Depletion of RFFS
 

Trying to clarify what the situation is when RFFS is temporarily depleted (say due to a u/s fire engine).

My understanding from CAP168 is that the aerodrome should inform pilots of the depletion and the current category being provided.

My question is: if I am on approach when the RFFS category goes down, whose decision is it whether to land or abandon the approach until the normal category is restored - i.e. do I as commander accept the lower category and land (with clearance of course) or do I need the aerodrome authority to accept me at the lower category before I can land?

I think it's the airport operator through ATC who will decide whether you can land or not based on the temporary Fire Category. If your aircraft does not fall within the Category depletion then the aerodrome is effectively unlicenced for the operation. The exception being an emergency landing or in the pilot's opinion a diversion or hold may introduce a more hazardous situation. (CAP168 Chapter 8, para 4.6)

UK answer - but I suspect that it is similar throughout Europe (although I stand to be corrected) - not so sure elswhere.

I would expect the aerodrome operator to declare whatever RFFS category is available. ATC will then pass this to aircraft (because it is a change from previously promulgated information). The next thing ATC will do is to ask the pilot's intentions.

It is entirely up to the pilot to decide whether the facilities that are available are suitable for the operation (based on Ops Manual, company policies, etc, etc.

Spitoon - From an Aerodrome Operator's perpective in the UK I have to disagree. If the RFFS is depleted then the aerodrome is unlicensed for certain types of aircraft operations and ATC would be made aware immediately which aircraft could be accepted. If the pilot decides to land/take-off without the appropriate RFFS category then surely this is illegal and irresponsible.

Musket90 - Thanks. That seems to concur with what I have found out in the last couple of days. A clearance to land from ATC can be taken as acceptance by the Aerodrome Fire Authority for the aircraft at the reduced category available.

Our Ops manual states what category we may land with, so we are aware what we can accept but final say (except for emergencies as always) does appear to lie with the aerodrome authority due to the licencing implications.

I ask because we ended up diverting following a temporary depletion and there has been considerable discussion about the rights/ wrongs since!

Sorry - I take it all back! Musket is quite correct.

CAP 168 says....

4 Temporary Depletion of RFFS
4.1 Provision of RFFS to the Category set out in paragraph 3.4 is a mandatory
requirement. However, there may be circumstances when a part of the facility is temporarily unavailable due to an unforeseen circumstance e.g. an in-service mechanical failure of a vehicle or piece of equipment or sudden illness of a member of staff. Immediate action should be taken to reinstate facilities whilst considering whether landings and take-off by aircraft required to use a licensed aerodrome should be restricted.
4.2 At aerodromes of RFF Category Special and 1 fixed wing aircraft, temporary depletion shall not be permitted.
4.3 At aerodromes of RFF Category 2 and 3 fixed wing aircraft, the minimum Category of RFFS required during temporary depletion shall be no less than RFF Category 1.
4.4 At aerodromes of other categories (RFFS) during temporary depletion, the Category of RFFS shall not be less than the equivalent of two Categories below that of the RFF category according to the size of aeroplanes expecting to use the aerodrome (Table 8.1).
4.5 If any depletion is significant enough to warrant a restriction of aeroplane movements then the temporary level of RFFS stated in terms of specific RFF Category, should be immediately promulgated by NOTAM and radio. The policy regarding the maximum duration of temporary depletion should be considered in advance by each licensee and be published in the Aerodrome Manual. Generally, temporary depletion should not last more than twelve hours overnight at an aerodrome when few movements are expected or two hours at any aerodrome during peak traffic periods.
4.6 Exceptions to the above should be made for emergency landings, and for occasions when, in the pilot’s opinion, a diversion or hold may introduce a more significant hazard.
4.7 Licensees should consider developing contingency plans to limit the need for temporary depletion of the promulgated level of services. This may involve, for example, a preventative maintenance plan to ensure the mechanical efficiency of equipment and vehicles, arrangements to cover unplanned leave and absence of its minimum level of RFF personnel, etc. Licensees should consider the provision of reserve facilities to limit the need for temporary depletion.

This is not my experience but I just do what I'm told.

Having looked all this up, I'm not surprised it causes considerable discussion from the pilot's perspective. What it seems to say is that the RFFS cover may be two categories below that which is appropriate for the aircraft and it may be decided (by the aerodrome operator) not to mention it to the pilot.

Of course, it also says that the aerodrome operator should consider limiting availability in such circumstances. And this from a regulatory document? It's good that we all know where we stand!

So, now that you've piqued my interest, how does the aircraft operators' insurance cope with a take-off or landing two categories below what the books say should be there? And how good is the pilot's defence, should he/she need one, that no-one mentioned the depletion of RFFS cover?

Spitoon - I understand (para 4.5) that any significant depletion would be notified to pilots. I'm sure that anything affecting the category of cover offered would be considered significant and therefore would always be broadcast. Individual policies would be in specific aerodrome manuals, which is sensible because LHR would presumably want different rules than Bristol or somewhere.

In my case, we diverted because we were informed of the depletion at 2nm final, 100' above MDA. No discussion time so we flew the go-around and then only had fuel to divert. Our ops manual allows landing with RFFS 2 categories below the normal required, if it's due to a temporary, unforeseen depletion, so insurance is not an issue. In hindsight, we could have continued the approach and landed, but the manual wording isn't clear and the I don't remember the controller offering us the option of continuing, hence the divert!

Lastly, if no one informs you of a depletion, there is no case to answer as a pilot, since it's the aerodrome authority's responsibility to manage that part.