Easy Access Rules for Aerodromes (Regulation (EU) No 139/2014)

Delegated Regulation (EU) 2020/2148

(a)The aerodrome operator shall establish and implement a foreign object debris (FOD) control programme and shall require organisations operating or providing services at the aerodrome to participate in that programme.

(b)As part of the FOD control programme, the aerodrome operator shall:

(1)ensure personnel awareness and participation, and that such personnel have successfully completed relevant training and demonstrated their competence;

(2)establish and implement measures to prevent generation of FOD;

(3)establish and implement procedures to:

(i)detect FOD, including the monitoring and inspection of the movement area or adjacent areas in accordance with an inspection schedule and whenever such an inspection is required due to activities, weather phenomena, or occurrences that may have led to the generation of FOD;

(ii)promptly remove, contain, and dispose of FOD, and provide all relevant means necessary;

(iii)notify, as soon as possible, aircraft operators in the case of identified aircraft parts;

(4)collect and analyse data and information to identify FOD sources and trends, and implement corrective or preventive measures, or both, to improve the effectiveness of the programme.

ED Decision 2021/003/R

FOD CONTROL PROGRAMME — GENERAL

The FOD control programme should be actively supported by the senior management of the aerodrome operator and of the other organisations operating or providing services at the aerodrome. The aerodrome operator should designate an individual within the aerodrome organisation to manage the aerodrome’s FOD control programme.

ED Decision 2021/003/R

FOD PREVENTION

(a)Personnel awareness

Personnel should be kept aware through appropriate activities of the existence of the FOD control programme, and should be actively encouraged to identify and report potential FOD hazards, act to remove observed FOD, and propose solutions to mitigate related safety risks.

(b)Personnel training

The FOD training programme should aim at increasing the personnel awareness of the causes and effects of FOD damage and to promote their active participation in eliminating FOD during the performance of daily work routines.

(1)The theoretical part of the initial FOD training programme should cover the following areas:

(i)safety of aircraft, personnel and passengers as they relate to FOD;

(ii)overview of the FOD control programme in place at the aerodrome;

(iii)causes and principal contributing factors of FOD creation;

(iv)the consequences of ignoring FOD, and/or the incentives for preventing FOD;

(v)practising ‘clean-as-you-go’ work habits and the general cleanliness and inspection standards of work areas;

(vi)FOD detection procedures, including the proper use of detection technologies (if applicable);

(vii)requirements and procedures for the regular inspection and cleaning of movement areas;

(viii)FOD removal procedures;

(ix)proper care, use, and stowage of material and component or equipment items used around aircraft while in servicing, maintenance or on aerodrome surfaces;

(x)control of debris in the performance of work assignments;

(xi)control over personal items and equipment;

(xii)proper control/accountability and care of tools and hardware;

(xiii)how to report FOD incidents or potential incidents; and

(xiv)continuous vigilance for potential sources of FOD.

The theoretical training should be followed by an assessment of the trainees (see AMC1 ADR.OR.D.017(e).

(2)Following the successful completion of the theoretical training, the practical part of the training to be provided should take into account the individual needs of the trainees, according to the responsibilities/tasks of the personnel, and, as a minimum, should include familiarisation with the tools/equipment used for the removal/containment/prevention of FOD, and the implementation of the relevant aerodrome operating procedures related to the programme. Following the completion of the practical training, a competency assessment should take place (see AMC1 ADR.OR.D.017(e)).

ED Decision 2021/003/R

RECURRENT, REFRESHER AND CONTINUATION TRAINING

ADR.OR.D.017 point (f) regulates the provision of training following the completion of the initial training, as part of the aerodrome operator’s training programme. For the process that needs to be followed to ensure the continued competence of the personnel, see ADR.OR.D.017(f) and AMC1 ADR.OR.D.017(f).

ED Decision 2021/003/R

FOD PREVENTION — MEASURES

The aerodrome operator should identify activities that may be associated with the generation of FOD, as well as measures that should be taken in order to prevent this from happening. A record of the analysis made should be maintained.

ED Decision 2021/003/R

FOD PREVENTION — MEASURES

FOD may be produced by many activities and may be generated by personnel, aerodrome infrastructure (pavements, lights and signs), the environment (e.g. wind, heavy rain), aircraft, vehicles, or other equipment operating at the aerodrome. The elements below have also the potential to become sources of FOD on an aerodrome.

(a)Aircraft servicing and maintenance activities

During the activities related to the aircraft servicing, various types of FOD may be generated and be left or transferred on the apron, service roads, and other operational areas. Such items may include small luggage parts, cabin waste, plastic or metallic items, etc. FOD may also be generated by vehicles or the equipment that operates in these areas.

To control this type of FOD, measures need to include securing and removing cabin waste from the aircraft stand. Cabin waste would not be left unattended on the apron, especially near aircraft stands. Moreover, cabin waste need not be disposed of using the FOD containers provided, as cabin waste may attract wildlife. To this end, the handling of cabin waste would be organised so that a damage of the rubbish bag is not likely to attract wildlife on the apron.

Similarly, during aircraft maintenance, FOD may be generated either in the form of waste or small items inadvertently left on the apron such as rivets, bolts, tools, etc. Procedures to address this may include measuring of tools, use of toolboxes, checklists, removal of waste produced upon the completion of the maintenance activities, etc.

Inspection of the aircraft stand or other areas that may have been used for aircraft servicing or maintenance, before and after the departure of the aircraft is an effective measure. The secure installation of suitable FOD bins, in appropriate locations, for depositing FOD is also an effective preventive measure.

(b)Cargo areas

In a cargo area, there is a high potential for blowing debris such as cargo strapping and plastic sheeting. Procedures to contain such debris, possibly by installing (and monitoring) catch fencing where appropriate, may help to control the environment. FOD trapped by such fences should be removed regularly.

(b)Construction activities

During construction activities, several materials (rocks, tools, vehicle parts, etc.) have the potential to become FOD if transferred by vehicles, weather phenomena, etc. on the movement area or other operational areas. For this reason, specific FOD prevention procedures need to be established and employed for each construction project. These procedures would be based on the proximity of the construction activities to the movement area and other operational areas, but in general would stress containment and regular cleaning of construction debris.

Aerodrome pre-construction planning would include means for controlling and containing FOD generated by the construction. This is especially true in high-wind environments where debris is more likely to become airborne.

The designated routes of construction vehicles on the movement area need to be planned so as to avoid or minimise crossing in critical areas of aircraft operations. If high-risk crossings cannot be avoided, subsequent provisions such as an increased frequency of FOD inspections could be implemented.

Contractors need to understand and comply with the requirements regarding the control and removal of FOD. To facilitate compliance with these requirements, the aerodrome operator may consider drafting FOD control guidance for all construction projects taking place within the movement area or nearby areas. Standard and project-specific FOD measures include:

(1)requiring contractors to cover all loads;

(2)requiring contractors to secure any loose items that could easily blow away or control dust through spraying of water;

(3)ensuring the proper functioning of storm drains throughout the construction;

(4)specifying whether any mechanical FOD removal devices will be required;

(5)specifying how monitoring for FOD hazards will be accomplished; and

(6)requirements for inspecting and removing FOD from tyres prior to traversing operational areas.

(d)Aerodrome maintenance operations

Mowing and other maintenance operations routinely disturb the vegetation and soil in areas adjacent to those travelled by aircraft. Therefore, procedures to remove this debris, such as the use of an assigned aerodrome sweeper or personnel on foot using shovels to repair vegetation and soil, need to be implemented.

Aerodrome lighting, pavement, and marking maintenance operations may generate concrete/asphalt debris as well as increase the potential for dropped repair parts, tools, and other items stored on the maintenance vehicles. Corrective procedures may include the use of aerodrome sweepers and the inspection of the worksite after maintenance is completed.

(e)Pavements and other aerodrome surfaces may be prone to generating FOD

(1)Pavements

(i)Deteriorating pavements can exhibit spalling or cracks. For example, pieces of concrete can break loose from pavements or FOD can develop from fatigue corner cracks.

(ii)The service roads that cross taxiways may generate FOD from the vehicles using them, especially in the case of construction operations.

(iii)Special attention should be paid to the cleaning of cracks and pavement joints.

(iv)Asphalt and concrete pavements may be the most common source of FOD on an aerodrome; therefore, effective pavement maintenance practices are important for the prevention of FOD.

(2)Other aerodrome surfaces

Grass areas and ditches may collect and hold large amounts of light debris such as paper, cardboard, plastic and various containers that can originate from terminal aprons, cargo ramps and hangar ramps. This debris can blow back into areas used by aircraft unless collected in a timely manner.

Unpaved areas adjacent to pavements may require stabilisation, as appropriate, to prevent FOD from jet wash.

FOD fences may collect debris on windy days. This FOD would be collected before the wind increases or changes direction and the debris blows back on to areas used by aircraft.

(f)Vehicle operational activities

Vehicles used for operational reasons, e.g. preventive maintenance, wildlife management, and which may need to frequently move on surfaces that contain material that could be FOD in the movement area. Thus, procedural (e.g. inspection/cleaning of tyres) or technical (development of surfaces at predetermined points that help the removal of FOD from tyres) measures may be taken to address this potential FOD source.

ED Decision 2021/003/R

FOD DETECTION, REMOVAL, CONTAINMENT AND DISPOSAL

(a)The aerodrome operator should include the procedures for FOD detection in the aerodrome manual. The procedures should, where necessary, be coordinated with the air traffic services provider and should:

(1)ensure that FOD detection is part of the established inspection schedule of the movement area, and that:

(i)periodic FOD inspections on foot are carried out to increase the effectiveness of detection, and to inspect areas inaccessible by vehicle (such as grass areas);

(ii)additional inspections are carried out:

(A)in construction areas;

(B)immediately after any aircraft or vehicle accident or incident;

(C)following any material spill;

(D)during, and after, extreme weather events (e.g. excessive heat, freeze and thaw periods, following a significant storm, etc.);

(2)ensure that an inspection of an aircraft stand is carried out prior to the arrival and departure of an aircraft, in order to detect and remove any FOD present;

(3)ensure that cabin waste is properly secured and removed from the aircraft, and any waste from aircraft maintenance activities is removed upon completion of the activities;

(4)ensure that FOD detection is performed in a timely manner and that it includes the identification of the FOD source and its location;

(5)ensure that aerodrome personnel are notified to remove detected FOD from the manoeuvring area, and describe how the air traffic services provider is notified to take appropriate action;

(6)describe clearly when runway or taxiway operations have to be suspended, and the coordination required with the air traffic services provider;

(7)ensure that FOD is removed as soon as possible after detection. FOD removal should be included in the tasks of all personnel operating on the aerodrome; and

(8)describe the actions required to notify aircraft operators of any aircraft parts identified.

(b)The aerodrome operator should provide designated FOD containers and ensure that they are:

(1)visibly placed on the apron and other areas, for the storage of debris;

(2)well marked, easy to identify and access, properly secured, and frequently emptied.

ED Decision 2021/003/R

FOD DETECTION AND REMOVAL

(a)FOD detection

In addition to the standard inspections, personnel on the movement area need to employ a ‘clean-as-you-go’ technique, by looking for FOD during their regular duties.

When inspections occur at night, additional lights/lighting systems on vehicles are beneficial to better detect FOD.

Whenever possible, vehicles involved in FOD detection activities, are only driven on clean, paved surfaces. If a vehicle needs to be driven on unpaved surfaces, the driver needs to ensure that the vehicle’s tyres do not transport FOD (e.g. mud or loose stones) back onto the pavement.

Encouraging the participation of the personnel of other organisations such as air operators, groundhandling companies, air traffic services providers in inspections may reinforce the concept that FOD control is a team effort and demonstrates the aerodrome operator’s commitment to a FOD-free environment. This practice may help increase familiarity with local aerodrome conditions, and promotes effective communication between the aerodrome operator and its stakeholders.

(a)FOD removal

FOD may be removed either manually or by using mechanical equipment, such as sweepers, vacuum systems, jet air blowers, magnetic bars, FOD ‘sweeping carpets’, etc.

FOD containers need to be able to withstand strong winds and be of a ‘closed-type’ to prevent the wind from dislodging their content. Suggested locations for FOD containers are: near all entry points to the apron area, in hangars, aircraft maintenance areas, near aircraft stands and baggage areas. Clearly identified FOD storage locations increase the likelihood that collected debris will be deposited by personnel. Access to the FOD containers needs to be free by other objects.

ED Decision 2021/003/R

FOD ANALYSIS — CONTINUOUS IMPROVEMENT

(a)All FOD identified and collected on the aerodrome should be recorded, analysed and evaluated. To record the location of the FODs, a grid map of the aerodrome should be used. When needed, an investigation should be carried out to identify the source of the FOD. The sources of FOD, including their location and the activities generating FOD on the aerodrome, should be identified, recorded and analysed to identify trends and problem areas as well as to focus the efforts of the FOD control programme. Relevant records, including of the actions taken, should be maintained.

(b)The FOD control programme should be periodically reviewed to assess and continually improve its effectiveness. The programme should be updated based on the feedback received, data analysis results and trends identified through the evaluation of FOD collected at the aerodrome.

ED Decision 2021/003/R

FOD DESCRIPTION

As FOD may be composed of different materials, when reporting, a proper description is made to allow for the proper identification of the FOD source areas, as well as for the appropriate mitigation measures to be taken.

FOD may be items from the following, non-exhaustive, list:

(a)aircraft and engine fasteners (nuts, bolts, washers, safety wire, etc.);

(b)aircraft parts (fuel caps, landing gear fragments, oil sticks, metal sheets, trapdoors, and tyre fragments);

(c)mechanics’ tools;

(d)catering supplies;

(e)personal items (personnel badges, pens, pencils, luggage tags, drink cans, etc.);

(f)apron items (paper and plastic debris from catering and freight pallets, luggage parts, and debris from ramp equipment);

(g)runway and taxiway materials (concrete and asphalt chunks, rubber joint materials, and paint chips);

(h)construction debris (pieces of wood, stones, fasteners and miscellaneous metal objects);

(i)plastic and/or polyethylene materials; and

(j)natural materials (e.g. plant fragments, inanimate wildlife and volcanic ash).

Regulation (EU) No 139/2014

The aerodrome operator shall:

(a)assess the wildlife hazard on, and in the surrounding, of the aerodrome;

(b)establish means and procedures to minimise the risk of collisions between wildlife and aircraft, at the aerodrome; and

(c)notify the appropriate authority if a wildlife assessment indicates conditions in the surroundings of the aerodrome are conducive to a wildlife hazard problem.

ED Decision 2014/012/R

GENERAL

The aerodrome operator should:

(a)participate in the national wildlife strike hazard reduction programme;

(b)establish procedures to record and report to the appropriate authority wildlife strikes to aircraft occurred at the aerodrome, in close cooperation with organisations operating, or providing services at the aerodrome;

(c)ensure that wildlife hazard assessments are made by competent personnel; and

(d)establish, implement and maintain a wildlife risk management programme.

ED Decision 2014/012/R

WILDLIFE RISK ASSESSMENT

(a)The aerodrome operator should:

(1)conduct a risk assessment using strike data for each species, as well as information on the presence of species, the number of individuals, and their biology, and update this regularly;

(2)take into account the number of strikes for each species and the severity of damage arising from those strikes; and

(3)target actions on those species which are present with the highest frequency and create the greatest damage.

(b)Wildlife risk assessments should be made by qualified personnel.

ED Decision 2014/012/R

WILDLIFE RISK MANAGEMENT PROGRAMME

The wildlife risk management programme may cover an area of approximately 13 km (7 NM) from the aerodrome reference point, and should include, at least, the following elements:

(a)assignment of personnel:

(1)a person who is accountable for developing and implementing the wildlife risk programme;

(2)a person who oversees the daily wildlife control activities, and analyses the collected data and carries out risk assessments in order to develop and implement the wildlife risk management programme; and

(3)trained and qualified staff who detect and record the birds/wildlife, and assess the bird/wildlife hazard, and expel hazardous birds/wildlife;

(b)a process to report, collect, and record data of struck and living birds/wildlife;

(c)a process to analyse the data and to assess the bird/wildlife hazard to develop mitigation, proactive, and reactive measures. This should include a risk assessment methodology;

(d)a process of habitat and land management both on, and in its surroundings, whenever possible, in order to reduce the attractiveness of the area to birds/wildlife;

(e)a process to remove hazardous birds/wildlife;

(f)a process for liaison with non-aerodrome agencies and local landowners, etc. to ensure the aerodrome is aware of developments that may contribute to creating additional bird hazards within the surrounding of the aerodrome’s infrastructure, vegetation, land use and activities (for example crop harvesting, seed planting, ploughing, establishment of land or water features, hunting, etc. that might attract birds/wildlife).

ED Decision 2014/012/R

TRAINING FOR WILDLIFE CONTROL

(a)The aerodrome wildlife control personnel should receive formal training prior to their initial engagement as wildlife controllers.

(b)Training for aerodrome wildlife control should be documented and records of it should be retained to satisfy periodic reviews, audits, and competence checks;

(c)Training of aerodrome wildlife control personnel should be conducted by qualified aerodrome wildlife control personnel, or specialists with proven experience in this field.

(d)Wildlife control initial training should, at least, address the following general areas:

(1)an understanding of the nature and extent of the aviation wildlife management problem, and local hazard identification;

(2)an understanding of the national and local regulations, standards, and guidance material related to aerodrome wildlife management programs (use of best-practice models);

(3)appreciation of the local wildlife ecology and biology, including (where applicable) the importance of good airfield grass management policies, and the benefits they can deliver to wildlife control;

(4)the importance of accurate wildlife identification and observations, including the use of field guides;

(5)local and national laws and regulations relating to rare and endangered species, and species of special concern, and the aerodrome operators policies relating to them;

(6)wildlife strike remains collection, and identification policies and procedures;

(7)long-term (passive) control measures, including on and off aerodrome habitat management, including identification of wildlife attractions, vegetation policies, air navigation aids protection, and drainage system, and water body management practicalities;

(8)short-term (active) tactical measures, using well established effective wildlife removal, dispersal, and control techniques;

(9)documentation of wildlife activities and control measures, and reporting procedures (the aerodrome wildlife management plan);

(10)firearms and field safety, including the use of personal protective equipment; and

(11)wildlife strike risk assessment and risk management principles, and how these programs integrate with the aerodrome’s safety management system.

(e)Wildlife control staff should be fully aware of the conditions and terms of the operations of the aerodrome environment. Where this is not relevant, the wildlife control personnel should receive appropriate training, including:

(1)aerodrome airside driver training, including aerodrome familiarisation, air traffic control communications, signs and marking, navigational aids, aerodrome operations, and safety and other matters the aerodrome operator deems appropriate; and

(2)aircraft familiarisation, including aircraft identification, aircraft engine design, and impact of wildlife strikes on aircraft systems.

(f)It should be ensured that wildlife control staff maintains competence in the role. This could be achieved either by regular refresher training or another system of monitoring, acceptable to the appropriate authority. The maintenance of competence should include the areas in (d) and (e) above, and also include:

(1)reviewing firearms safety;

(2)changes in the local environment;

(3)changes in risk management policy;

(4)recent wildlife events at the aerodrome;

(5)improvements in active and passive measures; and

(6)any other matters the aerodrome operator deems appropriate.

ED Decision 2014/012/R

RECORDING AND REPORTING OF WILDLIFE STRIKES AND OBSERVED WILDLIFE

(a)It is necessary to maintain a record of all wildlife activity or ‘bird/wildlife log’. The log should include, at least, the following information:

(1)numbers, species, and location of birds/wildlife seen; and

(2)actions taken to disperse birds/wildlife, and the results of these actions.

(b)The log should be completed at regular intervals by the wildlife control staff.

(c)The log should be analysed to identify which species represent a hazard, at which times of day or year, or under which weather conditions, etc.

(d)The aerodrome operator should have a system in place to collect bird/wildlife strike reports in close cooperation with data owners, like aircraft operators, air navigation service providers, aircraft engine maintenance departments, etc.

Delegated Regulation (EU) 2020/2148

(a)Except as provided for in point (d), the driving of a vehicle on any part of the movement area or other operational areas of an aerodrome shall require an authorisation issued to the driver by the operator of that aerodrome. The driving authorisation shall be issued to a person who:

(1)is allocated tasks that involve driving in such areas;

(2)holds a valid driving licence, and any other licence required for the operation of specialised vehicles;

(3)has successfully completed a relevant driving training programme and demonstrated his or her competence in accordance with point (b);

(4)has demonstrated language proficiency in accordance with point ADR.OPS.B.029, if that person intends to drive a vehicle on the manoeuvring area;

(5)has received training by its employer on the use of the vehicle intended to operate at the aerodrome.

(b)The aerodrome operator shall establish and implement a driving training programme for drivers that operate on the apron or other operational areas, except the manoeuvring area, and for drivers that operate on the manoeuvring area. The training programme shall:

(1)be appropriate to the characteristics and operation of the aerodrome, the driver’s functions and tasks to be performed, and the areas of the aerodrome that drivers may be authorised to operate;

(2)include:

(i)theoretical and practical training of adequate duration, at least in the following areas:

(A)regulatory framework and personal responsibilities;

(B)vehicle standards, aerodrome operational requirements and procedures;

(C)communications;

(D)radiotelephony, for drivers that operate in the manoeuvring area;

(E)human performance;

(F)familiarisation with the operating environment;

(ii)competence assessment of the drivers.

(c)A driving authorisation issued in accordance with point (a) shall specify the parts of the movement area or other operational areas on which the driver is allowed to drive and shall remain valid as long as:

(1)the requirements of points (a)(1) and (a)(2) are met;

(2)the holder of the driving authorisation:

(i)undergoes and successfully completes training and proficiency checks in accordance with points ADR.OR.D.017 (f) and (g);

(ii)if applicable, continues to demonstrate the required language proficiency in accordance with point ADR.OPS.B.029.

(d)Notwithstanding point (a), the aerodrome operator may permit a person to temporarily drive a vehicle on the movement area or other operational areas if:

(1)that person holds a valid driving licence, and any other licence required for the operation of specialised vehicles;

(2)that vehicle is escorted by a vehicle driven by a driver authorised in accordance with point (a).

(e)The aerodrome operator shall:

(1)establish a system and implement procedures for:

(i)issuing driving authorisations and temporarily permitting the driving of vehicles;

(ii)ensuring that drivers to whom a driving authorisation has been issued, continue to comply with points (c)(1) and (c)(2);

(iii)monitoring the compliance of drivers with any driving requirements applicable at the aerodrome and for taking appropriate action, including the suspension and revocation of driving authorisations or permissions to temporarily drive a vehicle;

(2)maintain relevant records.

ED Decision 2021/003/R

DRIVING AUTHORISATION FOR THE MOVEMENT AREA AND OTHER OPERATIONAL AREAS

Depending on its design, the ‘airside’ part of an aerodrome may also encompass operational areas, other than the movement area, in which vehicles may also be operating for various purposes.

Example cases of such other operational areas, which are not part of the movement area, would be the service roads that may exist between the terminal buildings and aprons, perimeter roads used for various purposes, areas that are used for the parking of vehicles and ground support equipment, etc.

The driving in such other operational areas is also subject to the provisions of ADR.OPS.B.024.

ED Decision 2021/003/R

GENERAL

Driving authorisations are meant to be issued only to persons whose functions and tasks require the driving of a vehicle on the movement area or other operational areas of the aerodrome.

Driving authorisations cover all types of activities that involve driving in these areas, including but not limited to aerodrome operations and maintenance, groundhandling, security, aircraft maintenance, etc. The identity of the organisation with which a driver is associated (e.g. private entity, State entity) is not considered relevant.

The number of persons authorised to drive on the manoeuvring area, and particularly on runways, needs to be limited to the minimum required in order to minimise the risk of runway incursions and should be reviewed periodically.

ED Decision 2021/003/R

TRAINING OF DRIVERS ON THE USE OF VEHICLES

(a)A driver needs to receive specific training on the use of any vehicle or equipment, he or she will be using during his or her duties, e.g. special vehicle, tug, high loader, coach, etc. Upon completion of this training, the responsible organisation should provide the relevant records to the aerodrome operator.

(b)If the driver is to be assigned a new vehicle type following the issuance of the authorisation, the process of point (a) should be repeated prior to allowing the driver to operate the new vehicle.

ED Decision 2021/003/R

TRAINING OF DRIVERS — GENERAL

(a)The training programme that drivers need to follow should depend on the areas where they need to be operating. The following two training programmes should be developed:

(1)General driving training programme

This training should cover the needs of all drivers operating on the apron area and other operational areas of the aerodrome. The successful completion of this training grants a driver the right to operate unescorted a vehicle on aprons and other operational areas of the aerodrome, except on the manoeuvring area.

(2)Manoeuvring area training programme

This training should cover the additional specific needs of the drivers who will be operating on the manoeuvring area. A driver is granted the right to operate unescorted on the manoeuvring area subject to the:

(i)provisions of ADR.OPS.B.024(a)(4) and AMC3 ADR.OPS.B.024(b);

(ii)successful completion of the general driving training programme; and

(iii)successful completion of the manoeuvring area training programme.

(b)Each of the above-mentioned training programmes (general driving training programme and manoeuvring area training programme) should consist of the following parts:

(1)Theoretical training

The theoretical training should be of a defined and adequate duration, supported by suitable educational means and material.

The theoretical training should be followed by an assessment of the trainees (see AMC1 ADR.OR.D.017(e)). Once the theoretical part has been successfully completed, the driver should undertake practical training.

(2)Practical training

During the phase of the practical training, which needs to be of a defined and adequate duration, the trainees should be provided with adequate practical training and familiarisation with the aerodrome facilities and its procedures by the nominated instructors, in day and, if relevant, night conditions.

Following the delivery of the practical training, the competence of the trainees should be assessed, in practical terms, by the nominated assessors (see AMC1 ADR.OR.D.017(e)). This assessment should aim at assessing the ability of the trainees to apply, in practice, the knowledge and skills they have acquired through the theoretical and practical training.

(3)Upon the successful completion of the practical training, and provided that the driver has received training on the use of a vehicle (see AMC1 ADR.OPS.B.024(a)(5)), a driving authorisation should be issued.

ED Decision 2021/003/R

TRAINING OF DRIVERS — GENERAL

The theoretical training is supported by material which provides up-to-date, adequate and suitable information regarding the aerodrome, in the form of presentations, maps, diagrams, videos, booklets, checklists, etc. as appropriate.

ED Decision 2021/003/R

DRIVING TRAINING PROGRAMMES

(a)General driving training programme

(1)The theoretical part of the general driving training programme should, as a minimum, cover the following areas:

(i)Driving authorisation framework, including:

(A)issuance, validity, conditions of use;

(B)control and audit of its issue;

(C)driving violations and enforcement procedures;

(D)relationship with the national driver licensing system;

(E)national requirements related to general vehicle driving licences;

(F)national Competent Authority guidance for movement area driving; and

(G)roles of various organisations:

(a)the role of the aerodrome operator in setting and maintaining standards;

(b)the Competent Authority’s role and its responsibilities;

(c)the role of the national and/or local police, and their involvement with airside driving; and

(d)the role of any other enforcement authorities dealing with vehicles, driving, health, and safety

(ii)Personal responsibilities, including:

(A)requirements concerning fitness to drive (medical standards);

(B)use of personal protective equipment (e.g. high-visibility clothing and hearing protection);

(C)general driving standards;

(D)no-smoking; use of psychoactive substances and medicines, including requirements on alcohol consumption;

(E)implementation of ‘sterile-cab’ concept, by avoiding disturbing and distracting activities while driving;

(F)responsibilities with respect to FOD and fuel/oil spillage; and

(G)the responsibility to ensure that a vehicle is suitable for the task and is used correctly.

(iii)Vehicle standards, including:

(A)condition and maintenance standards at the aerodrome and/or national level;

(B)the requirement to display obstruction lights and company insignia;

(C)the requirement for, and content of, daily vehicle inspections;

(D)vehicle fault reporting and rectification;

(E)requirements for the issue and display of vehicle authorisations;

(F)serviceability of all essential communication systems with air traffic services and base operations; and

(G)maintaining the vehicle’s cabin free of loose and distracting articles/items, as per the ‘sterile-cab’ concept.

(iv)Aerodrome rules and procedures, including:

(A)rules of the air, and air traffic services procedures applicable to aerodromes as they relate to vehicles, particularly rights of way;

(B)aerodrome regulations, procedures and instructions pertaining to vehicle operations;

(C)definition of movement areas, manoeuvring areas and aprons;

(D)methods used to disseminate general information and instructions to drivers;

(E)methods used to disseminate information regarding works in progress; and

(F)reporting of occurrences the driver is involved in or witnesses.

(v)General aerodrome layout, including:

(A)the general geography of the aerodrome;

(B)aviation terminology used such as runway, taxiway, apron, roads, crossings, runway-holding points;

(C)all aerodrome signs, markings and lighting for vehicles and aircraft, including their meaning;

(D)specific reference to signs, markings and lighting used to guard runways and critical areas; and

(E)specific reference to any controlled/uncontrolled taxiway crossing procedures.

(vi)Hazards of general movement area driving, including:

(A)speed limits, prohibited areas, and no parking requirements;

(B)the danger zones around aircraft;

(C)engine suction/ingestion and blast, propellers, and helicopters;

(D)aircraft refuelling;

(E)FOD and spillages;

(F)vehicle reversing;

(G)staff and passengers walking across aprons;

(H)air bridges and other services such as fixed electrical ground power;

(I)the general aircraft turnaround process;

(J)aircraft emergency stop and fuel cut-off procedures;

(K)hazardous cargo;

(L)vehicle-towing requirements and procedures;

(M)driving at night; and

(N)driving in adverse weather conditions, particularly low visibility.

(vii)Human performance, including:

(A)basic concepts of human factors;

(B)basic aviation psychology, including:

(a)attention and vigilance;

(b)perception;

(c)memory;

(d)human error;

(e)decision-making;

(f)avoiding and managing errors;

(g)human behaviour; and

(h)human overload and underload.

(viii)Emergency procedures, including:

(A)actions and responsibilities in a crisis situation (any accident or serious incident occurring on the aerodrome);

(B)action in the event of a vehicle accident;

(C)specific action in the event of a vehicle striking an aircraft;

(D)action in the event of fire;

(E)action in the event of an aircraft accident/incident; and

(F)action in the event of personal injury.

(ix)Communications, including:

(A)radio procedures and phraseologies to be used (other than with air traffic services);

(B)light signals used by air traffic services;

(C)procedures to be used by vehicle drivers if lost or uncertain of their position;

(D)local emergency telephone numbers;

(E)how to contact the local aerodrome unit;

(F)portable radio, including:

(a)correct use of radios;

(b)effective range and battery life;

(c)screening/shielding effects on the aerodrome;

(d)use of correct call signs, as applicable; and

(e)safety while using radios, including procedures and instructions regarding the use of portable radios and hand-held microphones while driving a vehicle.

(2)The practical part of the general driving training programme should, as a minimum, include the following visual familiarisation of the aerodrome:

(i)airside service roads, taxiway crossings, and any restrictions during low-visibility conditions;

(ii)aprons and stands;

(iii)surface paint markings for vehicles and aircraft;

(iv)surface paint markings that delineate the boundary between aprons and taxiways;

(v)signs, markings and lighting used on the taxiway that indicate the runways ahead;

(vi)parking areas and restrictions;

(vii)speed limits and regulations; and

(viii)hazards during aircraft turnarounds and aircraft movements

(b)Manoeuvring area training programme

(1)The theoretical part of the manoeuvring area training programme should, as a minimum, cover the following areas:

(i)Air traffic services, including:

(A)the aerodrome’s air traffic services function and area of responsibility;

(B)the ground movement control function and area of responsibility;

(C)normal and emergency procedures used by air traffic services relating to aircraft;

(D)normal handover/transfer points for vehicles;

(E)air traffic services call signs, vehicle call signs; and

(F)demarcation of responsibilities between air traffic services and apron management unit, if applicable.

(ii)Personal responsibilities, including:

(A)fitness to drive with particular emphasis on eyesight and colour perception;

(B)correct use of personal protective equipment;

(C)responsibilities with respect to FOD; and

(D)responsibilities with respect to escorting other vehicles on the manoeuvring area.

(iii)Vehicle standards, including:

(A)responsibility for ensuring the vehicle used is fit for the purpose and task and appropriately marked and lighted;

(B)requirements for daily inspection prior to operating on the manoeuvring area;

(C)particular attention to the display of obstruction and general lights; and

(D)serviceability of all essential communication systems with air traffic services and base operations.

(iv)Aerodrome layout, including:

(A)particular emphasis on signs, markings and lighting used on the manoeuvring area;

(B)special emphasis on signs, markings and lighting used to protect the runway;

(C)description of equipment essential to air navigation such as instrument landing systems (ILS);

(D)description of sensitive, critical or other protected zones areas related to ILS or other navigation aid antennae and the related markings and signs;

(E)description of ILS protected areas, and their relation to runway-holding points;

(F)description of runway instrument/visual strip, cleared and graded area; and

(G)description of lighting used on the manoeuvring area with particular emphasis on those related to low-visibility operations.

(v)Hazards of manoeuvring area driving, including:

(A)engine suction/ingestion and blast, vortex, propellers, and helicopter operations;

(B)requirements and procedures for driving at night;

(C)requirements and procedures for operations in low visibility and other adverse weather conditions;

(D)right of way of vehicles, aircraft, towed aircraft, and rescue and firefighting vehicles in an emergency.

(vi)Emergency procedures, including:

(A)actions to be taken in the event of a vehicle accident/incident on the manoeuvring area;

(B)actions to be taken in the event of an aircraft accident/incident on the manoeuvring area;

(C)actions to be taken if FOD or other debris is found on runways and taxiways; and

(D)local emergency telephone numbers.

(vii)Communication procedures, including:

(A)air traffic services frequencies used and areas of applicability;

(B)language to be used when communicating with the air traffic services;

(C)procedure to be used by vehicle drivers if lost or uncertain of their position on the manoeuvring area;

(D)procedure for a vehicle breakdown on runways and taxiways and notifying the air traffic services unit of such events; and

(E)radio communication failure:

(a)procedure in the event of a radio communication or transponder or equivalent equipment failure while a vehicle is on the manoeuvring area; and

(b)procedures for light signals and other communication means that can be used by the air traffic services unit to pass instructions to a vehicle driver on the manoeuvring area.

(viii)Aircraft familiarisation, including:

(A)knowledge of aircraft types and ability to identify all types normally operating at the aerodrome;

(B)knowledge of aircraft call signs; and

(C)knowledge of aircraft terminology relating to engines, fuselage, control surfaces, undercarriage, lights, vents, etc.

(2)The practical part of the manoeuvring area training programme should, as a minimum, include the following visual familiarisation of the aerodrome:

(i)all runways (including access and exit routes), holding areas, taxiways and aprons;

(ii)all signs, surface markings and lighting associated with runways, holding positions, CAT I, II, and III operations;

(iii)all signs, surface markings and lighting associated with taxiways;

(iv)specific markings that demarcate the boundary between aprons and manoeuvring areas;

(v)navigation aids such as ILS, sensitive, critical, or other protected areas, antennae, RVR equipment, and other meteorological equipment;

(vi)hazards of operating around aircraft landing, taking off or taxiing; and

(vii)any used naming convention for particular areas or routes.

ED Decision 2021/003/R

RADIOTELEPHONY

(a)Any driver who will be operating on the manoeuvring area should undertake and complete a radiotelephony training, demonstrating both theoretical knowledge and practical competency in voice communication procedures.

(b)Theoretical training

The theoretical training should emphasise on the following areas:

(1)Categories of messages

Message categories and priorities; an understanding of distress, alerting, control and information messages.

(2)Use of phonetic alphabet

Correct pronunciation and transmission of letters, words and numbers.

(3)Use of standard phraseology

(i)emphasis on the need for drivers to use standard phraseology; and

(ii)the need for caution with certain phrases such as ‘cleared’ and ‘go ahead’.

(4)Use of call signs for aircraft, air traffic services, and vehicles

(i)understanding of terminology and acronyms used by air traffic services and pilots;

(ii)knowledge of the airline call signs used at the aerodrome; and

(iii)knowledge of the vehicle call signs used at the aerodrome.

(5)Read-back procedures

The need for vehicle drivers to use standard read back, in the same manner as pilots, for instructions such as ‘enter/cross the runway’, and if conditional clearances are used.

(6)Test procedures including readability scale

Understanding and use of the readability scale from 1 to 5.

(7)Transmitting techniques and use of radiotelephony

(i)understanding the reasons for listening out prior to transmitting;

(ii)use of standard phraseology and ICAO air-ground radiotelephony communication procedures;

(iii)words and sounds to be avoided;

(iv)correct positioning of microphones to avoid voice distortion;

(v)avoidance of ‘clipped’ transmissions;

(vi)awareness of regional accents and variations of speech; and

(vii)speed of delivery of RTF phraseology.

(c)Practical training

In this phase, the training should cover the use of fixed and portable radio communication devices, and the practical use of the theoretical knowledge acquired in the previous phase of the training, through the implementation of the aerodrome’s communication procedures.

The practical training on radiotelephony may be provided in the course of an overall practical training, which involves the training on the use of vehicles or specialised vehicle/equipment associated with the driver’s task, or training on the operating procedures of the aerodrome, etc.

ED Decision 2021/003/R

RECURRENT, REFRESHER AND CONTINUATION TRAINING

ADR.OR.D.017 point (f) regulates the provision of training following the completion of the initial training, as part of the aerodrome operator’s training programme. For the process that needs to be followed to ensure the continued competence of the personnel, see ADR.OR.D.017(f) and AMC1 ADR.OR.D.017(f).

ED Decision 2021/003/R

DRIVING AUTHRORISATION FORMAT

There are various solutions for issuing a driving authorisation. A combination of the driving authorisation with the badge issued to personnel or the issuance of a separate card are some of the possible solutions. In any case, it is important that the rights of the holder are clearly contained in the authorisation.

ED Decision 2021/003/R

TEMPORARILY PERMITTING THE DRIVING OF VEHICLES

When permitting temporarily the driving of a vehicle, the period for which the permit is valid and the areas in which the driver will be allowed to operate under escort should be specified.

The escort of a vehicle whose driver has been issued a temporary driving permit should only be performed by the aerodrome operator directly or through a contracted organisation.

ED Decision 2021/003/R

TEMPORARILY PERMITTING THE DRIVING OF VEHICLES

ADR.OPS.B.024 in general addresses the case of authorisation of drivers whose nature of work and activities involves regular presence and driving within the aerodrome environment.

However, there are cases where it may be necessary to temporarily allow the driving of a vehicle on the movement area or other operational areas of the aerodrome for other reasons (e.g. a contractor’s vehicle that needs to enter the movement area for maintenance activities taking place at the aerodrome, etc.).

In cases where the driving on the movement area or other operational areas is necessary but for a limited period of time, the aerodrome operator may permit such driving without requiring the driver to undergo the process for the issuance of an authorisation for the driving of this vehicle. It is expected, however, that before being permitted to operate in such areas, such drivers will be adequately briefed about their obligations while operating within the aerodrome perimeter, and that the aerodrome operator has developed procedures to be implemented during this type of operations.

In any case, the issuance of such a permit for such a driver does not waive the obligation of the aerodrome operator to ensure:

—the condition of the vehicle that this driver may be temporarily driving into the aerodrome area, in accordance with ADR.OPS.B.026 (e)(2)(i);

—that this vehicle will in any case be escorted. For the characteristics of the vehicle that will be escorting that vehicle, see ADR.OPS.B.026 (e)(2)(ii); and

—that the operation of this vehicle on the manoeuvring area is subject to the provisions of ADR.OPS.B.026 (e)(2)(iii).

ED Decision 2021/003/R

PROCEDURES FOR ISSUANCE OF DRIVING AUTHORISATIONS AND TEMPORARILY PERMITTING DRIVING OF VEHICLES, AND RELEVANT MONITORING ACTIVITIES

(a)The aerodrome operator should clearly identify responsibilities for:

(1)issuing driving authorisations and temporary driving permits;

(2)ensuring that the prerequisites for maintaining a driving authorisation valid continue to be met;

(3)monitoring the compliance of the drivers with the driving rules applicable at the aerodrome, and taking appropriate action as the case may be. Such actions should include the possibility of suspension of revocation of the driving authorisation or of temporary driving permit.

(b)Issuing such authorisations, temporarily permitting the driving of vehicles and ensuring that the prerequisites for maintaining a driving authorisation valid should be a controlled activity.

(c)Irrespective of the organisational set-up chosen, it should be ensured that information regarding drivers who:

(1)do not continue to meet the requirements for maintaining the validity of the relevant driving authorisation; or

(2)violate the driving requirements,

is forwarded to the aerodrome unit(s) responsible for the issuance/revocation of the driving authorisations, in a timely manner, to take appropriate action depending on the case.

(d)The established procedures should clearly indicate how cases of violations of the applicable driving requirements at the aerodrome are dealt with. They should especially take into account the seriousness of each violation and also address cases of repeated violations of the applicable driving requirements. The cases where a driver should be required to undergo additional training should also be addressed in the procedures.

Delegated Regulation (EU) 2020/2148

(a)The operation of a vehicle on the movement area or other operational areas shall require an authorisation issued by the aerodrome operator. The authorisation may be issued if the vehicle is used in activities related to the operation of the aerodrome and:

(1)is serviceable and fit for the intended operation;

(2)complies with the marking and lighting requirements of point ADR.OPS.B.080;

(3)is equipped with a radio allowing two-way communication on the appropriate air traffic services frequency and any other frequency necessary, if it is intended to be operated on either of the following areas:

(i)the manoeuvring area;

(ii)other operational areas where communication with the air traffic services unit or other operational units of the aerodrome is necessary;

(4)is fitted with a transponder or other equipment that supports surveillance, if it is intended to be operated on the manoeuvring area, and the aerodrome is equipped with a surface movement guidance and control system whose operation requires the use of a transponder or other equipment supporting surveillance fitted on the vehicles.

(b)The aerodrome operator shall limit the number of vehicles authorised to operate on the movement area and other operational areas to the minimum number required for the safe and efficient operation of the aerodrome.

(c)An authorisation issued in accordance with point (a) shall:

(1)specify the parts of movement area or other operational areas where the vehicle may be operated;

(2)remain valid as long as the requirements of point (a) are met.

(d)The aerodrome operator shall assign a call sign to a vehicle authorised in accordance with point (a) to operate at the aerodrome, if that vehicle is required to be radio-equipped. The call sign assigned to a vehicle shall:

(1)not cause confusion regarding its identity;

(2)be appropriate to its function;

(3)for vehicles that operate in the manoeuvring area, be coordinated with the air traffic services unit, and disseminated to the relevant organisations at the aerodrome.

(e)By derogation from point (a), the aerodrome operator may permit:

(1)a vehicle authorised in accordance with points (a)(1) and (2), which is not equipped with a radio required under point (a)(3) and a transponder or other equipment supporting surveillance required under point (a)(4), to be occasionally operated in the areas referred to in points (a)(3) and (a)(4), provided that:

(i)that vehicle is escorted, at all times, by an authorised vehicle meeting the requirement of point (a)(3) and, if necessary, point (a)(4);

(ii)the escorting vehicle complies with the marking and lighting requirements of point ADR.OPS.B.080;

(iii)low-visibility procedures are not in effect, if the escorted vehicle is to be operated in the manoeuvring area;

(2)the temporary entry of a vehicle to the aerodrome and its operation on the movement area or other operational areas, subject to the following conditions:

(a)a visual inspection of that vehicle determines that its condition does not endanger safety;

(b)that vehicle is escorted, at all times, by an authorised vehicle which:

(i)meets the requirement of point (a)(3) and, if necessary, point (a)(4), when operating in the areas referred to in points (a)(3) and (a)(4);

(ii)complies with the marking and lighting requirements of point ADR.OPS.B.080;

(c)low-visibility procedures are not in effect, if the vehicle is to be operated in the manoeuvring area.

(f)The aerodrome operator shall:

(1)establish and implement procedures for:

(i)issuing vehicle authorisations and temporary permitting the entry to the aerodrome and operation of vehicles;

(ii)assigning call signs to vehicles;

(iii)monitoring the compliance of vehicles with point ADR.OPS.B.026 and for taking appropriate action, including the suspension and revocation of vehicle authorisations or permissions to temporarily operate a vehicle;

(2)maintain relevant records.

ED Decision 2021/003/R

EQUIPAGE OF VEHICLES — GENERAL

(a)An updated copy of the movement area chart of sufficient size, including hot spots, as well the visual aids configuration on the aerodrome, and areas to be safeguarded, should be readily available in the driver’s cabin of a vehicle intended to be operated in the manoeuvring area. If a vehicle is not to be operated in the manoeuvring area, the copy of the chart may be customised to provide only relevant information of the area in which the vehicle is to be operated, along with information of the adjacent areas, to improve the situational awareness of the driver.

(b)The aerodrome operator, in coordination with the air traffic services provider and, if applicable, the apron management services provider, if different, should assess in which areas of the aerodrome, except the manoeuvring area, a vehicle needs to be equipped with a radio.

The radio with which the vehicle is equipped should allow two-way communication with the air traffic services unit frequency, but also any other unit that the driver of the vehicle may need to establish contact with.

Updated information regarding the frequencies of each unit should be readily available in the driver’s cabin, as well as the frequencies that may need to be used at different areas of the aerodrome. Moreover, the call-sign of the vehicle should be available at a prominent place.

ED Decision 2021/003/R

LIMITING THE NUMBER OF VEHICLES

The aerodrome operator limits vehicular activity to what is necessary, in order to ensure the safety of operations, but also taking into account the need to ensure the proper and smooth functioning of the aerodrome.

In this respect, vehicle use may be limited to those vehicles which are necessary to support the ground servicing and handling of aircraft cargo/mail and passengers, aerodrome maintenance and operations, including aerodrome emergency services, aerodrome security services, and State authorities vehicles.

Vehicles on the manoeuvring area should be limited to those absolutely necessary, especially on the runway. Vehicles allowed to operate on the runway should include only those necessary for operational activities such as inspections and maintenance, and emergency vehicles. It is strongly advised not to increase runway use by other vehicles such as those involved in ground operations, e.g. aircraft towing, etc. unless there is no alternative route.

ED Decision 2021/003/R

GENERAL

A vehicle authorisation should be carried/displayed at a prominent place on the vehicle.

ED Decision 2021/003/R

GENERAL

Depending on the number of vehicles and the complexity of the aerodrome, the use of colour-coded vehicle authorisations is a solution that may be considered, to facilitate the control of the vehicles.

ED Decision 2021/003/R

VEHICLE CALL SIGNS

The use of similar call signs may lead to call sign confusion, which is one of the factors associated with runway incursions.

To avoid call sign confusion, when assigning a call sign to a vehicle, careful consideration needs to be given to the call signs used by aircraft operating at the aerodrome, as well as the call signs of other vehicles.

Ways to reduce the possibility of call sign confusion include:

(a)use of unique numbers or identification call signs for each vehicle; and

(b)use of call signs which are appropriate to the function of the vehicle (e.g. ‘Operations’, ‘Fire’). Where more than one vehicle is used in the same function, then a numbering policy may be used, such that the call sign is followed by a number, e.g. ‘Operations 1’.

At aerodromes where the number of vehicles and the aircraft traffic is high, before assigning a call sign to a vehicle, it is recommended that the aerodrome operator, apart from the coordination with the air traffic services provider, consults also the other organisations operating vehicles at the aerodrome. As soon as a call sign is assigned to a vehicle, this needs to be known to at least the air traffic services provider.

ED Decision 2021/003/R

ESCORTING OF VEHICLES

The escorting of a vehicle should only be performed by the aerodrome operator directly or through a contracted organisation. The aerodrome operator should establish procedures for the escorting of vehicles, which as a minimum should contain:

(a)under which minimum visibility conditions escorting of a vehicle may be performed on the manoeuvring area;

(b)communication means and procedures between the escorting and the escorted vehicle(s);

(c)escorting procedures when more than one vehicle is to be escorted; and

(d)procedures for ensuring that drivers of the escorted vehicles comply with the instructions provided by the air traffic services unit.

The procedures should be coordinated with the air traffic services unit.

ED Decision 2021/003/R

ESCORTING OF VEHICLES

(a)Occasional operation of authorised vehicles without radio, transponder or other means supporting surveillance

The aerodrome operator may decide to permit the occasional operation of vehicles, which have been authorised to be operated on the aerodrome but which are not equipped with a radio, in areas where vehicles are required, by ADR.OPS.B.026 (a)(3), to be equipped with a radio allowing two-way communication with the air traffic services or other aerodrome units, if necessary. The same applies with regard to authorised vehicles, which are not equipped with a transponder or other equipment supporting surveillance as foreseen in ADR.OPS.B.026 (a)(4).

In this way, occasional unforeseen operational needs that may arise in the context of the operation of the aerodrome may be satisfied, given that such vehicles are not intended to be operated in such areas. However, if such need becomes more frequent, the aerodrome operator may need to consider the equipage of such vehicles with the necessary radio, transponder or other equipment supporting surveillance, considering, amongst others, the benefits that direct communication offers in terms of runway safety, as well as the fact that vehicle surveillance data facilitates the situational awareness of the air traffic services personnel.

(b)Temporarily permitting vehicle operation

Vehicles used on the movement area and other operational areas of the aerodrome need to be authorised as per ADR.OPS.B.026 (a). Vehicles may be authorised only if they are used in activities related to the operation of the aerodrome. However, from time to time, and for various reasons, it may be necessary to allow a vehicle to enter the aerodrome area and to be operated on the movement area or other operational areas, for a limited period of time (e.g. transportation of supplies, maintenance activities, transportation of patients, etc.). In such cases, the aerodrome operator may issue a temporary permit for the entry of the vehicle into the aerodrome and its operation in the area necessary.

In such situations, a visual inspection of the vehicle is necessary, for obvious damages or malfunctions of the vehicle (e.g. leakages, braking system, condition of tyres, lights, etc.) to determine the serviceability of the vehicle.

(c)Characteristics of escorting vehicles

A vehicle mentioned in points (a) or (b) above, needs to be escorted by a vehicle equipped with a radio, in accordance with ADR.OPS.B.026 (e)(1)(i) or ADR.OPS.B.026 (e)(2)(b), if it is to be operated:

(1)on the manoeuvring area; or

(2)in other areas where vehicles are required to be equipped with a radio (see also point (b) of AMC1 ADR.OPS.B.026(a)(1);(3)).

In addition, If the escorted vehicle is to be operated on the manoeuvring area, the escorting vehicle would also need to be fitted with a transponder or other equipment supporting surveillance, if so required for the operation of the SMGCS of the aerodrome (see ADR.OPS.B.026(a)(4)).

Moreover, the escorting vehicle needs to meet at all times the respective marking and lighting requirements for the area(s) where the escorted vehicle will be operating (see ADR.OPS.B.080).

(d)Operational considerations

If the vehicle(s) mentioned in points (a) and (b) above is (are) intended to be operated on the manoeuvring area, care is taken to ensure that this is done in compliance with ADR.OPS.B.026 (e)(1)(iii) or ADR.OPS.B.026 (e)(2)(c), as the case may be, as well as the relevant procedures.

Particular attention needs to be paid to the cases where two or more vehicles are temporarily entering the aerodrome, and especially the manoeuvring area, forming a convoy. In such cases, the escorting vehicles are in positions that allow the monitoring of all escorted vehicles at all times, to ensure that all vehicles comply with the instructions of the air traffic services unit. In addition, attention is necessary to the way and means that the communication between the escorting and the escorted vehicle will be taking place.

In any case, temporarily permitting the use of the vehicle in accordance with ADR.OPS.B.026 (e)(2), or permitting the operation of an already authorised vehicle in accordance with ADR.OPS.B.026 (e)(1) does not waive the obligation of the aerodrome operator to ensure that the driver of the vehicle holds a permit to temporarily drive into the aerodrome area, or a driving authorisation as the case may be, in accordance with ADR.OPS.B.024.

ED Decision 2021/003/R

PROCEDURES FOR ISSUANCE OF VEHICLE AUTHORISATIONS, TEMPORARILY PERMITTING THE OPERATION OF VEHICLES, ASSIGNING CALL SIGNS AND RELEVANT MONITORING ACTIVITIES

(a)The procedures should clearly identify responsibilities for:

(1)issuing vehicle authorisations, temporarily permitting the operation of a vehicle and assigning call signs to vehicles;

(2)ensuring that the prerequisites for maintaining a vehicle authorisation valid continue to be met; and

(3)monitoring the compliance of vehicles with the relevant requirements, and taking of appropriate action depending on the case. Such actions should include the possibility of suspension and revocation of a vehicle authorisation or a permission for the temporary operation of a vehicle.

(b)Issuing vehicle authorisations, temporarily permitting the operation of vehicles and ensuring that the prerequisites for maintaining a vehicle authorisation valid should be a controlled activity.

(c)Irrespective of the organisational set-up chosen to monitor the compliance of vehicles with the applicable requirements, a close cooperation should be established with the organisational unit(s):

(1)responsible for the implementation of the maintenance programme of its own vehicles (see ADR.OPS.C.007); and

(2)monitoring the implementation of the maintenance programme of the vehicles of organisations operating or providing services at the aerodrome.

It should be ensured that information regarding vehicles which do not continue to meet the relevant requirements is forwarded to the responsible aerodrome unit(s) (if different) to take appropriate action.

(d)The established procedures should clearly indicate how cases of violations of the applicable requirements are dealt with, taking also into account the significance of each violation.

Delegated Regulation (EU) 2020/2148

(a)The driver of a vehicle on the manoeuvring area shall operate the vehicle:

(1)only as authorised by the air traffic services unit, and in accordance with the instructions issued by that unit;

(2)in compliance with all mandatory instructions conveyed by markings and signs unless otherwise authorised by the air traffic services unit;

(3)in compliance with all mandatory instructions conveyed by lights.

(b)The driver of a vehicle on the manoeuvring area shall operate the vehicle in accordance with the following rules:

(1)emergency vehicles that proceed to the assistance of an aircraft in distress shall be afforded priority over all other surface movement traffic;

(2)subject to the provisions of point (1):

(i)vehicles and vehicles towing aircraft shall give way to aircraft which are landing, taking off, or taxiing;

(ii)vehicles that do not tow aircraft shall give way to vehicles towing aircraft;

(iii)vehicles that do not tow aircraft shall give way to other vehicles that do not tow aircraft in accordance with the air traffic services unit instructions;

(iv)notwithstanding the provisions of points (i), (ii) and (iii), vehicles and vehicles towing aircraft shall comply with the instructions issued by the air traffic services unit.

(c)The driver of a radio-equipped vehicle, intending to operate or operating on the manoeuvring area, shall:

(1)establish satisfactory two-way radio communication with the air traffic services unit on the appropriate air traffic services frequency before entering the manoeuvring area, and maintain a continuous listening watch on the assigned frequency;

(2)before entering the manoeuvring area, obtain authorisation from the air traffic services unit and shall operate only as authorised by the air traffic services unit. Notwithstanding such an authorisation, entry to a runway or runway strip or change in the operation authorised, shall be subject to a further specific authorisation by the air traffic services unit;

(3)read back to the air traffic services personnel safety-related parts of the instructions which are transmitted by voice. Instructions to enter, hold short of, cross and operate on any runway, taxiway or runway strip shall always be read back;

(4)read back to the air traffic services personnel or acknowledge instructions other than in point (3) in a manner to clearly indicate that they have been understood and shall be complied with.

(d)The driver of a vehicle that is operating in the manoeuvring area, when in doubt as to the position of the vehicle with respect to the manoeuvring area, shall:

(1)notify the air traffic services unit of the circumstances, including the last known position;

(2)simultaneously, unless otherwise instructed by the air traffic services unit, vacate the runway, taxiway, or other part of the manoeuvring area, to a safe distance as expeditiously as possible;

(3)after actions referred to in points (1) and (2), stop the vehicle.

(e)The driver of a vehicle on the manoeuvring area:

(1)when operating a vehicle on a runway strip when that runway is used for landing or take-off, shall not approach the runway closer than the distance at which the runway-holding position or any road-holding positions have been established for that runway;

(2)when a runway is used for landing or take-off, shall not operate a vehicle on:

(i)the part of the runway strip extending beyond the runway ends of that runway;

(ii)the runway-end safety areas of that runway;

(iii)a clearway, if available, at a distance that would endanger an aircraft on the air.

(f)The driver of a radio-equipped vehicle on the apron shall, if so required at the aerodrome:

(1)establish satisfactory two-way radio communication with the responsible unit designated by the aerodrome operator before entering the apron;

(2)maintain a continuous listening watch on the assigned frequency.

(g)The driver of a vehicle on the apron shall operate the vehicle in accordance with the following:

(1)only as authorised by the responsible unit designated by the aerodrome operator, and in accordance with the instructions issued by that unit;

(2)in compliance with all mandatory instructions conveyed by markings and signs unless otherwise authorised by the responsible unit designated by the aerodrome operator;

(3)in compliance with all mandatory instructions conveyed by lights;

(4)give way to an emergency vehicle, an aircraft taxiing, about to taxi, or being pushed or towed;

(5)give way to other vehicles in accordance with local regulations;

(6)always give priority over emergency vehicles responding to an emergency.

(h)The driver of a vehicle on the movement area and other operational areas shall:

(1)operate the vehicle in accordance with the established speed limits and driving routes;

(2)not be engaged in disturbing or distracting activities while driving;

(3)comply with the communication requirements and the operational procedures contained in the aerodrome manual.

(i)The driver of a vehicle escorting another vehicle shall ensure that the driver of the escorted vehicle operates the vehicle in accordance with the instructions given.

(j)The driver of a vehicle shall park the vehicle only in areas designated by the aerodrome operator.

(k)The aerodrome operator shall establish and implement procedures to ensure that drivers that operate on the movement area and other operational areas comply with points (a) to (j).

ED Decision 2021/003/R

OPERATION OF VEHICLES ON RUNWAY STRIPS, RESA AND CLEARWAYS

For the establishment of a runway-holding position or any road holding positions, see CS ADRDSN.D.340.

ED Decision 2025/009/R

OPERATION OF GROUND SUPPORT EQUIPMENT TO AND FROM THE AIRCRAFT DURING TURNAROUND

Aerodrome operators that themselves provide ground handling services for passengers with reduced mobility (PRM) and/or ground transport for passengers and crews and are subject to the exemptions referred to in Article 2(3)(h) and (j) of Commission Delegated Regulation (EU) 2025/20 should:

(a)apply a no-touch policy regarding the ground support equipment (GSE) used for the boarding and disembarkation of PRM unless the equipment has proximity or self-levelling sensors, depending on the GSE type, or in specifically accepted circumstances required by the type of GSE in operation;

(b)ensure that the personnel operating GSE around the aircraft during turnaround, to provide PRM handling services and ground transportation of passengers and crews, also receive the following training courses, as applicable:

(1)awareness training on safety on the apron during turnaround activities;

(2)safety training for handling PRM to cover:

(i)correct positioning of GSE relative to the aircraft for PRM boarding and disembarkation;

(ii)aircraft operator procedures and instructions for the boarding and disembarkation of PRM.

[applicable from 27 March 2028 — ED Decision 2025/009/R]

ED Decision 2021/003/R

DISTURBING AND DISTRACTING ACTIVITIES WHILE DRIVING

When driving, a ‘sterile-cab concept’ should be implemented. In line with this, drivers should not be involved in non-essential activities that may affect their attention, situational awareness or judgement.

Such activities include but are not limited to the following:

(a)texting with mobile phones or other devices;

(b)making or answering phone calls;

(c)listening to music or making use of media;

(d)being involved in activities that require the lowering of the radio volume, if the vehicle is radio equipped; and

(e)non-essential conversations with other persons that are in the driver’s cabin, or over the radio.

Moreover, the vehicle’s cabin should be kept free of loose and distracting articles/items.

Delegated Regulation (EU) 2020/2148

The aerodrome operator shall:

(a)establish aircraft manoeuvring procedures and designate routes to be used during aircraft towing operations on the movement area, to ensure safety;

(b)ensure the provision of adequate and appropriate guidance during towing operations;

(c)ensure that towed aircraft display lights during towing operations, in accordance with the provisions of point SERA.3215 of the Annex to Commission Implementing Regulation (EU) No 923/2012²¹;

(d)establish and implement procedures to ensure adequate communication and coordination between the organisation executing the towing operation, the apron management services unit, and the air traffic services unit, as appropriate to the towing operation;

(e)establish and implement procedures to ensure safety of towing operations in adverse weather or meteorological conditions, including by limiting or not permitting such operations.

ED Decision 2021/003/R

AIRCRAFT TOWING PROCEDURES

(a)The aerodrome operator should identify and designate the routes that may be used for towing operations, taking into account the aircraft characteristics and its compatibility with the design characteristics of the aerodrome and its operation.

(b)The procedures should, as a minimum, cover the following:

(1)request for and authorisation of the towing operation;

(2)manoeuvring procedures, including turning direction(s), when exiting a stand, and limitations to aircraft types as applicable;

(3)measures to control other traffic on the apron area during the manoeuvring of the towed aircraft;

(4)coordination with the air traffic services unit and the apron management services unit, if different, taking into account their areas of responsibility;

(5)communication procedures to be applied during towing procedures;

(6)ensuring the display of lights of the aircraft to be towed, as per the requirements of SERA.3215;

(7)cases where guidance (e.g. marshaller and/or wing-walker) is needed in order to ensure aircraft clearance from obstacles;

(8)runway crossing, if applicable;

(9)cases where the use of a ‘follow-me’ service is required; and

(10)the safety measures to be taken to execute towing operation in adverse weather phenomena (slush, ice, etc.) or visibility conditions, and cases and conditions where such an operation is limited or not permitted.

ED Decision 2021/003/R

TOWING ROUTES

An aerodrome operator may designate various routes for towing operations.

The way that these routes are used by the air traffic services provider, or other unit(s) responsible for parts of the aerodrome where the air traffic services provider is not responsible, depends on the operating and traffic conditions at an aerodrome.

In any case, irrespective of the actual route to be chosen at a given situation, the route needs to be suitable for the particular aircraft, as specified in AMC1 ADR.OPS.B.028 point (a).

Delegated Regulation (EU) 2020/2148

(a)A person required under point ADR.OPS.B.024 to demonstrate language proficiency, shall demonstrate proficiency, at least at an operational level both in the use of phraseologies and in plain language, in accordance with point (b), in:

(1)the English language; and

(2)any other language or languages used at the aerodrome for radio communication purposes with the air traffic services unit of the aerodrome.

(b)The applicant shall demonstrate the ability to:

(1)communicate effectively in voice-only and in face-to-face situations;

(2)communicate on common and work-related topics with accuracy and clarity;

(3)use appropriate communicative strategies to exchange messages and to recognise and resolve misunderstandings in a general or work-related context;

(4)handle successfully the linguistic challenges presented by a complication or unexpected turn of events which occurs within the context of a routine work situation or communicative task with which they are otherwise familiar;

(5)use a dialect or accent which is intelligible to the aeronautical community.

(c)Language proficiency shall be demonstrated by a certificate issued by the organisation that conducted the assessment, attesting the language or languages, the level or levels of proficiency, and the date of the assessment.

(d)Except for persons who have demonstrated language proficiency at an expert level, the language proficiency shall be re-assessed every:

(1)four years from the date of the assessment, if the level demonstrated is operational level;

(2)six years from the date of the assessment, if the level demonstrated is extended level.

(e)The demonstration of language proficiency shall be done through a method of assessment, which shall contain:

(1)the process by which an assessment is done;

(2)the qualifications of the assessors conducting assessments of language proficiency;

(3)the appeal procedure.

(f)The aerodrome operator shall make available language training to maintain the required level of language proficiency of its personnel.

(g)By way of derogation from point (a), the Member State may decide that the English language proficiency may not be required for personnel referred to in point ADR.OPS.B.024, for radio communication purposes with the air traffic services unit of the aerodrome. In such case, it shall perform a safety assessment covering one or several aerodromes.

(h)The operator of the aerodrome may issue an authorisation to a person who has not demonstrated compliance with points (a) and (b) until:

(1)7 January 2026 as regards English language;

(2)7 January 2023 as regards any language other than the English language.

ED Decision 2021/003/R

RATING SCALE

The following table describes the different levels of language proficiency:

Note: Operational level (Level 4) is the minimum required proficiency level for radiotelephony communication.

Levels 1 through 3 describe pre-elementary, elementary and pre-operational levels of language proficiency respectively, all of which describe a level below the language proficiency requirement.

Levels 5 and 6 describe extended and expert levels at levels of proficiency more advanced than the minimum required standard.

ED Decision 2021/003/R

GENERAL

(a)The language competence assessment should be designed to reflect a range of tasks undertaken by vehicle drivers but with special focus on the knowledge of the language rather than knowledge of the operational procedures.

(b)The assessment should determine the applicant’s ability to:

(1)communicate effectively using standard radiotelephony phraseology;

(2)deliver and understand messages in plain language in both usual and unusual situations that necessitate departure from standard radiotelephony phraseology; and

(3)deal with an unexpected turn of events and solve apparent misunderstandings.

ED Decision 2021/003/R

ASSESSMENT

(a)The assessment should comprise the following three elements:

(1)listening: assessment of comprehension;

(2)speaking: assessment of pronunciation, fluency, structure and vocabulary; and

(3)interaction.

(b)The switch between phraseology and plain language should be assessed in relation to listening and speaking proficiency.

(c)When the assessment is not conducted in a face-to-face situation, appropriate technologies should be used for the assessment of the person’s abilities to listen and speak, and to enable interactions.

(d)The assessment may also be conducted during training activities or during proficiency checks, with prior notification given to the person concerned.

(e)The assessment should be conducted using the rating scale in AMC1 ADR.OPS.B.029(b).

ED Decision 2021/003/R

LANGUAGE PROFICIENCY ASSESSORS

(a)Persons responsible for language competency assessment (‘assessors’) should be suitably trained, including in the requirements specific to the language proficiency assessment, and qualified. They should be either aviation specialists or language specialists with additional aviation-related training.

(b)Language proficiency assessors should undergo regular refresher training on language assessment skills.

(c)The assessors should not conduct language proficiency assessments of persons to whom they have provided language training, or whenever, for any other reason, their objectivity may be affected.

ED Decision 2021/003/R

CRITERIA FOR THE ACCEPTABILITY OF LANGUAGE ASSESSMENT ORGANISATIONS

(a)If the language assessment organisation also provides language training, there should be a clear and documented separation between the two activities.

(b)The language assessment organisation should employ a sufficient number of qualified interlocutors and language proficiency assessors to administer the tests.

(c)The assessment documentation should include at least the following:

(1)assessment objectives;

(2)assessment layout, timescale, technologies used, assessment samples, voice samples;

(3)assessment criteria and standards (at least for the operational, extended and expert level of the rating scale mentioned in AMC1 ADR.OPS.B.029(b);

(4)documentation demonstrating the assessment validity, relevance and reliability for the operational, extended and expert level;

(5)procedures to ensure that language assessments are standardised within the organisation and across the aerodrome organisations;

(6)assessment procedures and responsibilities:

(i)preparation of individual assessment;

(ii)administration: location(s), identity check and invigilation, assessment discipline, confidentiality/security;

(iii)reporting and documentation provided to the aerodrome operator or to the applicant, including sample certificate; and

(iv)retention of documents and records.

(d)The assessment documentation and records should be kept for a period of time determined by the Competent Authority and made available to the Competent Authority upon request.

ED Decision 2021/003/R

LANGUAGE PROFICIENCY ASSESSMENT

The aim of the assessment is to determine the ability of a person to speak and understand the language(s) used for radiotelephony communications.

(a)The assessment includes:

(1)voice-only or face-to-face situations;

(2)common, concrete and work-related topics for vehicle drivers.

(b)The assessment determines the applicant’s speaking and listening abilities. A mere assessment of the grammatical knowledge, reading and writing is not appropriate.

(c)The assessment determines the language skills of the applicant in the following areas:

(1)pronunciation:

(i) the extent to which the pronunciation, stress, rhythm and intonation are influenced by the applicant’s first language or national variations;

(ii)how much they interfere with ease of understanding.

(2)structure:

(i)the ability of the applicant to use both basic and complex grammatical structures;

(ii)the extent to which the applicant’s errors interfere with the meaning.

(3)vocabulary:

(i)the range and accuracy of the vocabulary used;

(ii)the ability of the applicant to paraphrase successfully when lacking vocabulary.

(4)fluency:

(i)tempo;

(ii)hesitancy;

(iii)rehearsed versus spontaneous speech;

(iv)use of discourse markers and connectors.

(5)comprehension:

(i)on common, concrete and work-related topics;

(ii)when confronted with a linguistic or situational complication or an unexpected turn of events.

(6)interactions:

(i)quality of response (immediate, appropriate, and informative);

(ii)the ability to initiate and maintain exchanges:

(A)on common, concrete and work-related topics;

(B)when dealing with an unexpected turn of events;

(iii)the ability to deal with apparent misunderstandings by checking, confirming or clarifying.

The accent or variety of accents used in the test material should be sufficiently intelligible for an international community of users.

ED Decision 2021/003/R

LANGUAGE PROFICIENCY ASSESSORS

(a)The preferred approach for an assessment would be to form an assessment team consisting of an operational expert and a language expert.

(b)The language proficiency assessors need to be trained in the requirements specific to the language proficiency assessment, and assessment and interlocution techniques.

ED Decision 2021/003/R

Further guidance on the assessment of language proficiency may be found in ICAO Doc 9835 ‘Manual on the Implementation of ICAO Language Proficiency Requirements’.

ED Decision 2021/003/R

LANGUAGE TRAINING

(a)Language training should contain communication in a job-related context particularly to handle abnormal and emergency situations and conduct non-routine coordination with air traffic controllers, colleagues and other technical staff.

(b)Emphasis should be placed on listening comprehension, speaking interaction and vocabulary building.

ED Decision 2021/003/R

LANGUAGE TRAINING

A purely routine use of the language through phraseology, standard procedures and limited social contact only maintains a restricted core usage of the language which might be inadequate for managing unexpected and abnormal situations.

Language proficiency erosion (language attrition) occurs rapidly over time; the lower the initial level, the faster the rate of erosion unless systematic strategies and a high degree of motivation counteract this trend.

It is documented that one’s language and communicative proficiency, even in one’s native language, deteriorates sharply under stress; therefore, participation in available language training is recommended.

ED Decision 2021/003/R

SAFETY ASSESSMENT WHEN PROFFICIENCY IN THE ENGLISH LANGUAGE IS NOT DEMONSTRATED

The safety assessment required by point (g) of ADR.OPS.B.029 should be conducted prior to the issuance of a formal decision of a Member State not to require the demonstration of language proficiency in the English language by vehicle drivers.

The safety assessment of the impact of not demonstrating language proficiency in the English language should be conducted in an independent, impartial and comprehensive manner and should, in particular, take into account the following:

(a)the opinion of the competent authorities for aerodromes and the air navigation services providers in the Member State, including results of relevant oversight activities, for each aerodrome concerned;

(b)the opinion of the aerodrome operators and the air navigation services providers concerned, including the results of relevant safety assessments conducted by the organisations concerned in the context of their management systems with regard to runway incursion prevention;

(c)the opinion of the local runway safety team established at each aerodrome;

(d)the aerodrome design, and operating conditions of each aerodrome concerned, including the number of frequencies used in the manoeuvring area;

(e)the traffic structure (national, international) of each individual aerodrome, including seasonal traffic peaks;

(f)any relevant occurrence reports, at least at EU level. For this purpose, the European Central Repository referred to in Article 8 of Regulation (EU) No 376/2014 should also be consulted; and

The assessment should be made publicly available and should be reviewed regularly.

Commission Delegated Regulation (EU) 2022/208

(a)The aerodrome operator shall ensure that a surface movement guidance and control system (SMGCS) is provided at the aerodrome. The SMGCS shall:

(1)take into account the design characteristics and the operational and meteorological conditions of the aerodrome, as well as human factors principles;

(2)be designed to assist in the prevention of:

(i)inadvertent incursions of aircraft and vehicles on an active runway; and

(ii)collisions between aircraft as well as between aircraft and vehicles or objects on any part of the movement area; and

(3)be supported by appropriate means and procedures.

(b)As part of the surface movement guidance and control system, the aerodrome operator shall, in coordination with the air traffic services provider, assess the need to establish standard routes for taxiing aircraft on the aerodrome. Where standard routes are provided, the aerodrome operator shall:

(1)ensure that they are adequate and suitable for the aerodrome traffic, design and intended operations, and properly identified;

(2)provide relevant information to the aeronautical information services provider for publication in the AIP.

(c)Where the operation of the surface movement guidance and control system requires the use of a transponder by aircraft on the movement area, the aerodrome operator shall coordinate with the air navigation services provider:

(1)the relevant transponder operating procedures to be complied with by aircraft operators;

(2)the provision of the relevant information to the aeronautical information services provider for publication in the AIP.

(d)The aerodrome operator shall coordinate with the air traffic services provider the development of the SMGCS procedures at the aerodrome.

ED Decision 2022/013/R

PARAMETERS TO BE CONSIDERED FOR THE DESIGN AND OPERATION OF A SURFACE MOVEMENT GUIDANCE AND CONTROL SYSTEM

A surface movement guidance and control system should take into account:

(a)the density of air traffic, and the operational needs of air traffic services;

(b)the visibility conditions under which operations are intended;

(c)the need for pilot, vehicle and pedestrians orientation;

(d)the complexity of the aerodrome layout; and

(e)movements of vehicles.

ED Decision 2024/004/R

GENERAL

The SMGCS is an appropriate combination of visual aids, non-visual aids, procedures, control, regulation and information facilities. Systems range from a very simple SMGCS at small aerodromes, with light air traffic density operating in good-visibility conditions, to complex systems necessary at large aerodromes with heavy air traffic density operating in low-visibility conditions. The system selected for an aerodrome will be appropriate to the operational environment in which the aerodrome will operate.

ED Decision 2022/013/R

USE OF VISUAL AIDS FOR SURFACE MOVEMENT GUIDANCE AND CONTROL SYSTEM (SMGCS)

Where an SMGCS is provided by selective switching of stop bars and taxiway centre line lights, the following should apply:

(a)taxiway routes, which are indicated by illuminated taxiway centre line lights, are capable of being terminated by an illuminated stop bar;

(b)the control circuits are so arranged that when a stop bar located ahead of an aircraft is illuminated, the appropriate section of taxiway centre line lights beyond it is suppressed; and

(c)the taxiway centre line lights are activated ahead of an aircraft when the stop bar is suppressed.

ED Decision 2022/013/R

SURFACE MOVEMENT RADAR AND OTHER SURVEILLANCE EQUIPMENT

(a)Surface movement radar or any other suitable surveillance equipment for the manoeuvring area is used at an aerodrome intended for use in runway visual range (RVR) conditions less than a value of 350 m.

(b)Surface movement radar or any other suitable surveillance equipment for the manoeuvring area may also be used at an aerodrome other than that in (a), when the traffic density and operating conditions are such that regularity of traffic flow cannot be maintained by alternative procedures and facilities.

ED Decision 2021/003/R

STANDARD TAXI ROUTES

(a)Where established, such routes should:

(1)cover aircraft taxiing between runways, aprons, and maintenance areas (if available);

(2)be direct, simple and, where practicable, designed to avoid conflicts with the routes of other aircraft or vehicles and capable of being used in all weather conditions;

(3)be identified by designators distinctively different from those of the runways and air traffic services routes; and

(4)be adequate and suitable for the largest aircraft likely to use them, taking as a minimum into account its interaction with the aerodrome facilities, navigation aids, aerodrome surfaces, jest blast effects, and the operation of other aircraft.

(b)Where standard taxi routes are provided, details of such routes should be published in the AIP and shown on aerodrome charts, or ground movement chart, depending on the complexity of the movement area, available aids and facilities.

Where a route includes taxiing between different areas of responsibility, (e.g. areas under control of air traffic services and the apron management services), the transition points should be indicated on either the aerodrome chart or ground movement chart.

ED Decision 2021/003/R

STANDARD TAXI ROUTES

Standard taxi routes may be provided in order to maintain or increase safety, regularity, and efficiency of operations especially in low-visibility conditions or high traffic, by minimising the amount of control intervention and the consequent volume of radiotelephony communications and workload.

However, as not all aerodromes:

(a)serve the same level of traffic or have the same traffic density;

(b)are operated in the same pattern, or under the same visibility conditions;

(c)have the same size, design and complexity,

the aerodrome operator needs to assess, in coordination with the air traffic services provider, the need to establish standard taxi routes. In this process, the views of the aerodrome users may also be sought, through the aerodrome’s local runway safety team.

Further guidance for the development of standard taxi routes may be found in Chapters 3 and 6 of ICAO Doc 9476 ‘Manual of Surface Movement Guidance and Control Systems (SMGCS)’.

ED Decision 2021/003/R

USE OF AIRCRAFT TRANSPONDER

The transponder operating procedures and the relevant information that need to be sent to the aeronautical information services provider for publication in the AIP should include:

—the phases and areas of the aerodrome at which the transponder needs to be used when an aircraft is on the movement area of the aerodrome; and

—measures to prevent causing false ACAS II Resolution Advisories to airborne aircraft in the vicinity of the aerodrome.

Such information should be published in the local aerodrome regulations in the AIP, following coordination with the Competent Authority. Until the publication of the information in the AIP, the aerodrome operator may additionally request the broadcast of relevant information via the local automated terminal information service (ATIS).

Regulation (EU) 2024/405

(a)Vehicles and the air traffic services unit shall communicate in accordance with the applicable requirements of Section 14 of the Annex to Implementing Regulation (EU) No 923/2012.

(b)The aerodrome operator shall, in coordination with the air traffic services provider, establish communication procedures, including:

(1)the frequencies and the language or languages to be used for communication between the air traffic services unit and vehicles that intend to operate or are operating on the manoeuvring area;

(2)communication between the air traffic services unit and pedestrians that intend to operate or are operating on the manoeuvring area;

(3)dissemination of significant aerodrome-related information that may affect the safety of operations on the manoeuvring area, using radio communications;

(4)signals and other communication means, to be used, in all visibility conditions, in the case of radio communication failure between the air traffic services unit and vehicles or pedestrians on the manoeuvring area.

(c)If signals are used in accordance with point (b)(4), they shall have the following meaning:

(d)In emergency conditions or if the signals in point (c) are not observed, the signal given hereunder shall be used for runways or taxiways equipped with a lighting system and shall have the following meaning:

ED Decision 2021/003/R

SITUATIONAL AWARENESS

Improving the situational awareness of vehicle drivers operating on the manoeuvring area is important, as it may also affect the situational awareness and decision-making of the air traffic services personnel and flight crews. Situational awareness is improved by conducting communications in a common frequency and language, whenever this is possible.

ED Decision 2024/008/R

RADIO COMMUNCIATION FAILURE

(a)Care should be taken to ensure that the procedures address the case where, due to the prevailing visibility conditions, the light signals may not be seen by the driver or the pedestrian authorised to operate on the manoeuvring area.

(b)In case of agreement with the air traffic services provider to use other/additional communication means in the event of radio communication feature (e.g. mobile phones), the procedures should also cover the necessary practical details (e.g. telephone numbers to be used), as well as the order of the use of the agreed solutions.

Regulation (EU) 2025/21

(a)The aerodrome operator shall establish and implement procedures to:

(1)limit the access to the movement area and other operational areas only to persons whose duties require them to have access to such areas;

(2)ensure that such persons are allowed unescorted access to such areas only if they have received relevant training and demonstrated their competence;

(3)control the movement of persons on the apron, and ensure that passengers embarking or disembarking an aircraft or who need to walk to, from or across the apron:

(i)are escorted by trained and competent personnel;

(ii)do not interfere with stationary aircraft and ground servicing activities;

(iii)are protected from operating aircraft, including the effects of their engines, as well as vehicular or other activities.

[applicable until 26 March 2028 — Delegated Regulation (EU) 2020/2148]

(3)control the movement of persons on the apron.

[applicable from 27 March 2028 — Regulation (EU) 2025/21]

(a1)The aerodrome operator shall establish procedures to ensure that passengers embarking or disembarking an aircraft or who need to walk to, from or across the apron:

(1)are escorted by trained and competent personnel;

(2)do not interfere with stationary aircraft and ground servicing activities;

(3)are protected from operating aircraft, including the effects of their engines, as well as vehicular or other activities.

[applicable from 27 March 2028 — Regulation (EU) 2025/21]

(b)The aerodrome operator shall establish and implement procedures to ensure:

(1)the orderly and safe entry and operation in the manoeuvring area of personnel whose tasks involve access to this area without a vehicle;

(2)that such personnel:

(i)are properly equipped, including with high-visibility clothing, orientation means, and means allowing two-way communication with the air traffic services unit and the respective unit of the aerodrome operator during such operations;

(ii)obtain authorisation from the air traffic services unit before entering the manoeuvring area. Notwithstanding such an authorisation, entry to a runway or runway strip or change in the operation authorised shall be subject to a further specific authorisation by the air traffic services unit;

(iii)do not enter the manoeuvring area when low-visibility procedures are in effect.

ED Decision 2025/009/R

[applicable until 26 March 2028 — ED Decision 2025/009/R]

AMC1 ADR.OPS.B.033(a);(a1) Control of pedestrians

[applicable from 27 March 2028 — ED Decision 2025/009/R]

GENERAL

(a)The procedures to prevent unauthorised access to the movement area and other operational areas of the aerodrome of persons who are not allowed to have access to such areas should be coordinated with the appropriate authority responsible for security.

(b)In case passengers are embarking/disembarking on the apron, or if no transportation means is used for their transfer to/from the terminal building or from one stand to the other, then, apart from the need to ensure that passengers are always escorted, the procedures should, amongst others, include measures to ensure that:

(1)passengers do not pass under aircraft wings or beneath fuel vents, or close to the propellers or rotors of the aircraft they are boarding/disembarking or those of aircraft on adjacent stands;

(2)passengers remain clear of vehicular traffic around the aircraft, electrical cables, fuel hoses and other equipment;

(3)passengers use predetermined routes while moving from/to or across the apron; and

(4)passengers and any other persons on the apron are protected from the effects of engine jet-blast or downwash during their presence on the apron, including by restricting aircraft engine use.

Depending on the configuration of the apron, physical moveable barriers may also be used to indicate the desired route to follow and facilitate the control and movement of passengers on the apron. When not in use, such equipment should be properly stowed to ensure that it does not become a source of FOD.

ED Decision 2025/009/R

PROCEDURES FOR THE CONTROL OF PEDESTRIANS

(a)Point (a) of ADR.OPS.B.033 requires the aerodrome operator to establish and implement procedures to limit access of persons in the movement area and other operational areas ((a)(1)), and ensure that the persons who are allowed unescorted access to such areas are properly trained ((a)(2)) and that the movement of persons on the apron is controlled ((a)(3)).

(b)Differently from point (a), point (a1) requires the aerodrome operator only to establish procedures to ensure the safety of passengers between the aerodrome terminal and the apron, and not to implement them. As implementing those procedures is a ground handling activity, the responsibility for that task remains with the ground handling organisation providing passenger handling services, namely passenger boarding and disembarkation.

[applicable from 27 March 2028 — ED Decision 2025/009/R]

ED Decision 2021/003/R

PERSONNEL OPERATING ON THE MANOEUVRING AREA

(a)Personnel allowed access to the manoeuvring area without the use of a vehicle should be equipped at least with personal protective equipment, suitable charts of the aerodrome, a radio for two-way communication on the appropriate air traffic services frequency (and other means of communication as per the radio-communication failure procedure — see AMC1 ADR.OPS.B.031(b)(4)) with the air traffic services unit, and other appropriate means to conduct their duties suitable to the situation and local conditions.

(b)The procedures should, as a minimum, provide information as to:

(1)which personnel can enter the manoeuvring area and for which purposes;

(2)the points from which entry to the manoeuvring area can take place;

(3)the hours and minimum visibility conditions that such an entry is allowed;

(4)communication with the air traffic services unit prior to entering the manoeuvring area and afterwards;

(5)communication with the respective unit of the aerodrome operator;

(6)actions to be taken in the event of radio communication failure (see AMC1 ADR.OPS.B.031(b)(4)); and

(7)right of way between vehicles, pedestrians and aircraft.

(c)The procedures should be coordinated with the air traffic services unit.

Delegated Regulation (EU) 2020/2148

(a)The aerodrome operator shall, when the aerodrome is expected to operate in conditions when snow, slush or ice may accumulate on the movement area, develop and implement a snow plan. As part of the snow plan, the aerodrome operator shall:

(1)have provisions for the use of materials to remove or to prevent the formation of ice and frost or to improve runway surface friction characteristics;

(2)ensure, as far as reasonably practical, the removal of snow, slush or ice from the runways in use and the other parts of the movement area which are intended to be used for the operation of aircraft.

(b)The aerodrome operator shall provide for publication in the AIP information regarding:

(1)the availability of equipment for snow removal and snow and ice control operations;

(2)approval status, if applicable, regarding the use of specially prepared winter runways;

(3)the type of materials in use for movement area surface treatment.

ED Decision 2021/003/R

AERODROME SNOW PLAN

The aerodrome snow plan should reflect the exposure of the aerodrome to winter conditions and should include the following:

(a)the Snow Committee members and the person in charge of the winter operation, with a chain of command giving a breakdown in duties;

(b)methods of communication between aerodrome operations, air traffic services, and the MET provider;

(c)the equipment available for snow clearance and surface treatment. This should include equipment for ploughing, sweeping, and blowing snow and application of materials;

(d)priority of surfaces to be cleared, and clearance limits for aircraft using the aerodrome;

(e)collection of information for RCR and dissemination of this information;

(f)designated snow dumping or melting areas;

(g)an alerting system in order that sufficient warning is given to all bodies concerned;

(h)the manpower available, including staff for equipment maintenance arrangements for shifts, and call-out procedures;

(i)deployment of equipment and tactical approaches to be used;

(j)general principles to be followed in deciding when to close runways for snow clearance and designation of management personnel authorised to take the decision;

(k)methods of assessing and reporting the surface conditions; and

(l)criteria for the suspension of runway operations.

ED Decision 2021/003/R

ESTABLISHMENT OF PRIORITIES

The aerodrome operator should establish the order of priority for snow, slush and ice clearance, from the movement area, in consultation with the air traffic services, rescue and firefighting services and aircraft operators.

ED Decision 2021/003/R

USE OF MATERIALS FOR DE/ANTI-ICING OF PAVED SURFACES

(a)The aerodrome operator should use materials to remove or to prevent the formation of ice and frost on aerodrome pavements or to improve runway surface friction characteristics when conditions indicate that their use could be effective. Caution should be exercised in the application of the materials so as not to create more slippery conditions.

(b)The aerodrome operator should, as far as practicable, avoid harmful effects on environment, aircraft or pavements when using chemicals to remove snow, slush, or ice from operational surfaces.

ED Decision 2021/003/R

REMOVAL OF CONTAMINANTS

The aerodrome operator should ensure that:

(a)snow, slush, and ice are removed from the surface of a paved runway, as rapidly and completely as possible, to minimise accumulation;

(b)operational taxiways are kept clear of snow slush or ice to the extent necessary to enable aircraft to be taxied to and from an operational runway; and

(c)those parts of the apron which are intended to be used by aircraft are kept clear of snow, slush or ice, to the extent necessary to enable aircraft to manoeuvre safely, or where appropriate, to be towed or pushed.