GENERAL
(a) The aerodrome operator should establish a monitoring and inspection program of the movement area which is commensurate with the traffic expected at the aerodrome in order to identify any default or potential hazards to the safety of aircraft or aerodrome operations.
(b) Inspections of the movement area covering items such as the presence of FOD, the status of visual aids, wildlife and current surface conditions, should be carried out each day, at least, once where the code number is 1 or 2, and, at least, twice where the code number is 3 or 4.
(c) Inspections covering other items such as other lighting systems required for the safety of aerodrome operations, pavements and adjacent ground surfaces, drainage and storm water collection systems, fencing and other access control devices, the movement area environment inside the aerodrome boundary and outside the aerodrome boundary within line of sight, should be carried out, at least, weekly.
(d) The aerodrome operator, during excessive weather events (excessive heat, freeze and thaw periods, following a significant storm, etc.) should be conducting extra inspections of paved areas to check for pavement blow-ups and debris that could damage aircraft, or cause pilots to lose directional control.
(e) The aerodrome operator should keep a log for all routine and non-routine inspections of the movement area and related facilities.
PAVEMENTS AND ADJACENT GROUND SURFACES INSPECTION
(a) Paved Areas Inspection
The following should be observed during an inspection of paved areas:
(1) general cleanliness with particular attention to material which could cause engine ingestion damage. This may include debris from runway maintenance operations, or excessive grit remaining after runway gritting;
(2) presence of contaminants such as snow, slush, ice, wet ice, wet snow on ice or frost, water, anti-icing or de-icing chemicals, mud, dust, sand, volcanic ash, oil, rubber deposits which may impair the runway surface friction characteristics; particular attention should be given to the simultaneous presence of snow, slush, ice, wet ice, wet snow on ice with anti-icing or de-icing chemicals;
(3) signs of damage to the pavement surface including cracking and spall of concrete, condition of joint sealing, cracking and looseness of aggregate in asphalt surfaces, or break-up of friction courses;
(4) after rain, flooded areas should be identified and marked, if possible, to facilitate later resurfacing;
(5) damage of light fittings;
(6) cleanliness of runway markings;
(7) the condition and fit of pit covers; and
(8) the extremities of the runway should be inspected for early touchdown marks; blast damage to approach lights, marker cones and threshold lights; cleanliness and obstacles in the runway end safety area.
(b) Adjacent ground surfaces inspection
The following may be observed during the inspection:
(1) the general state of ground cover vegetation ensuring, in particular, that excessive length is not obscuring lights, signs, markers, etc.;
(2) any developing depressions should be noted and plotted;
(3) any unreported aircraft wheel tracks should be carefully plotted and reported;
(4) the condition of signs and markers;
(5) the general bearing strength of grass areas, particularly those close to aircraft pavement surface;
(6) waterlogged grass areas; and
(7) FOD and wildlife.
FOLLOW-UP OF INSPECTIONS
Arrangements should exist for reporting the results of inspections, and for taking prompt follow-up actions to ensure correction of unsafe conditions. These arrangements could include, depending on the result or observation, notification to air traffic services and aeronautical information services, removal of FODs, wildlife control, recording of events for further analysis according to the aerodrome operator’s SMS requirements, etc.
ADR.OPS.B.016 Foreign object debris control programme
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.
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.
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)).
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.
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.
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.
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.
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.
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).
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.
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.