     
340B J

Dash 8 –
 
Q400

DIA Air Transport Apron Procedures 9

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Air Transport Apron Occupancy Chart – Primary Bays 21-25
Bay 21 22 23 24 25

MAR MAR MAR MAR MAR

Details
FH FH FH FH FH

Bay to
be 23A 24A 25A
Vacant

Refer to Apron Occupancy Chart – Legend,

Aircraft Aircraft Types and Bay Occupancy Restrictions
and Reference Notes

A321     

A320     

A319     


B763
M, N

B757 

B737
    
(ALL)

B717     

DASH 8-
 
100

E170     

E190     

EMB- 
120 PSB, K

F100/70     

SAAB 
340B PSB, K

Notes:
1. Prior approval required from DIA Operations for parking of aircraft not listed in the
above tables.
2. Pilot Stop Bar and power-out operations limited to max wingspan 20m – includes
following aircraft: Beech 1900, Challenger 604, Learjet 36A, Falcon 900.
3. SAAB 340B approved power-out operations where marked.

10 DIA Air Transport Apron Procedures

Air Transport Apron Occupancy Chart – Secondary Bays

Bay 3A 4A 5A 6A 7A 11A 21A 23A 24A 25A

PSB PSB PSB PSB PSB MAR PSB PSB PSB PSB
Details
FH FH FH FH FH FT FH FH FH FH

Bay 11
to be 3 4 5 6 7 & 21 23 24 25
Vacant 12

Refer to Apron Occupancy Chart – Legend, Aircraft Tupes and Bay

Aircraft
Occupancy Restrictions and Reference Notes


A333
L


A343
L


B788/9
L


B763
L

EMB-         
120 K K K K K K K K K


IL76
L

SAAB         
340B K K K K K K K K K

Notes:
1. Secondary Bays power in/out operations only; all aircraft use the same Key Hole
marking.
2. Pilots of jet aircraft to be mindful of jet blast to adjacent Bays when during power-
out.
3. Pilot Stop Bar and power-out operations limited to max wingspan 20m – includes
following aircraft: Beech 1900, Challenger 604, Learjet 36A, Falcon 900.
4. Power in/out operations for aircraft with wingspan >20m must get prior approval
from DIA; and adjacent Bay must be vacant.
5. Bay 11A – Storage Bay only. Prior approval required from DIA Operations for aircraft
larger than B763; note depending on size of aircraft further restrictions may apply to
aircraft using Bay 10.
6. Prior approval required from DIA Operations for parking of aircraft not listed in above
table.

DIA Air Transport Apron Procedures 11

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Air Transport Apron Occupancy Chart – Helicopter Bays

Bay H1 H2 H 21 H 23

Bays to be
1 2 21, 21A 23, 23A
Vacant

Aircraft

Sikorsky S-92    

Notes:
1. Helicopters must park on designated parking positions unless alternative parking position
is approved by the Airport Duty Manager.
2. When using a non-dedicated Helicopter parking position, the adjacent bays must be
vacant.
3. Helicopter Pilots must follow taxi lines where available and must not transit across
parking Bays.

12 DIA Air Transport Apron Procedures

2. Apron Manoeuvring
2.1 Aircraft Manoeuvring
• Flight crews to be mindful of ‘jet blast’ and or ‘prop-wash’ on adjacent bays, facilities
and equipment during power-out operations and adhere to all apron line markings
with extreme caution during ground manoeuvring.
• Aircraft to use minimum power on apron.
• Commuter aircraft pilots must ensure either rotating beacon or strobes are
illuminated and visible to aircraft ground personnel prior to commencing ‘Start-up’.

2.2 Aircraft Towing Guidelines

• Only persons holding the appropriate category of ADA in accordance with the AVCH
(and Airside Drivers Guide) are permitted to carry out aircraft towing operations.
• Prior to any towing operations to/from the Air Transport Apron or from Bay to Bay,
approval must be obtained from ATC – note AFIS/CTAF procedures currently in place
2200 to 0600.
• Operators must establish who is the ‘person in charge’ of tow and who is
responsible for requesting approval e.g. Tug Operator or Engineer on board. ATC
directions must be followed at all times.
• When requesting clearance for towing, you must, identify who you are (call sign),
current position and intended destination. For example:
o WHO you are calling: Ground
o WHO you are: VH-ABC
o WHERE you are located: on Bay 25
o What you wish to do: Request tow from Bay 11A to Bay 1
• At all times during a tow operation, the ‘person in charge’ of the aircraft towing is
responsible for all radio communications; and maintain a constant ‘listening watch’.
• Operators in charge of radio communications must hold a CASA Radio Operator
Certificate (AROC).
• It is the responsibility of the Airline or Ground Handler that anyone involved in
towing (and push back) of aircraft have undertaken suitable training and assessed as
competent to carry out aircraft towing operations.
• Except when involved in the push back and/or relocating an aircraft on the Air
Transport Apron via the taxilane, Drivers involved in towing operations must hold an
Authority to Drive Airside (ADA) for the appropriate category e.g. CAT 3 required for
taxiways.
• Aircraft under tow must comply with the standards for lighting as described in the
operator’s procedures manual, and/or at minimum ensure that the aircraft’s anti-
collision and navigation lights are switched ON and operational prior to commencing
the tow.

2.3 Engine Runs

• All engine runs require prior approval from DIA and must be carried out in
accordance with the DIA Engine Ground Running Management Plan.

DIA Air Transport Apron Procedures 13

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3. Aircraft Turnaround Procedures
The operating airline is responsible to ensure that ground handling arrangements for the
turnaround of an aircraft are in place for all aircraft operations at Darwin International
Airport.

The airline and/or their ground handling agent must ensure that:
• Only those personnel that are suitably trained and qualified are to perform operational
duties, such as pushbacks, marshalling and general servicing, during aircraft
turnarounds.
• A person should be assigned to be “in charge” (supervising) of the operations.
• All personnel involved in the turnaround and servicing of an aircraft should be briefed of
their individual responsibilities.
• Personnel are briefed on the hazards associated with aircraft and vehicle movements.
• All personnel are complying with NTA Airside PPE Policy refer 10.3.

3.1 Prior to Aircraft Arrival

Bay Inspection
A thorough inspection of the aircraft bay is to be conducted (on foot) to remove any
obstructions or Foreign Object Debris ( ). Any spills or hazards are to be reported
immediately to the duty DIA Airside Operations Officer 0402 088 145.

Equipment and Personnel Staging

Equipment and personnel staging are to be in accordance with DIA Airside Driving Rules and
other operational or safety policies.

Tasks to be completed prior to an aircraft arrival should include:

• Confirm bay equipment availability and serviceability including chocks, cones, VDGS (or
marshalling equipment), GPU (if required).
• GSE and vehicles are to be positioned behind the equipment storage and staging areas
with the parking brakes applied prior to the arrival of the aircraft.
• Baggage trollies/dollies must have load secured.
• All personnel must wear appropriate Personal Protective Equipment (PPE) in accordance
with the NTA Airside PPE Policy.
• All personnel on the ramp must be aware of the location of the emergency fuel shut off
buttons.
• Where applicable VDGS (NIGS) activated; and aerobridges pre-positioned or in Home
position.
• Aerobridge must show a green light to indicate correctly positioned.
• Prepositioned pushback tugs at the front of the bay must be behind the red tug clearance
line (or parked in Equipment Storage Area).

14 DIA Air Transport Apron Procedures

Docking Guidance Systems
Aerobridge Bays are equipped with Safegate Docking Guidance Systems (VDGS) – note
Apron and Aerobridge Upgrade Project in progress and are not currently available on Bays 1
and 2.
The operation is based on laser scanning of the arriving aircraft. The systems on Bays
equipped with an Apron Drive Aerobridge are interlocked with the aerobridges and will not
operate unless the aerobridge is correctly parked in the Home or Pre-Position.
• DGS are operated by accessing the keypad control unit located on each bay; and
switched on or off by the aircraft operator or handling agent staff.
• The aircraft operator or handling agent staff must ensure that the bay is unobstructed
by vehicles or equipment and that the aerobridge is correctly positioned before the
arrival of the aircraft (green light showing).
• The procedure for operating the Operator Control Panel is a 3-step process using the
labelled keys.
Once the aircraft type is selected, the DGS performs a self-test and will display WAIT
during this period (this will take approximately 5 seconds) and then display the selected
aircraft type.
• Setting the DGS signifies to the flight crew that it is safe for the aircraft to enter the bay.
• The DGS captures the incoming aircraft and provides the pilot with azimuth guidance
and closing rate to their designated stop position.
• When the aircraft reaches the stop position, the display unit shows STOP.
• The aircraft should stop within approximately 100mm either side of the STOP line.
• The TOO FAR signal will be displayed if the aircraft has too much ‘roll’ and goes more
than 300mm past the STOP line. Depending on how far the aircraft has rolled, it may be
unsafe to dock the aerobridge and the aircraft may need to be repositioned prior to
docking the aerobridge.
• If for some reason the DGS is not required or incorrect aircraft type entered, the SHUT
DOWN key will ‘abort’ and cancel the docking request and return the system to ready
state.
• The operator should, be positioned adjacent the control unit in the event there is a
requirement to activate the Emergency Stop.

Remote VDGS - ‘Remote’ Operator control panels have been installed in the BMU.

• The panels ‘mirror’ the control panel installations located on the Bays (note Bays 1 and 2
currently not available).
• These panels have been installed to allow operators to access and activate during 5NM
Thunderstorm Alert or other adverse weather conditions, such as heavy rain.
• This allows the aircraft to taxi onto the Bay, reducing congestion in the taxilane and can
minimise delays due to thunderstorm conditions.

DIA Air Transport Apron Procedures 15

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Aircraft Marshalling
When the aircraft parking bays is not equipped with or the VDGS is either not available,
unserviceable or not calibrated for a particular type of aircraft, a marshalling service must be
provided in accordance with CASA Civil Aviation Orders (CAO) Section 20.3.

• The aircraft operator or handling agent is responsible for marshalling and parking of
aircraft. Note DIA staff do not provide aircraft marshalling services.
• Aircraft operators and handling agents are responsible for ensuring staff are trained and
available to marshal aircraft onto the allocated parking position.
• The Marshaller Stop Line is marked with the aircraft designations that are able to operate
on the respective bays.
• The aircraft designation is marked below the Marshaller Stop Line, as viewed by the
Marshaller (see photo e.g. the A320 through to B738 aircraft use middle bar MSB 2).

• Several aircraft types may be marked on the same Stop Line, in particular on Fixed
Aerobridge bays.
• Airside drivers must be alert to the presence of marshallers as their attention is focused
on the incoming aircraft.
• Personnel must not walk or drive between and inbound aircraft and the marshaller
directing the aircraft under any circumstance.
• Refer 3.5 Special Procedures – Air Transport Apron for B763 operations Bay 21; and B789
operations Bay 11A.

16 DIA Air Transport Apron Procedures

Aerobridge Operations
Aerobridges are installed on Bays 1 – 5.

There are two types of aerobridges in use at DIA:

• Bays 1, 2 and 5 – are equipped with Apron Drive Aerobridges.
• Bays 3 and 4 – are equipped with fixed T-Head type aerobridges.
• Prior to the aircraft arrival the aerobridge must be:
(i) Fully retracted if fixed aerobridge; or
(ii) Positioned in either the Home Position or the designated Pre-Position for the apron
drive aerobridges.
• Aerobridge must be showing the Green light.
• Aerobridges may only be operated by personnel who are authorised employees of the
airline or handling agent; and who have been trained and certified to operate aerobridges.
• No equipment, vehicles or GSE is permitted to be in the Aerobridge Keep Clear area.

Aerobridge Serviceability
When and aerobridge is out of service or cannot be fully retracted and/or cannot be moved
to the correct Pre-Position the bay may be withdrawn from service or standoff parking (e.g.
park short) may be approved.

Any enquiries or reports regarding the serviceability of aerobridges must to be directed to

the DIA Airport Duty Manager 0401 005 977.

For further aerobridge information and operating guidelines refer to the DIA Aerobridge
Operating Guide and Procedures document.

DIA Air Transport Apron Procedures 17

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3.2 Aircraft Arrival
Positioning the Aircraft
The following procedures should be followed when positioning the aircraft onto the bay:
• The nose wheel must stop on the correct stop line for the aircraft type (note the VDGS
may stop aircraft slightly short of the line if the aircraft approaches slowly and stops with
little or no roll).
• On parking Bays that do not have VDGS the aircraft is marshalled and stopped on the
designated stop line (refer Aircraft Marshalling).
• The tail of the aircraft must be within the Parking Clearance Line.

3.3 Aircraft Turnaround and Servicing

Aircraft Chocking
The following procedures should be followed after the aircraft has come to a complete stop:
• Aircraft chocked – methods should be appropriate to the aircraft type and in accordance
with the aircraft manufacturer and company procedures.
• Chocks should never be moved without the permission of the flight crew or lead dispatcher.
• Aircraft beacon switched-off.

Approaching the Aircraft

The following procedures should be followed after the aircraft has been chocked:
• All operators need to be aware of the Equipment must not move towards the aircraft until
the parking brakes are on, chocks are in position, engines have been shut down, anti-
collision beacons are switched-off; and approval from head dispatcher given e.g. all clear
“thumbs up”.
• All operators need to be aware of the safety considerations whenever approaching (or
leaving) an aircraft (e.g. Circle of Safety), ground servicing vehicles should not be driven
more than walking speed.
• Where GSE is such that operator’s vision is restricted (or is required to reverse) marshalling
must be provided.
• GSE is to have parking brake applied, with gear selector in park or neutral when positioned
at the aircraft; and stabilisers deployed (when applicable).
• GSE and other vehicles must not be left unattended while engines are running.
• Vehicles must not park or drive under the wing or fuselage (with the exception if refuelling
vehicles) unless there is a company procedure for servicing a particular type of aircraft.
• Servicing equipment and vehicles are required to remain a safe distance of 3 metres from
a parked aircraft, unless involved in servicing of that aircraft.
• Be aware of jet blast (prop wash and engine ingestion; ensure all safety distances are
maintained, in particular during refuelling operations.
• Speed limit – max 10kph – on apron and adjacent airside road must be adhered to.
Refer to the DIA Airside Drivers Guide for more detailed information regarding driving on the
airside and safety around aircraft.

18 DIA Air Transport Apron Procedures

Aerobridge Docking / Stairs
• Aerobridges and/or mobile stairs must not move towards the aircraft until all clear
(“thumbs up”) approval from the head dispatcher has been given.
Note: Companies may have procedures in place that allows initial movement of the
aerobridge following chocking of the aircraft, prior to the anti-collision beacon being switched
off, the operator procedures must include a signal (e.g. ‘wave’) from the head dispatcher to
the aerobridge operator that it is safe and clear for the aerobridge to approach the aircraft.
• Operators of aerobridges (and stairs) must use caution and slow when close to the
fuselage of the aircraft to ensure light contact between the aerobridge cabin/or stairs and
the aircraft.
• Company door opening/closing procedures must be followed.
• All aerobridges are to be removed from the aircraft during winds greater than 100km/h.
• Aerobridges must only be operated by trained and authorised persons in accordance with
DIA Aerobridge Operating Guide and Procedures.

Passenger Movements and Marshalling

The aircraft operator or handling agent is responsible for the control, safety and security of
passengers during disembarking and boarding of an aircraft, to/from Terminal Gates and
Aircraft door:
• Passenger movements on the apron between aircraft and the terminal building must be
closely supervised to all times to ensure that passengers follow the correct routes to and
from the aircraft, ensure that the ‘No Smoking’ and use of mobile phone policies are to be
strictly enforced.
• Children in particular need to be closely monitored to ensure they are accompanied by a
supervising adult.
• The positioning of vehicles and equipment must allow unobstructed pathway access to
and from the aircraft.
• Airlines and handling agents will need to have procedures in place for the handling for
special needs, such as, wheelchairs (e.g. hi-lifts or DPL).
• Passengers should not be on the apron area while an aircraft movement is occurring close
by.
• When passengers are boarding or disembarking, the route shall avoid fuelling zone areas
by following designated pedestrian walkways or marked by flagging tape (or barriers); in
particular when front and rear stairs are in use for dual boarding or disembarking, including
when using rear stairs when parked on an aerobridge bay.
• Arriving passengers will enter the Terminal via Gate A.

DIA Air Transport Apron Procedures 19

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Aircraft Refuelling
Hydrant refuelling facilities are currently provided on Bays 1-8; and 21-25.

Bays 5 to 8 7 hydrant refuelling available RHS (starboard) only – these Bays should be
avoided being used by Jetstar containerised A320 aircraft to mitigate congestion issues
during servicing and refuelling operations.

All airside operations in the vicinity of aircraft refuelling should include the following
procedures:

Clear Exit Paths

Fuelling operators and ground handling staff shall ensure equipment is positioned to allow
quick removal of fuelling equipment. Vehicles and GSE shall be positioned so that there is no
requirement for vehicles to reverse.

Fuelling Zones
• Vehicle engines should not be left running in the vicinity of refuelling operations
• Mobile phones, radios, PDAs or camera should not be used within 3 metre hazard
zone around fuelling equipment, hydrant connection or wing vents

Emergency Fuel Shut Off

All staff must be familiar with the location and operations of the
Emergency Fuel Shut Off buttons and how to contact Aviation
Rescue and Fire Fighting (ARFF) service.

Emergency Fuel Shut Off buttons are located at several locations at

the front of bays equipped with hydrants; and on-board hydrant
refuelling vehicles. Activation of the Fuel Shut Off button in the
event of an emergency will shut down all hydrant refuelling
operations on the apron. Note it may take some time to reinstate.

Emergency Deluge Shower and Eye Wash Facilities

Emergency shower and eye wash facilities are provided at several locations
on the Air Transport Apron. These facilities should be used by any airside
personnel that come in contact with hazardous liquids or other material.
Note these facilities are not to be used for general hand washing and the
protective caps must be left in place at all times to ensure taps are clear of
foreign objects.

Refer Attachment 3 – Emergency Shower & Eye Wash Stations

Fuelling of GSE
Airside Fuel Bowser facility is provided at the eastern end of the RPT Apron (adjacent the
Enhanced Inspection Area). Aircraft operators and handling agents can arrange access to
the fuel bowser from DIA. Fuelling of GSE or vehicles via jerry cans is not permitted on the
apron or in the equipment storage areas.

20 DIA Air Transport Apron Procedures

Aircraft Servicing
• General aircraft servicing may only proceed once the aircraft is parked on the bay,
chocked and with its engines and anti-collision beacons switched off.
• Operators of toilet servicing equipment must be vigilant to ensure that there is no
spillage or leakage; emptying/flushing of toilet service vehicles must be carried out at
the dedicated Waste Transfer Station adjacent the airside fuel bowser.
• Elevating loaders and other servicing equipment must only be used in accordance with
the company and aircraft servicing procedures; and the rules for driving airside.
• Tasks that involve working from a height of 2 metres or more are considered
high risk. Operators need to identify and assess hazards and have controls in
place.

Potable Water and Waste Dump Facilities

• DIA provides potable water fill points for the upload of potable water to aircraft. Users
must ensure the following requirements are met in use of these facilities.
i. point.
ii. Ensure any FOD around the potable water points is removed or reported to DIA.
iii. Ensure filling is monitored and water switched off as soon as filling is completed.
iv. On completion of filling, ensure that the filling hose is returned to the storage point
and the hose cap is secured.

• DIA provides toilet waste dump facilities located at the eastern end of the SRA adjacent
Gate Lima ACP. Users of the waste dump facility must ensure:
i. Only toilet waste is emptied into the macerator. Do not throw any hard rubbish
items such as, cloths, bottles, rubber gloves or food into the facility.
ii. Ensure the area is hosed down and all waste materials washed down the pit
following emptying of waste trucks/carts.
iii. Ensure all hoses are retracted and left tidy after each use.

• Ensure all taps are switched off.

DIA Air Transport Apron Procedures 21

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3.4 Aircraft Departure
Unless prior approval has been provided by DIA, all jet aircraft with >20m wingspan are
required to be parked nose-in and pushback for departure.

Aircraft Pushback
Following completion of aircraft servicing and all vehicles, GSE, stairs, aerobridges and GPU
(Bay 5) have been removed as per respective procedures and/or moved to a safe distance,
the following outlines the general requirements for aircraft pushbacks:

• Only personnel trained and qualified, and holding a valid ADA are permitted to perform
aircraft pushback operations.
• Category 2 ADA holders are permitted to pushback aircraft into the apron taxilane.
• Any vehicle engaged in a pushback must be authorised for use airside (AUA) and be fitted
with a radio capable of communicating with ATC.
• Situational awareness must be maintained with location of other persons, equipment and
infrastructure known at all times. The pushback must be stopped if safety is compromised
at any stage.
• The dispatcher must closely monitor vehicle movements in the vicinity of the aircraft just
prior to pushback.
• The tug operator must be in contact with ATC via radio and monitor Ground frequency
119.55 or 121.8 during pushback operations.
• When Air Traffic Services are not provided all communications and broadcasts will be on
CTAF frequency 133.1.
• All radio communications must be in accordance with radio procedures.
• All signals given by the dispatcher must be followed.

Commencement of Pushback
The following outline the requirements during the pushback sequence:
• The correct tug, towbar and bypass or shear pin must be used for the specific aircraft type
to be pushed back.
• Prior to commencement of the pushback a pre-departure walk around should be
undertaken to ensure it is safe to commence pushback and ascertain that:
(i) the area is clear of FOD
(ii) all aircraft service door/panels are closed and locked
(iii) aerobridge retracted (stairs removed); and
(iv) all equipment and personnel and clear of the aircraft
• Chocks removed following request from the flight crew or dispatcher.
• All chocks must be removed, aerobridge retracted (if applicable) and all equipment and
personnel clear of the aircraft prior to commencing pushback.

22 DIA Air Transport Apron Procedures

• Following receipt of approval from ATC commence pushback following the direction of the
pushback guidance lines in the direction of the nominated duty runway (refer 5.4.3
Pushback Directions).
• The maximum turning angle of the aircraft should be closely monitored during pushback
to avoid over steering and potential damage to the bypass pin.
• At the completion of pushback and tow-bar disconnected from the aircraft, the pushback
tug must be returned to the same bay that the aircraft is pushed back from and must not
traverse along the taxilane or rear of the apron to another bay.
• All equipment must be returned to the appropriate storage or staging areas.

Pushback Directions from Air Transport Apron Bays

• In accordance with procedures detailed in Airservices Australia AIP, ATC will provide
pushback directions to aircraft operating on the Air Transport Apron.
• As per requirements for aircraft towing the nominated ‘person in charge’ of the pushback
will contact ATC via radio and request approval for pushback.
• Following pushback request, ATC will provide the pushback directions to the aircraft, the
duty Runway will dictate the pushback directions provided - and approval will generally
be issued in the following format:
Call Sign – Pushback approved Runway 29
Call Sign – Give way to E170 taxiing behind, pushback approved Runway 11
• Aircraft pushbacks follow the pushback guidance line – white broken line – to the tow-
bar disconnect point or pushback limit line (refer Notes 5 & 6).

Aircraft Pushback line and disconnect marking Pushback Limit marking

DIA Air Transport Apron Procedures 23

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Pushback directions are outlined in the following table:

Bays Departures Aircraft Pushback

RWY 11 Tail East

1-12
RWY 29 Tail West

21- 25 All All aircraft pushback to the west into the apron
taxilane.
B763 on Bay 21 push back to the push back limit (or
tug disconnect for Code C aircraft) and tow forward
to the tug disconnect position (abeam Bay 1)

Notes:
1. Bay 1 pushback for Departure RWY 11 will be south towards TWY B2 (except for Code C
aircraft refer Note 4)
2. Code F aircraft – A380 and A124 – pushback from Bay 1 tail East only – for taxi and
departure via TWY B2 – refer 6.0 Airbus A380 Operations
3. Bay 1E pushback into taxilane towards Bay 1W
4. Code C aircraft Bay 1 pushback into taxilane towards Bay 21
5. Bay 22 pushback is at approx. 45-degree angle, marked with tow-bar disconnect and
pushback limit lines
6. Bay 25 pushback to the Pushback Limit Line and then must tow forward to the tow-bar
disconnect marking abeam Bay 24

Simultaneous Pushbacks
To ensure that safe distance of no less than 75m separation (from engine to nose of another
aircraft) is maintained and to avoid jet blast hazards; the following restrictions for
simultaneous pushbacks apply:

Aircraft Types Minimum Separation Between Aircraft

Narrow-body Code C aircraft –

Two bays separation
aircraft A320/B738

Wide-body
B763 or greater Three bays separation
aircraft

Note: There are no restrictions for simultaneous pushback when aircraft are pushing back to
the west from Bays 21 – 25 and when aircraft are pushing back from Bay 2 or beyond.

24 DIA Air Transport Apron Procedures

General Risks Associated with Pushback Operations

All airside personnel must act responsibly towards their own personal safety and the safety
of those around them; and must be particularly cautious of the following:
• Connecting or disconnecting the tow bar.
• Walking near the tow bar.
• Moving around on wet or slippery surfaces.
• Jet blast or ingestion from their aircraft, or other aircraft in the vicinity.
• Movement of other vehicles in the vicinity.
• Personnel must always maintain a high level of situational awareness and where possible
avoid turning away from an aircraft during pushback.
• If an accident or incident occurs during the pushback should be stopped immediately and
brakes applied. Advise ATC and DIA Operations and request assistance as required.

Bay Inspection
It is the direct responsibility of airside staff to ensure that the airside and in particular the
apron area is safe and clean as possible; following departure of the aircraft, airside
personnel are to ensure:

• The bay is clear of FOD.

• All vehicles and equipment, including chocks and cones have been returned to appropriate
storage areas.
• Any spillages on the bay are cleaned up and reported to DIA.

DIA Air Transport Apron Procedures 25

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3.5 Special Procedures – Air Transport Apron
B763 Operations – Bay 21
• B767 aircraft arriving onto Bay 21 must be marshalled and stopped short of the taxilane
entry to Bay 21 at the tug connect/disconnect position (abeam) Bay 1 and are then towed
onto Bay 21.
• Bay 22 restricted to E190/F100 when B767 aircraft parked on Bay 21
Refer Attachment 3 - Safety Bulletin 2021 01.

B789 Operations – Bay 11A

• B789 aircraft arriving onto Bay 11A must arrive via TWY E2 and are stopped at the
entrance to the taxilane (abeam Bay 12) and towed onto Bay 11A – refer Attachment 4 -
Safety Bulletin 2021 02.
• Bays 11 and 12 must be vacant when Bay 11A in use.

Reduced Separation Distances

• A safety assessment is required to be completed by the Airside Manager or Aerodrome
Safety & Standards Manager to reduce the minimum separation distances stated in Table
6.58(1) of the Part 139 MOS.

Short Park – Aerobridge Bays

• Short Park positions (from the aerobridge) are available on Bays 2, 3 & 4 (subject to
aircraft clear of Parking Clearance Line) due operational requirements e.g. aerobridge
not available due failure, maintenance or other works.
• Aircraft must be marshalled whenever Short Park positions are used.
• Approval must be provided by DIA for any Short Park requirements.

26 DIA Air Transport Apron Procedures

4. Code F Aircraft Operations
4.1 General Information
The Airbus A380 and Antonov An-124 are Code F aircraft and certain conditions and
operating procedures are required for operations at DIA.

4.2 Bay Allocation

• Only Bay 1 can accommodate Code F aircraft
• Bay 1 VDGS includes A380 and A124 information – aircraft may also be marshalled
• Bay 1 Apron Drive Aerobridge can be docked onto A380 – lower deck only - Door L2 – no
A380 Pre-Position – aerobridge must be driven manually from the ‘Home Position’
Restrictions:
1. Bays 1E & 1W must be vacant
2. Bay 2 restricted to Code D aircraft – max B763

DIA Air Transport Apron Procedures 27

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4.3 Airbus A380 Operations
• Currently there are no scheduled A380 operations schedule at DIA. A380 operations are
ADHOC and will generally be a diversion for a technical, medical related reason or other
operations requirements.
• DIA has contacted airlines that operate A380 aircraft and who have advised that Darwin
will be considered as an enroute alternate for A380 aircraft and provided operational
information for Darwin Airport required for A380 operations.
• It is the responsibility for airlines operating A380 aircraft (and for other aircraft
diversions), to ensure that there are suitable aircraft handling arrangements in place
should an aircraft be required to divert to Darwin.
• The aircraft operator or the nominated handling agent is responsible for carrying out
and/or arranging third party assistance for the aircraft servicing and passenger handling.
• A380 operations must be monitored by DIA AOO.

The following information details, the procedures and operating conditions required for A380
operations at DIA:

Aircraft Arrival
o Aircraft to back-track following landing or Taxiway A – outer engines on idle
o Access to RPT Apron – Bay via Taxiway B2 only – see Note 2

Aircraft Departure
o Regardless of duty runway, aircraft will pushback tail to the east
o Taxi via Taxiway B2 only
o Back track RWY 11/29 or via Taxiway A – outer engines on idle
Notes:
1. A380 to use inboard engine only - outer engines idle thrust
2. If TWY B2 is not available for A380 e.g. works or other operational requirements
and Taxiway E2 must be used for either the arrival or departure the following apply:
Arrival via TWY E2:
o A380 must stop on TWY E2 prior to entering the taxilane
o A380 must be towed from this position to Bay 1
o Wingtip clearances to parked aircraft must be monitored by ‘wing walkers’
Departure via TWY E2:
o A380 pushback tail south towards TWY B2
o Aircraft must be towed from Bay to TWY E2
o Wingtip clearances to parked aircraft must be monitored by ‘wing walkers’
o Aircraft to avoid jet blast and engine ingestion; aircraft to use inboard engine
only; outer engines on idle thrust
3. If Bay 1 is not available e.g. occupied and aircraft cannot be relocated, works or
other operational requirements, the Airside Operations Manager (or the Aerodrome
Safety & Standards Manager) will liaise with relevant stakeholders and assess options
re a suitable area that the aircraft can park and be refuelled.

28 DIA Air Transport Apron Procedures

4.4 Antonov An-124 Operations
• Antonov An-124 aircraft operate to or via Darwin Airport approximately 10-12
movements annually. This includes charter operations, technical stops and military
movements.

• The following information details, the procedures and operating conditions required for
A124 operations at DIA:

Aircraft Arrival
o Aircraft to back-track following landing or Taxiway A – outer engines on idle
o Access to RPT Apron – Bay via Taxiway B2 only
Aircraft Departure
o Aircraft pushback tail to the east
o Taxi via Taxiway B2 only *
o Back track RWY 11/29 or Taxiway A – outer engines on idle
 DIA approval is required to taxi via TWY E2

4.5 Code F Aircraft Ground Handling

• All aircraft operators must have prior ground handling arrangements in place prior to
planned operations and/or diversions to Darwin Airport.
• It is the responsibility of the contracted Ground Handling company to ensure that they
have appropriate resources arranged, this includes passenger handling and appropriate
equipment to service the aircraft.

DIA Air Transport Apron Procedures 29

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5. Spill Response Procedures
Spill prevention and response to spill occurrences applies to all aircraft operators, handling
agents, refuelling companies, engineers, and all other airside operators involved in the
turnaround of an aircraft and/or use of equipment and vehicles on the airside.

Effective prevention and management of spills supports airside safety, protects the
environment and prevents damage to apron areas.

It is every airside operator’s responsibility to have procedures in place to:

➢ Avoid spills
➢ All airside staff to be appropriately trained in spills prevention and management in
accordance with DIA Spill Management Procedures
➢ Know the location of spill kits
➢ Ensure equipment is well maintained to prevent spills
➢ Staff appropriately trained to operate equipment

It is the operator’s responsibility to provide immediate and effective response to any spill in
accordance with DIA Spills Management Procedures, including, STOP FLOW, CONTAIN and
commence CLEAN UP, and notify DIA Safety One of any spill providing accurate details of
location and type of spill.

Clean-up of the spill must be done in a manner that is safe for the person(s) conducting the
clean-up and must be to a satisfactory standard.

In accordance with ADG Conditions of Use where the operator responsible does not
complete the clean-up to a satisfactory standard, any costs incurred will be borne by the
operator, this includes, labour (including callouts), cost of use of equipment and materials
used in the clean-up plus any waste disposal costs. If third party costs are incurred as a
result of the clean-up, the operator is responsible for these costs.

The DIA Spill Management Procedures are available on DIA website:

Procedures, permits and resources | Darwin International Airport (darwinairport.com.au)

30 DIA Air Transport Apron Procedures

6. Baggage Handling System
6.1 Baggage Handling Overview
Darwin International Airport, through its Baggage Handling Agent, Daifuku is responsible for
ensuring a well maintained baggage sortation system that in a timely manner will transport
bags from the check-in system to the pre-defined lateral and onto a carousel for loading.

These responsibilities include:

• Maintenance of the injector belts at check-in
• Maintenance of the overall conveyor system and carousels
• Maintenance of Checked Bag Screening X Ray units
• Procedures for Out of Gauge bags and belts
• Procedures for bags that do not meet expectation in regard to Dangerous Goods
The BHS has 2 in-built x-ray machines. Specialist Baggage Operations and Security staff are
on site 24/7.

All baggage is subject to checked bag screening (CBS) processes which require baggage to
be x-rayed.

6.2 Baggage Make-Up (BMU)

The BMU comprises:

Equipment Quantity

Make-up carousels (laterals) 3

Domestic reclaim carousels 2

Domestic/International Swing carousels 1

International reclaim carousels 1

Transfer feeder belt 1

Out of Gauge deposit area 3

The BMU is accessible 24/7 for operational reasons.

Entry into the BMU is restricted to authorised personnel only. If there is no operational
requirement then access is not permitted to the BMU. All personnel in this area must display
a valid ASIC or Visitor Pass (if escorted by an ASIC holder) at all times.

The BMU area is equipped with three laterals; baggage is directed to any of these three
laterals via the ATR (automatic tag reader) when a bar coded thermal or lateral tag is used
or a Qantas RFID tag.

DIA Air Transport Apron Procedures 31

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Laterals are assigned to flights by Daifuku following consultation with the operators and
DIA; lateral assignments are based on the schedule requirements to ensure that usage is
maximised.

Airlines or Ground Handling agents must ensure baggage handling staff are present at the
laterals inside the BMU at the start of the check-in process, bags are not to be sent through
the BHS if staff are not monitoring bags arriving on the laterals, unattended bags circulating
on the laterals can cause bag jams and wear and tear on the belt.

Multiple Airlines may be allocated onto the same baggage make-up carousel (lateral). This
requires Airlines or Ground Handling agents to operate cooperatively in ensuring that all
operators have access for their equipment and that the access is maintained to/from the
laterals and within the BMU area. It is expected that operators work together to determine
the appropriate area allocation for each aircraft that are using the lateral.

The DIA ADM will resolve any disputes regarding access on the day and any further issues
can be discussed through meetings such as the Baggage Users Group, Airport Operators
Committee or Ramp Safety Meeting.

Airlines or Ground Handling agents must ensure that staff are appropriately trained in the
use of the BHS and are aware of safety requirements when working in the BMU the location
and purpose of Emergency Stop buttons and the location of Fire Fighting Equipment and
MCP (Manual Call Points).

6.3 GSE in BMU

The BMU is not intended as a parking/storage area. Ground Service Equipment (GSE) left in
the area must only be for imminent operational needs, all other equipment must be stored
in the appropriate GSE areas.

Laterals are common use and it is not permitted to set-up equipment for flights in advance
that may impact on access to the lateral by another operator.

6.4 BMU – Vehicle Movements

In order to ensure a safe working environment, the entry and exit areas to the BMU are in
accordance with the following traffic flow diagram:

32 DIA Air Transport Apron Procedures

 3 2 1

1 2

6.5 Baggage Reclaim

Airlines or Ground Handling agents are responsible to ensure that staff have been
appropriately trained in the use and function of the Baggage Reclaim carousels.

Airlines or Ground Handling agents are responsible for ensuring that baggage is cleared
from the carousel to avoid any jams or damage to bags. It is the responsibility of Airlines or
Ground Handling agents to remove uncollected bags and respond to mishandled baggage
issues.

Carousels are allocated in accordance with the schedule and type of service. Airlines or
Ground Handling agents are to work cooperatively with each other, in particular during peak
periods when there are likely to be multiple arrivals to ensure carousels are equally
distributing bags within the arrivals area.

Identification of flights will be via FIDS and displayed on the monitors above the carousels.

Airlines or Ground Handling agents are responsible to ensure that the correct Arrival
Carousel information is shown in FIDS at all times.

6.6 TIBS – Tracking Information Baggage System

DIA have introduced an automated information screen that aligns with FIDS. This system
has been installed to each airside carousel. The screens provide flight information to
passengers in the terminal from; ‘first bag’ to ‘last bag’ on belt. This system requires the
ramp operator to select the flight information before unloading the baggage onto the
carousel and select complete when offloading is completed.

Refer to the DIA Terminal Operations Manual for additional information on the Baggage
Handling System.

DIA Air Transport Apron Procedures 33

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7. Severe Weather & Thunderstorm Alerts
7.1 Thunderstorm Alerts
Thunderstorms and other severe weather conditions can occur at any time during the Top
End Wet Season – November to April; and working on the operational area of an airport
contains the risk of lightning strike.

Qantas has installed a thunderstorm alert system on the Air Transport Apron comprising of a
visual light and audible horn. Qantas receives advice from Q-MET and activates the Qantas
Thunderstorm Alert system when information is provided advising that the airport is likely to
be affected by thunderstorm activity. The system is based on a three-stage warning as
shown in the following table:

Stage Alert Description Recommended Actions

Normal ramp activity continues,
Activated when thunderstorms are detected moving
towards the airport and are within 10NM (19KM). though the proximity of the
thunderstorm should be closely
10 NM WHITE Strobe monitored.
• + 15 sec repeating horn - 3 beeps, 2 sec quite, 3
Operators should consider
Alert beeps, 2 sec quiet, 3 beeps, then quiet for remainder
implementing own procedures and
of Alert.
prepare for the likelihood of a 5NM
Thunderstorm Alert.

Alert activated when thunderstorms are likely to It is recommended operators

impact the airport and within 5NM (9KM). activate their Thunderstorm Alert
Procedures and assess if they should
declare an OPERATIONS
5 NM BLUE Strobe SHUTDOWN.
+ continuous repeating horn – 3 beeps, 2 sec quiet, 3
ALERT beeps + The 5NM alert generally involves the
removal of personnel from open
areas and most servicing activities
such as refuelling have ceased.

As the storm recedes outside of 5NM from the airport Operators should assess conditions
ALL CLEAR the alert is downgraded to ALL CLEAR (no lights) or in and if considered safe to do so,
some circumstances may return to 10NM Alert. resume normal operations.

When this system is activated, it does not mean the airport is closed. DIA do not mandate
or direct operators to vacate the airside though recommend that activities in open areas
cease during the presence of thunderstorm activity within 5NM of the aerodrome.

It is the responsibility of each operator to assess the risks associated with working during
thunderstorm conditions; and to develop appropriate procedures for their operations to be
followed during thunderstorm activity and determine the timing to cease operations; and to
assess when it is deemed safe to recommence operations.

In addition to the Qantas Thunderstorm Alert system installed on the Air Transport Apron
operators may also receive advice from their airline operations or make an assessment from
monitoring BoM weather information or subscribing to a system that tracks and provides
thunderstorm alerts.

34 DIA Air Transport Apron Procedures

7.2 Strong Winds and other Severe Weather Conditions
Operators are also required to have procedures that should be implemented during other
adverse weather conditions, such as strong winds.

Aerodrome warnings may be issued by the Bureau of Meteorology advising of the potential
for the airport to be affected by strong winds. Operators and their staff need to be aware of
the potential for strong winds to occur and have procedures to minimise their impact;
procedures may include (but not limited to):
• Securing of baggage containers e.g. secured to dollies or container racks – must not be
stored/staged on the ground
• High-lift vehicles lowered and stabilisers deployed
• Mobile stairs, maintenance stands, trailers and other similar equipment must have their
stabiliser jacks (if fitted) and park brakes deployed
• Securing of other GSE and miscellaneous items

The Darwin region is located in a cyclone prone area. DIA has prepared the Aerodrome
Cyclone Plan that details the actions and procedures following the activation of the plan. The
Aerodrome Cyclone Plan is available on the DIA website.

Procedures, permits and resources | Darwin International Airport (darwinairport.com.au)

DIA Air Transport Apron Procedures 35

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8. Security
8.1 General Security Requirements
In accordance with the DIA Transport Security Program (TSP) the following general security
requirements apply to anyone working on the airside:

• All staff performing work at the Airport have a valid Aviation Security Identity Card (ASIC);
• All visitors, including contractors’ staff, have valid Visitors Cards and are, at all times,
escorted by a holder of a valid ASIC;
• Procedures are in place to prevent unauthorised access to secure areas through premises
controlled by the Airline or their contractor;
• All personnel working within the Security Restricted Area (RPT apron, BMU and
associated areas) undergo inspection via enhanced inspection points before accessing
these areas; and
• Only persons having lawful authority or operational requirement are permitted to enter
designated prohibited areas on the Airport

8.2 Security Restricted Area

• The Air Transport Apron; BMU and associated areas are within the Security Restricted
Area (SRA). All persons entering the SRA are required to be screened and enter via a
screening point and sterile area (Gate 8) or an Access Control Point.
• Security screening within the Terminal consists of screening any bags/loose items or
clothing on an X-Ray machine; and random and continuous Explosive Trace Detection
(ETD) is also carried out at the screening point as an additional security measure.

8.3 Access Control Point

• Security measures are in place for vehicles and pedestrians entering the SRA via the
Access Control Points (ACP) that are located at the eastern and western entry points to
the SRA.
• Drivers entering this area are subject to an enhanced inspection.
• There are 3 Tiers of inspections that carried out on a random basis and could include:
Tier 1- ASIC and face to photo check; visual inspection of vehicle and confirmation of
valid ADA and AUA. Note you will not be permitted access if you do not have a
valid ADA or the vehicle does not have a valid AUA.
Tier 2- Tier 1 plus ETD swabs of vehicle interior/exterior and occupants.
Tier 3– Tier 1 and 2 plus:
o Physical search of persons or handheld detector
o Physical search of vehicle
o Physical inspection of goods
• Refusal to undergo screening processes at the ACPs will result in an immediate 24 hour
ban from entering the SRA (RPT Apron). AFP will also be notified.

36 DIA Air Transport Apron Procedures

8.4 Gates
• Drivers of vehicles accessing airside from landside through an authorised gate are to
watch for other vehicles and give right of way in accordance with Territory laws. They
are to ensure that the gate is FULLY OPEN before proceeding and STOP after passing
through to ensure gate is PROPERLY CLOSED before departing the area. Remember NO
TAILGATING.

8.5 Unattended or Suspect Items

• Unattended luggage or items pose a security and safety risk to the travelling public and
staff within the Darwin International Airport environment, and should be treated as
suspicious. It is the responsibility of all airport users to remain vigilant and be aware of
unattended items within their operating environment.

• In the event of any unattended luggage or items being located operators should
immediately notify the DIA ADM (0401 005 977) or the AFP (131 AFP / 131 237).

DIA Air Transport Apron Procedures 37

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9. Reporting Incidents and Accidents
9.1 Reporting to Darwin International Airport
All incidents/accidents and hazards are required to be reported to DIA. This includes drivers
who are involved in an incident or accident.

Incidents are required to be investigated by the Operator detailing any contributing factors
and corrective actions communicated to DIA Airside Manager and Health & Safety Manager
within 7 days.

DIA will conduct investigations of incidents/accidents as required.

9.2 Reporting Accidents or Hazard

When completing an accident or hazard report or sending information to DIA the initial
report should include the following details:

• Date and time

• Type of incident (hazard)
• Location of the incident (hazard)
• Description of the incident (hazard)
• Equipment details, including equipment failure (if applicable)
• If any emergency agencies are required (immediate notification required)

In the event of a fire, contact ARFF on 8920 4899.

• Reporting forms are available on the DIA website:

https://www.darwinairport.com.au/corporate/safety#reporting-events

38 DIA Air Transport Apron Procedures

10. Airside Safety
10.1 Safety Promotion
In accordance with the DIA Safety Management System (SMS) and in the interests of
general safety on the Airside, DIA will promote safety and keep stakeholders informed about
safety issues through relevant training, safety, literature, participating in table top and field
exercises and familiarisations.

Methods of communication may include:

• Safety Bulletin – A form of critical safety information that is issued when there is
an urgent need to promulgate safety related information or action. This may follow
the investigation of an event or a change to the operating environment.
• Safety Newsletter – ‘Plane and Simple’ is generally published on a quarterly basis.
The Newsletter is used to discuss relevant aerodrome safety information or events
along with aerodrome safety initiatives at the airport and has a wide distribution to
staff, the Airport community and other safety minded organisations.
• Safety Poster Initiatives – The safety posters are used to highlight and promote
safety information and campaigns around the airport.

Safety Bulletins and other publications are available on the DIA website:
https://www.darwinairport.com.au/corporate/safety

10.2 Airport Safety & Operations Committee

DIA holds regular Airport Safety & Operations Committee Meetings. The aim of these
meetings is to develop and promote a safety culture on the airside of the airport, by
facilitating cooperation between DIA and operators to ensure a safe airside environment.

Objectives of the Airport Safety & Operations Committee include:

• Establishment and discussion of local safety procedures and guidelines

• Communicate and promote safety awareness
• Review and discuss accident and incident trends with a view to identifying areas for
improvement and initiating action to prevent recurrence

DIA requires all operators with a significant number of staff or sizable airside operation, to
provide representation on the DIA Airport Safety & Operations Committee.

Contact the DIA Airside Manager E: [email protected] to be added to the

distribution list.

DIA Air Transport Apron Procedures 39

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10.3 Airside PPE Policy
Northern Territory Airports (NTA) considers the safety of staff, contractors, tenants and any
other personnel affected by work activities on airport to be of paramount importance and to
achieve this end has a mandatory requirement for minimum personal protective equipment
(PPE) when working airside.

Broadly, the PPE policy consists of the requirement to wear high visibility clothing (shirt, vest
or safety strap vest); hearing protection; and closed-in, solid sturdy footwear.

Note these are minimum requirements and for items such as footwear, operators need to
consider the risk of foot injury for the type of work activity and ensure that appropriate
footwear is worn that provides suitable support and has the qualities and features to protect
the wearer from injury.

The PPE Policy applies to all personnel work airside. The following exemptions from the
requirement to wear PPE apply:
• Staff walking to and from airside work areas via designated walkways.
• Passengers moving between aircraft and terminal under escort.
• Drivers and passengers in enclosed vehicle that are not required to get out of their
vehicle while airside.
• Pilots wear white shirts directly accessing aircraft within leased areas (refer map
attached to NTA PPE Policy) of the general aviation (GA) areas during daylight hours
with good visibility. Must not cross aircraft manoeuvring areas, including taxilane.
• High visibility clothing applies outside of these conditions.
All operators are encourage to comply and ensure their staff are aware of the PPE Policy
requirements, failure to dos so could result in cessation of work activities.

10.4 Airside Use of Bicycles Policy

In accordance with the NTA Airside use of bicycles policy, the use of bicycles on the airside
is prohibited except for the following exemptions:
• ARFFS and Qantas employees accessing their respective workplaces along the defined
route from Gate India (refer to map attached to Policy. Riders must dismount and push
their bikes from Gate India to the Enhanced Inspection Area (EIA)
• Riders must present at the EIA for security inspection, which will include face-to-face
ASIC check and visual inspection of bag prior to entering the SRA.
• AFP and Border Force for approved operational matters can ride on perimeter roads.
Riders must comply with the minimum PPE Policy, including High Visibility clothing must be
worn.
Bicycles can never be ridden on runways, taxiways and aircraft manoeuvring areas at any
time.
The NTA PPE and Bicycles Polices can be found on the DIA website:
https://www.darwinairport.com.au/corporate/safety

40 DIA Air Transport Apron Procedures

10.5 Compliance and Auditing
DIA may conduct audits of airport operators’ systems and operational procedures, including
auditing staff training to ensure that there is an appropriate level of training and supervision
of staff, and maintenance of equipment to ensure compliance with Darwin International
Airport policies and procedures.

10.6 DIA Contacts

Position Name Phone Email

Head of Operations Glen Dodds 0447 572 766 [email protected]

Airside Manager Mike Clancy 0423 797 355 [email protected]

Aerodrome Safety & Bob Calaby

0402 088 163 [email protected]
Standards Manager

Head of Terminal
Melanie Cobbin 0421 601 461 [email protected]
Operations

Security Manager Neil Shay 0457 143 337 [email protected]

Airside Operations
Various 0402 088 145 [email protected]
Officer

Airport Duty
Various 0401 005 977 [email protected]
Manager

Health & Safety

Steve Caldwell 0402 782 375 [email protected]
Manager

Terminal Control
Various 8920 1805 [email protected]
Centre

DIA Air Transport Apron Procedures 41

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ATTACHMENT 1 - AIR TRANSPORT APRON LAYOUT 1 – 3

42 DIA Air Transport Apron Procedures

 DIA Air Transport Apron Procedures 43

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44 DIA Air Transport Apron Procedures
ATTACHMENT 3 – Emergency Shower & Eye Wash Stations

DIA Air Transport Apron Procedures 45

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ATTACHMENT 3 – Safety Bulletin 2021 01 – Bay 21 – B763 Operations

46 DIA Air Transport Apron Procedures

 DIA Air Transport Apron Procedures 47

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ATTACHMENT 3 – Safety Bulletin 2021 02 – Bay 11A – B789 Operations

48 DIA Air Transport Apron Procedures

 DIA Air Transport Apron Procedures 49