Easy Access Rules for Ground Handling (Regulations (EU) 2025/23 and 2025/20)

ED Decision 2025/007/R

SAFETY RISK MITIGATION MEASURES FOR PERSONNEL MOVING AROUND THE AIRCRAFT DURING TURNAROUND

When the aircraft engines are running or the aircraft is about to move and the anticollision light is on:

(a)the operational procedures and safety training should cover the safety risks of the following activities:

(1)chocking of aircraft;

(2)provision of ground power unit when the aircraft’s auxiliary power unit is inoperative;

(3)other circumstances explicitly described in the GH organisation’s GH manual;

(b)the operational procedures should provide mitigation measures for the following safety risk areas as a minimum:

(1)inoperative beacon or beacon not turned on — proper communication between cockpit and ground or an alternative procedure should be ensured;

(2)use of beacon lights by the flight crew other than for the intended purpose when the startup clearance is given by air traffic control but the GH operations tasks have not been completed;

(3)poor communication between the flight crew and the GH persons before the aircraft doors open/close;

(4)insufficient chocking or poor communication leading to aircraft rolling unintentionally;

(5)lack of signal for ‘aircraft under movement’, as the beacon is only intended for ‘engine running’, posing risk during pushback/towing operations — an additional signal for ‘aircraft under movement’ should be established and communicated to the personnel involved;

(6)lack of coordination between GSE operators/drivers during aircraft turnaround (fuelling, catering, PRM handling, etc.);

(7)securing of GSE.

Regulation (EU) 2025/20

(a)The ground handling organisation shall implement procedures for the safe operation of GSE, with specific safety actions to address the risk of equipment approaching, positioning, braking, manoeuvring, parking, departing from the aircraft and the area where the aircraft is being serviced, including the equipment used for the ground transportation of passengers with reduced mobility, as well as equipment securing when not in use and parking in designated areas.

(b)Driving of GSE on the apron and movement area shall observe the aerodrome procedures developed in accordance with the applicable requirements of Annex IV (ADR.OPS) to Regulation (EU) No 139/2014.

(c)All GSE used, motorised and non-motorised, shall be appropriately maintained and shall comply with the maintenance programme referred to in Subpart ORGH.GSE of Annex I to this Regulation. The passenger boarding bridges or passenger stairs shall be clear of any FOD to ensure swift evacuation of passengers and crews in case of an emergency during refuelling with passengers on board, passenger boarding or disembarking.

(d)A notouch policy shall be applied unless the GSE is equipped with proximity or selflevelling sensors, depending on the GSE type, or in specifically accepted circumstances required by the type of the GSE in operation.

ED Decision 2025/007/R

SAFETY RISK MITIGATION MEASURES FOR THE OPERATION OF PASSENGER BOARDING BRIDGES

(a)The operation of PBBs, if done incorrectly, may lead to collisions between aircraft and PBBs or injuries to personnel or passengers.

(b)The operational procedures and training should mitigate the safety risks arising from the following situations (the list is not exhaustive):

(1)operating new or different models of PBBs, with possible differences in the control panel;

(2)operating PBBs with many different instructions provided by various aircraft operators (various gap requirements and touch/notouch policies);

(3)operating multiple PBBs for the same aircraft.

(c)Training of personnel operating the PBBs should include identification of malfunctions and recognition of sensors indicating issues with their serviceability.

(d)PBBs should be parked in the designated areas and secured on the ground against unintended movement.

(e)At aerodromes where the aerodrome operator provides the procedures for PBB operation, the GH organisation operating PBBs should comply with those procedures.

ED Decision 2025/007/R

USE OF A GUIDE PERSON

(a)A guide person should be used when positioning the GSE against the aircraft where the view of the driver is or may be obstructed.

(b)The procedure for the operation of GSE when using a guide person should ensure the following aspects, as a minimum:

(1)the guide person is in a position to accurately judge clearances and communicate signals to the driver/operator;

(2)operation is stopped immediately when visual contact with the guide person is lost.

(c)The GH organisation should apply mitigation measures to ensure the safety of the guide person.

(d)A guide person is not necessary if the GSE is equipped with systems (e.g. sensors) that enable the operator to accurately judge clearances and properly move it to and from the aircraft.

ED Decision 2025/007/R

SAFETY RISK MITIGATION MEASURES FOR THE OPERATION OF GSE

(a)Correct operation of motorised/nonmotorised GSE following effective training and the correct use of effective procedures and processes should include the movement of equipment around the aircraft, as well as the selection of appropriate equipment for the GH service or task.

(b)The procedures and training for the operation of GSE should cover the following, as a minimum:

(1)the specific risks on the aerodrome apron and the differences between the risks of driving on the aerodrome movement area compared with driving in ‘normal traffic’;

(2)specialised GSE and heavy GSE and their specific behaviour and risks in the proximity of aircraft;

(3)application of procedures regarding driving speed, GSE guidance, brake tests and the notouch policy;

(4)adequate coordination of GH services using GSE during aircraft turnaround to prevent the GSE’s collision with the aircraft or with other GSE, considering the aerodrome’s operational context;

(5)positioning and/or securing of GSE to prevent it from being moved inadvertently during adverse weather conditions;

(6)proper visibility of GSE and adequate lighting and marking of the GSE in any conditions, in compliance with the procedures of the aerodrome operator;

(7)compliance with the aerodrome operator’s instructions and procedures regarding driving and air traffic control clearances.

ED Decision 2025/007/R

SAFETY RISK MITIGATION MEASURES FOR OPERATING GSE IN ADVERSE WEATHER CONDITIONS

The aerodrome’s procedures for operation in adverse weather conditions will be applied. However, this should not discourage the GH organisation from including additional safety risk mitigation measures, when necessary and as applicable to the operational context. Such mitigation measures include, for example:

(a)ensuring that the lights on the GSE are visible and functional;

(b)performing adequate GSE maintenance during winter or significantly hot or humid weather;

(c)implementing increased securing and enhanced positioning measures for GSE;

(d)conducting refresher training for GH personnel.

ED Decision 2025/007/R

AERODROME MOVEMENT AREA CHART

The GH organisation should ensure an uptodate copy of the movement area chart of a sufficient size, including hotspots, is readily available in the driver’s cabin of each vehicle used for GH operations on the movement area.

ED Decision 2025/007/R

NOTOUCH POLICY

This policy refers to the minimum distance to which the GSE can approach the aircraft to ensure full operational functions without touching the aircraft, in order to avoid causing any damage to the fuselage.

Regulation (EU) 2025/20

(a)The aircraft refuelling and defuelling services may be provided by the same organisation responsible for the provision of other ground handling services or by an intoplane fuelling service provider.

(b)In addition to ensuring compliance with point GH.OPS.005, the intoplane fuelling service provider shall be responsible for the following:

(1)ensure safe provision of aircraft refuelling and defuelling and other necessary services in accordance with the operational procedures of the aircraft operator;

(2)have and implement communication procedures with the ground handling organisation(s) providing other services during aircraft turnaround, in particular with the turnaround coordination function, and with the aircrew in case of fire or fuel leakage;

(3)observe the requirements regarding fire prevention and extinction on the apron and at the parking stands;

(4)address any conflicting instructions with the aircraft operator or the aerodrome operator, as the case may be, as soon as they have been identified.

(c)The intoplane fuelling service provider shall have the following responsibilities:

(1)apply its emergency procedure in the event of an emergency during refuelling or defuelling as described in its ground handling manual, in particular:

(i)stop refuelling;

(ii)disconnect the refuelling hose from the aircraft;

(iii)move the fuel vehicle or, depending on the refuelling system, press the emergency stop button from the fuel hydrant;

(2)use only the fuel type approved for the aircraft type in accordance with the aircraft operator’s instructions to prevent any misfuelling and contamination of the fuel;

(3)ensure that their personnel wears distinctive clothing to enable their easy identification in case of an emergency during refuelling or defuelling operations;

(4)observe the refuelling zones as established by the aircraft operator according to the aircraft type, and, in coordination with the ground handling organisation exercising the aircraft turnaround coordination function, prevent any passengers or unauthorised persons from entering those zones or otherwise stop refuelling until the zone is clear;

(5)comply with the relevant procedure of the aircraft operator for refuelling or defuelling with passengers on board, passenger boarding or disembarking, including:

(i)stopping the refueling operation when the designated emergency exits and escape routes are obstructed;

(ii)communication with the person that monitors the refuelling or defuelling operation, as appointed by the aircraft operator, in case of fire or fuel leakage;

(6)comply with point ADR.OPS.D.060 of Regulation (EU) No 139/2014 as reflected in the aerodrome operator’s procedures regarding apron safety during aircraft refuelling.

(d)Refuelling or defuelling in hangars or similar enclosed buildings shall only be performed with the approval of the aircraft operator and the aerodrome operator and in accordance with the special procedures developed by them.

ED Decision 2025/007/R

INTERFACES WITH THE AIRCRAFT OPERATOR AND THE AERODROME OPERATOR

(a)When several GH organisations perform different aircraft handling services, including fuelling and defuelling performed by an intoplane fuelling agent, the GH organisations should have and apply common procedures to ensure that the following risks are properly mitigated:

(1)ignition of fire;

(2)injuries to persons or damage to the aircraft, vehicles or buildings;

(3)fuel spillage;

(4)damage to the environment by contamination or fire;

(5)loading of the wrong fuel quantity;

(6)refuelling of the aircraft with the wrong fuel type and/or grade or with contaminated or deteriorated fuel;

(7)access of passengers or unauthorised persons into the refuelling area;

(8)aircraft refuelling in the vicinity of electromagnetic fields.

(b)The procedures should also address the interaction and communication between the provider of the intoplane fuelling, the GH organisation ensuring aircraft turnaround and the aircrew. The purpose is to ensure safety of operations during turnaround and the smooth coordination of actions and evacuation in the event of an emergency, while maintaining compliance with the aerodrome operator’s and aircraft operator’s procedures for aircraft refuelling.

(c)The person performing the refuelling/defuelling with passengers on board, boarding or disembarking should notify the qualified person on board the aircraft (as established by the aircraft operator in its procedure) and those performing the turnaround coordination function of the GH organisations responsible for the other aircraft ground servicing activities when refuelling is about to begin and when it has been completed.

(d)The GH organisation should ensure that fire extinguishers are readily available at least for initial intervention in the event of a fuel fire, and that the personnel are trained in their use.

ED Decision 2025/007/R

INTERFACES WITH THE AIRCRAFT OPERATOR AND THE AERODROME OPERATOR

The GH organisation should ensure that its specific responsibilities for refuelling and defuelling operations are aligned with the following procedures, which establish the responsibilities of the other stakeholders involved in these activities as follows:

(a)In accordance with Regulation (EU) No 965/2012, the aircraft operator is responsible for providing the GH organisation with fuelling instructions and procedures, including:

(1)safety precautions to be taken during refuelling and defuelling, including when an aircraft’s auxiliary power unit is in operation or, for helicopters, when rotors are turning or, for aeroplanes, when an engine is running;

(2)procedures for refuelling and defuelling while passengers are embarking, on board or disembarking; and

(3)precautions to be taken to avoid:

(i)refuelling with the wrong type, or the wrong quantity, of fuel, or

(ii)persons not following the established procedures for refuelling.

(b)In accordance with Regulation (EU) No 139/2014, the aerodrome operator is also responsible for establishing a procedure related to the safety of operations on the apron during refuelling/defuelling and ensuring that the other organisations involved follow that procedure.

ED Decision 2025/007/R

RECOMMENDED GUIDANCE FOR REFUELLING AND DEFUELLING

The following documents and industry standards and good practices may be used:

(a)ICAO Doc 9977, Manual on Civil Aviation Jet Fuel Supply;

(b)the standards and instructions put forward under the JIG in relation to the aviation fuel supply standards:

(1)JIG 1 — Aviation Fuel Quality Control and Operating Standards for IntoPlane Fuelling Services,

(2)JIG 2 — Aviation Fuel Quality Control and Operating Standards for Airport Depots and Hydrants,

(3)JIG 4 — Aviation Fuel Quality Control and Operating Standards for Smaller Airports,

(4)EI/JIG 1530 — Quality Assurance Requirements for the Manufacture, Storage & Distribution of Aviation Fuels to Airports, and EI 1533 — Quality assurance requirements for semisynthetic jet fuel and synthetic blending components (SBC);

(c)the refuelling organisation’s own procedures;

(d)the procedures of the aircraft operator.

ED Decision 2025/007/R

RESPONSIBILITIES OF PERSONNEL

(a)The intoplane fuelling personnel are responsible for ensuring that:

(1)onspecification fuel of the correct grade is always delivered to the aircraft; and

(2)the operations are carried out in a safe manner.

(b)The manager of an intoplane fuelling operation has the overall responsibility for the fuelling operations under their control and is responsible for ensuring that all operations are carried out in accordance with the agreed procedures and following all generally accepted standards of safety and good practices.

(c)The manager is entitled to visit and make any appropriate tests at the aerodrome depot as may be necessary to ensure that the fuel supplies received and stored at the aerodrome to be used for delivery to aircraft are of the requested quality.

SUPERVISION OF FUELLING OPERATIONS WITH PASSENGERS ON BOARD, BOARDING OR DISEMBARKING

(d)The person monitoring the refuelling operations with passengers on board, boarding or disembarking is assigned by the aircraft operator, as per its operational procedures. This task may be performed by a person from the GH organisation responsible for aircraft turnaround or from the aircraft operator itself. All the other organisations performing GH activities during turnaround should be informed about who performs this task.

(e)The person assigned with the task of monitoring the refuelling operations with passengers on board, boarding or disembarking should be trained, as a minimum, in the following areas:

(1)supervision of refuelling/defuelling operations, with knowledge specific to the aircraft type,

(2)communication methods used,

(3)aspects of the SMS commensurate with their tasks and responsibilities,

(4)dangerous goods,

(5)apron safety,

(6)the aircraft operator’s procedures for refuelling and/or defuelling,

(7)the aerodrome operator’s local procedure for apron safety during fuelling operations.

Regulation (EU) 2025/20

The procedures for potable water servicing shall comply with the requirements laid down in point GH.OPS.005 and also with the following additional requirements:

(a)liaising with the aerodrome operator to ensure the following:

(1)all water, for drinking and other personal use, uplifted into the aircraft is free from chemical substances and microorganisms;

(2)potable water quality test is conducted periodically in accordance with the local health authorities and as per the aircraft operator’s procedure;

(b)observing the requirements laid down in the applicable Union legal acts regarding personal protection equipment for the personnel performing potable water servicing;

(c)properly mitigating the risk of producing FOD during this activity.

ED Decision 2025/007/R

POTABLE WATER TESTING, CHEMICAL SUBSTANCES AND GSE

(a)The GH organisation should ensure that regular tests are performed on the potable water at various water transfer points before it is uplifted into the aircraft potable water reservoir. Evidence of such tests should be kept in accordance with the documents and records requirements.

(b)The chemical composition of the water to be uplifted into the aircraft potable water reservoir should meet the standards set by the World Health Organization or the relevant state authority, whichever is more stringent.

(c)The potable water should be free from any unnecessary chemical substances and microorganisms. It may be treated with suitable disinfectants such as those based on chlorine or hydrogen peroxide. Ozone may also be present after further treatment, to provide additional disinfection and protection against microbiological contaminants.

(d)The potable water servicing equipment should be maintained in accordance with the GSE maintenance programme. The truck should be clearly identified as ‘drinking/potable water for aircraft’ and regularly cleaned and disinfected in accordance with the applicable standards. When not in use, the potable water truck should be parked in an area different from the one where other GSE with nonpotable water is parked.

(e)The GH organisation should apply any other additional instructions of the aircraft operator.

Regulation (EU) 2025/20

The procedures for aircraft toilet servicing shall comply with the requirements in point GH.OPS.005 and also with the following additional requirements:

(a)describing the applicable measures in case of leakage;

(b)promptly identifying any leakage and handling it according to the instructions;

(c)observing the requirements laid down in the applicable Union legal acts regarding personal protection equipment for the personnel performing aircraft toilet servicing;

(d)properly mitigating the risk of producing FOD during aircraft toilet servicing.

Regulation (EU) 2025/20

The procedures for aircraft exterior cleaning shall comply with the requirements of point GH.OPS.005 and also with the following additional requirements:

(a)performing the aircraft exterior cleaning with products approved by the aircraft manufacturer to avoid damage to the aircraft;

(b)properly closing the aircraft exterior panels and doors after completing the cleaning;

(c)observing the requirements laid down in the applicable Union legal acts regarding personal protection equipment for the personnel performing aircraft exterior cleaning;

(d)using a dedicated area for aircraft exterior cleaning, as established by the aerodrome operator, if applicable;

(e)properly mitigating the risk of producing FOD during aircraft exterior cleaning.

Regulation (EU) 2025/20

(a)The ground handling organisation shall ensure that the necessary checks to ensure availability of service before the cold season are planned and performed in due time for the deicing and antiicing operations to be executed safely.

(b)In addition to compliance with the requirements laid down in point GH.OPS.005, the ground handling organisation shall be responsible for ensuring that the fluids used for deicing and antiicing comply with the fluid quality standards, that periodic testing is performed, and that proper storage is provided.

(c)The ground handling organisation shall cooperate with the aerodrome operator and any relevant authority and organisation to enable the recovery and recycling of the deicing and antiicing fluid for environmental protection purposes.

(d)Where the ground handling organisation uses remote platforms and stands to provide deicing and antiicing services, it shall appoint a de-icing coordinator and implement a procedure that includes:

(1)communication on a dedicated radio frequency with the flight crew;

(2)stand allocation for aircraft awaiting the deicing/antiicing service at the deicing and antiicing stand;

(3)indication to the flight crew of the removal of equipment and end of deicing and antiicing operation for a safe return of the aircraft to the movement area.

ED Decision 2025/007/R

APPLICABLE INDUSTRY STANDARDS

The GH organisation should apply the following industry (SAE) standards for deicing and antiicing, in their latest published version:

(a)AS6285 — ‘Aircraft Ground Deicing/AntiIcing Processes’;

(b)AS6286 — ‘Aircraft Ground Deicing/Antiicing Training and Qualification Program’;

(c)AS6332 — ‘Aircraft Ground Deicing/Antiicing Quality Management’;

(d)AMS1424 — ‘Deicing/AntiIcing Fluid, Aircraft, Newtonian - SAE Type I for the deicing/antiicing fluid quality control procedures’;

(e)AMS1428 — ‘Fluid, Aircraft Deicing/AntiIcing, NonNewtonian, PseudoPlastic, SAE Types II, III and IV, as applicable, for the deicing/antiicing fluid quality control procedures’;

(f)ARP6257 — ‘Aircraft Ground De/AntiIcing Communication Phraseology for Flight and Ground Crews’.

ED Decision 2025/007/R

RESPONSIBILITIES OF THE GH ORGANISATION PROVIDING DEICING/ANTIICING SERVICES

(a)The GH organisation providing deicing/antiicing services should develop, implement and maintain a deicing/antiicing programme compliant with the industry standards referred to in AMC1 GH.OPS.335.

(b)The GH organisation is responsible for the following:

(1)ensure that quality control processes and procedures for deicing/antiicing are applied and maintained for continued operational safety;

(2)adhere to the aircraft operator’s procedures regarding the deicing/antiicing treatment of the aeroplane;

(3)adhere to the aerodrome operator’s standards and procedures related to safety and operability of the designated deicing/antiicing facilities or areas;

(4)ensure that all personnel are effectively trained and qualified to coordinate, supervise and execute the deicing/antiicing treatments, and are familiar with, and apply the operational procedures as per the GH organisation’s manual, the aircraft operator procedures specific to the aircraft type, and local aerodrome procedures;

(5)ensure that sufficient competent personnel, adequate facilities equipment and deicing/antiicing fluids are available;

(6)use deicing/antiicing fluids that are acceptable to the aircraft operator and are within the limits specified by the fluid manufacturer;

(7)establish a communications process that ensures clear, concise and ontime communication for all deicing/antiicing operations, including with other organisations involved in the deicing process (e.g. air traffic control, other GH organisations personnel, aircraft operator). For deicing/antiicing at remote pads, communication between the de-icing operator responsible for the operation and the flight crew should be established before beginning the deicing/antiicing process and continually maintained during the entire process, until the deicing/antiicing is completed and the aircraft departs from the deicing area;

(8)maintain an environmentally responsible deicing operations programme;

(9)liaise with the aerodrome operator on the procedures applicable to it as aerodrome user by attending meetings and communicating regularly.

ED Decision 2025/007/R

DE-ICING AND ANTI-ICING PROCEDURES AND INSTRUCTIONS

(a)The deicing/antiicing procedures should ensure compliance with the relevant regulations and global aircraft deicing standards as referred to in AMC1 GH.OPS.335.

(b)The procedures should cover all aspects of the aircraft ground deicing/antiicing process, including, but not limited to, instructions, tasks, responsibilities, authorisations and infrastructure for the deicing/antiicing process as follows:

(1)use of suitable deicing/antiicing treatment method according to SAE AS6285;

(2)procedures and instructions for deicing/antiicing at remote stands/facilities, when applicable;

(3)use of suitable deicing/antiicing equipment meeting the specification of ARP1971;

(4)verification, sampling, storage, requalification and operational quality assurance of deicing/antiicing fluids;

(5)postdeicing/antiicing check, when applicable;

(6)protocol for communications with the flight crew before, during and upon completion of the deicing/antiicing operations;

(7)communicating the antiicing code and/or postdeicing report to the flight crew, when applicable;

(8)documentation of all deicing/antiicing treatments;

(9)use of correct tools and clothing for deicing/antiicing personnel;

(10)arrangements for environmental protection.

ED Decision 2025/007/R

ADDITIONAL DOCUMENTATION

(a)ICAO Doc 9640 ‘Manual of Aircraft Ground Deicing/Antiicing Operations’ should be consulted and relevant information applied.

(b)The following FAA documentation, published annually, should be consulted and relevant information applied:

(1)FAA Holdover Time Guidelines [for the corresponding Winter],

(2)FAA Ground Deicing Program – General Information.

ED Decision 2025/007/R

PREPARATION FOR THE WINTER SEASON

(a)The GH organisation should coordinate with the aerodrome operator and, whenever possible, the aircraft operator in preparation for deicing/antiicing operations sufficient time in advance of the winter season. The plan for the winter season should be communicated to all stakeholders concerned.

(b)The GH organisation should ensure that its personnel have received adequate training to ensure their continued competence for the winter season, including to execute deicing/antiicing operations.

ED Decision 2025/007/R

PREPARATION OF DEICING/ANTIICING OPERATIONS IN COORDINATION WITH THE STAKEHOLDERS CONCERNED

(a)It is recommended that coordination for the winter season include the following elements for all stakeholders involved, as a minimum and to a relevant extent:

(1)exchanging the documents/procedures/manuals covering winter season operations;

(2)the aerodrome operator and the GH organisation communicating local procedures at the aerodrome of operation, including instructions and procedures for cold weather operations, to the aircraft operators.

(b)Pooling of resources for deicing/antiicing operations should be enabled whenever feasible and efficient.

(c)It is recommended that the following components be ensured or checked, as a minimum:

(1)remote deicing pads verified for serviceability and preventive maintenance of GSE to ensure their proper operation;

(2)initial or recurrent training for GH personnel, as applicable;

(3)availability of deicing/antiicing fluids;

(4)fluid quality checks;

(5)fluid storage facilities’ serviceability (functionality of pumps, valves, equipment filling point nozzles, etc.);

(6)availability of operational procedures, including any updates and specific or local operational procedures of aircraft operators and aerodrome operator.

(d)It is recommended to test, when possible, the plan for winter operations with the aerodrome operator, with the optional participation of aircraft operators.

SUBPART 4 — AIRCRAFT TURNAROUND

Regulation (EU) 2025/20

(a)The ground handling organisation shall ensure the safe provision of ground handling services and aircraft handling during turnaround by establishing a function for the coordination of turnaround activities. The coordination of the turnaround activities shall take into account the turnaround plan specified by the aircraft operator.

(b)Where more than one ground handling organisation is involved in the provision of ground handling services to the same aircraft operator according to the aircraft operator’s turnaround plan, the ground handling organisations concerned shall agree [among themselves] which one is responsible for the turnaround coordination function unless this is established by the aircraft operator.

(c)The ground handling organisation responsible for the aircraft turnaround coordination shall have a written procedure for the coordination of the turnaround activities that includes the following aspects:

(1)ground handling activities to be monitored and coordinated during aircraft turnaround;

(2)whether the turnaround coordination function is performed by a person or an automated device, on the aerodrome or remotely; if applicable, the person responsible for this function;

(3)coordination of communication with all the organisations involved, be it other ground handling organisations, the aircraft operator or the aerodrome operator;

(4)tasks associated with the turnaround coordination function;

(5)ensure that the load of tasks per person does not jeopardise the safety of activities;

(6)when refuelling and defuelling operations take place with passengers being on board, boarding or disembarking, ensure the following:

(i)all the following points shall be kept clear of obstacles:

(A)designated emergency exits;

(B)escape routes, including that of the fuel vehicle;

(C)the ground area beneath the aircraft exits intended for emergency evacuation and slide deployment areas when stairs are not in position for use in the event of an evacuation;

(D)Fuel Emergency Stop button, where fitted;

(ii)the intoplane fuelling service provider shall be informed immediately when the designated evacuation exits and escape routes are obstructed;

(7)dissemination of the written procedure to all the persons involved.

(d)The turnaround plan applied to each aircraft shall observe the aircraft type specificities and aircraft limitations. The turnaround coordination shall take into account the operational context of the aerodrome.

(e)The ground handling organisation shall observe the requirement to alert the aerodrome emergency services in accordance with point ADR.OPS.D.050 of Regulation (EU) No 139/2014 for accidents and incidents on the apron.

ED Decision 2025/007/R

GENERAL

(a)Turnaround coordination should cover the GH services provided to an aircraft between the moment when the aircraft leaves the centre line of the taxiway to park at a stand until it departs from the stand.

(b)The instructions and procedures for turnaround coordination should address at least the following key safety risks:

(1)injuries to passengers around the aircraft due to lack of coordination during passenger boarding/disembarkation,

(2)injury/death of personnel on the apron,

(3)accidents/incidents during takeoff due to incorrect aircraft loading,

(4)damage to GSE/aircraft due to improper coordination between GH organisations providing different GH services during turnaround,

(5)collision between vehicles or between vehicles and aircraft,

(6)jet blast incidents.

ED Decision 2025/007/R

TURNAROUND COORDINATION FUNCTION AND ACTIVITIES

(a)The aircraft turnaround activities should be coordinated by one person or by means of a computerised system.

(b)The turnaround coordination function is responsible for monitoring and coordinating the following GH activities:

(1)aircraft arrival;

(2)operation of GSE to or around the aircraft, including PBBs, passenger stairs and loading equipment for baggage and cargo operations;

(3)aircraft loading/unloading;

(4)passenger disembarkation and boarding, including PRMs;

(5)ground transport of passengers, crews, baggage and cargo;

(6)aircraft refuelling; the aircraft operator may assign the additional task of monitoring the refuelling operations with passengers on board, boarding or disembarking;

(7)potable water and aircraft toilet servicing;

(8)catering unloading/loading;

(9)aircraft departure activities;

(10)aircraft pushback/towing;

(11)aircraft deicing/antiicing when not carried out at a remote stand;

(12)any other additional tasks requested by the aircraft operator;

(13)coordination and communication with those performing the GH services indicated above and with load control personnel;

(14)coordination and communication with the aircraft operator’s flight crew, the aerodrome operator and any other organisations involved in the GH activities to the aircraft on the apron and preparation for flight, as required.

(c)The procedure for the turnaround coordination function should ensure the presence of safe and effective equipment staging areas on the apron. Effective configuration of stands should be coordinated with the aerodrome operator.

(d)The turnaround coordination function should establish and implement a ground communications system and clear lines of communication with the organisations or persons responsible for the provision of various GH services to the same aircraft during turnaround.

Regulation (EU) 2025/20

(a)The operational procedures relating to the arrival of an aircraft shall be appropriate to the aircraft type and shall cover:

(1)securing of the aircraft on the ground;

(2)marking the aircraft danger zones;

(3)operation of cargo compartment doors and service panels;

(4)positioning of the GSE, including the ground power unit and pre-conditioned air unit if applicable;

(5)operation of passenger boarding bridges or other GSE such as passenger stairs.

(b)The parking stand shall be inspected prior to aircraft arrival and the applicable aerodrome operator procedures shall be applied.

ED Decision 2025/007/R

INSPECTION OF THE PARKING STAND

The GH organisation should ensure that the assigned parking stand is checked prior to aircraft arrival to ensure the following:

(a)the personnel apply the aerodrome operator’s FOD programme;

(b)the parking stand is free of GSE and personnel other than those required to assist during the aircraft’s arrival at the aircraft stand, with the airbridge fully retracted.

Regulation (EU) 2025/20

(a)The ground handling organisation shall have and implement operational procedures to ensure that the aircraft is secured against any unintended movement, in accordance with the procedures and instructions of the aircraft operator or, as agreed with the aircraft operator, in accordance with the operational procedures of the ground handling organisation.

(b)The procedures referred to in point (a) shall include safety measures to ensure that only ground handling personnel with specific tasks to be carried out in this phase are allowed to approach the aircraft before the anticollision lights are turned off and the engines are shut.

(c)The equipment restraint area shall be marked by placing safety cones around the aircraft areas that are susceptible to ground damage.

Regulation (EU) 2025/20

The operational procedures for aircraft loading and unloading shall ensure the following:

(a)aircraft loading is performed in accordance with the written loading instructions, and any loading specifications and requirements related to dangerous goods and other special cargo, mail, baggage items or equipment in compartment are observed;

(b)the aircraft stability is maintained during unloading and loading;

(c)the unloading team has the appropriate inbound flight documentation;

(d)the aircraft cargo compartment is empty prior to loading except in the case of transit flights or where the aircraft operator instructions state otherwise, and there are no damages or leaks; if any damage is identified, the aircraft operator shall be informed;

(e)the loading is performed so as not to damage the cargo compartment or the cargo compartment doors;

(f)the ULDs and other loose equipment are in serviceable condition, do not contain water or snow, and there is no damaged or leaking cargo;

(g)the items and ULDs loaded in the cargo compartments are properly restrained to prevent any movement or shifting during flight;

(h)the ULD type loaded on the aircraft corresponds to what is specified in the loading instructions;

(i)the cargo compartment doors are properly closed;

(j)any last-minute changes related to baggage or cargo loading are recorded on the mass and balance documentation and distributed for the information of the persons identified in the aircraft operator’s procedure;

(k)the mass and balance document containing the loading instructions is signed by the person responsible for loading supervision to confirm that the aircraft loading and load distribution have been completed as per the instructions;

(l)communication related to aircraft loading and load distribution is ensured between the person responsible for loading supervision and the person responsible for load planning and issuance of the related mass and balance documentation, as well as any other intermediary person if load planning is a remote function that is not performed at the departure station;

(m)a copy of the mass and balance documentation containing the loading instructions is retained on the ground and accessible to the ground personnel responsible for flight operations until after the arrival of the flight;

(n)loading and unloading are executed with GSE adequate to the aircraft type and task, as the case may be;

(o)any damage or malfunctions identified to the inplane loading system are notified to the aircraft operator.

ED Decision 2025/007/R

AIRCRAFT LOADING AND UNLOADING

(a)The procedures for aircraft loading and unloading should cover the following key risks, as a minimum:

(1)injuries to persons;

(2)damage to the aircraft;

(3)failure to communicate any lastminute changes to the persons responsible for aircraft load planning and the aircrew, in accordance with the aircraft operator’s procedures;

(4)improper restraining and securing of load in the cargo compartment, leading to changes in the aircraft’s centre of gravity or the actual weight of the aircraft due to load shifting during flight;

(5)use of inadequate ULDs or restraint systems;

(6)failure to comply with the loading instructions, with a negative effect on aircraft load limitations and spread limitations;

(7)unfamiliarity with the cargo compartment configuration;

(8)use of inadequate GSE for loading/unloading;

(9)for cargo aircraft only (CAO), additional risk areas may be:

(i)higher amount of dangerous goods in CAO;

(ii)larger and heavier or outsized freight and ULDs (e.g. engines, cars, industrial equipment and machinery, large and heavy live animals);

(iii)aircraft’s main deck as a complex loading hold with different positions and restrictions.

(b)When different team leaders are used for inbound and outbound flights, they should ensure a formal and complete handover of tasks and briefing on special procedures or loading/unloading specificities. The unloading team should have a copy of the inbound container pallet message identifying the position of the ULDs or pallets in the cargo compartments.

(c)The loading/unloading teams should be aware of and apply any instructions of the aircraft operator requiring that its flyaway kit be always carried on board the aircraft.

(d)The procedures and documentation related to restraint equipment should be specific to the aircraft type and in accordance with the aircraft operator’s instructions regarding aircraft mass and balance documentation.

(e)The loading and unloading procedure should include a step covering gross error checks in securing load and restraint devices.

ED Decision 2025/007/R

SAFETY RISK MITIGATION MEASURES FOR LOADING AND UNLOADING DANGEROUS GOODS

(a)The procedures for aircraft loading/unloading should cover the following safety objectives:

(1)prevention of damage to packages and ULDs (pallets and containers);

(2)consolidation of dangerous goods to ensure segregation of incompatible dangerous goods and comply with ICAO’s Technical Instructions;

(3)separation and segregation of packages to prevent interaction between incompatible DG and other cargo;

(4)prevention of movement during ground transport and during flight;

(5)prevention of shipments labelled CAO from being loaded on passenger aircraft.

(b)In case of damaged or leaking packages:

(1)packages found damaged or leaking before loading should not be loaded into an aircraft;

(2)packages found damaged or leaking in the cargo compartment should be unloaded from the aircraft;

(3)if leakage is found in the cargo compartment, check for other contaminated packages and assess if they can be transported;

(4)inform the commander/pilotincommand by applying the NOTOC procedure;

(5)apply any additional procedures, including for reporting, of the aircraft operator and aerodrome operator.

ED Decision 2025/007/R

AIRCRAFT CARGO COMPARTMENTS

As stated in point GH.OPS.415(d), the aircraft cargo compartments must be empty prior to loading, with several exceptions:

(a)a flyaway kit containing items and tools necessary for aircraft repairs, which is required by the aircraft operator to be carried on all flights (may be carried in a customised ULD or in a different way);

(b)other equipment (equipment in compartment (EIC)), company mail (COMAIL) or company material (COMAT);

(c)ballast;

(d)in the case of transit flights, for which the baggage, cargo and mail loaded for the next or final destination remain on board the aircraft.

ED Decision 2025/007/R

LOADING INSTRUCTIONS/REPORT (LIR)

(a)The loading instructions document (also called ‘loading instructions/report’ or ‘LIR’) is generated for the purpose of providing support to the person supervising the aircraft loading in order to facilitate this activity and ensure that the load distribution and aircraft loading are completed as per the instructions.

(b)The loading instructions contain information about the maximum mass of items that may be loaded in each cargo compartment and instructions for the safe and optimal distribution of items to be loaded in the cargo compartments, along with the cargo segregation rules.

(c)The LIR may be part of an existing mass and balance document or a separate form.

(d)Usually, the signature on the LIR of the person responsible for loading supervision is the confirmation that the aircraft has been loaded in accordance with the loading instructions. The function of this signed document is to serve as a report. A signed copy of the LIR is retained on the ground.

Regulation (EU) 2025/20

The ground handling organisation shall implement procedures for the supervision of aircraft loading and unloading to ensure the following:

(a)briefing of the unloading team in accordance with the loading messages received prior to aircraft unloading and briefing of the loading team in accordance with the loading instructions prior to aircraft loading;

(b)monitoring of the aircraft unloading and loading, ensuring that the bulk load is intact and there is no damage or leakage prior to loading;

(c)loading and securing of baggage and cargo items in the position indicated on the package, so as to prevent their movement in any direction and to maintain their segregation and separation in accordance with the dangerous goods requirements;

(d)verifying that all the steps referred to in point GH.OPS.415 are complied with;

(e)check of the load against the related documentation such as cargo manifest, baggage manifest, or the special load NOTOC, if available;

(f)confirmation that loading is carried out as specified in the final loading instruction form;

(g)report of any deviations from the planned loading and any special, overweight or nonstandard items presented for loading not already included in the loading instructions.

ED Decision 2025/007/R

LOADING SUPERVISION

(a)For loading of oversized cargo on cargo aircraft, the person carrying out the loading supervision function should be present for the entire loading process in order to ensure that it has been completed in accordance with the established procedures and the aircraft operator’s procedures.

(b)On completion of loading, the person carrying out the loading supervision function should sign the loading instructions document to confirm that the loading has been completed in accordance with the instructions.

ED Decision 2025/007/R

BRIEFING OF THE LOADING/UNLOADING TEAMS

It is recommended that briefings cover the following elements, as applicable:

(a)special loads,

(b)unloading/loading sequence,

(c)load restraint details,

(d)aircraft cargo compartment configuration or loading restrictions,

(e)availability of necessary restraint/securing equipment,

(f)any other element that is considered relevant to the operational context.

Regulation (EU) 2025/20

The ground handling organisation shall ensure the following with regard to the ULDs for both baggage and cargo load:

(a)the aircraft operator instructions are followed with regard to the correct use of the ULD type and the ULDs are within the acceptable limits established according to the manufacturer instructions and empty before use;

(b)the ULDs are checked to ensure that they are serviceable before the buildup and do not exceed the allowed serviceability limits;

(c)unserviceable ULDs are labelled and taken out of use;

(d)for ULDs in the form of an aircraft container, arrangements are in place with the ULD owner for the repair or disposal of damaged ULDs;

(e)the ULD buildup process observes the operational procedures related to all the following:

(1)aircraft mass and balance and ULD limitations;

(2)use of adequate ULDs regarding the size, type, structural suitability for shipping;

(3)interlocking and restraining of load within each pallet or container to prevent its movement during flight;

(4)segregation and separation of dangerous goods, as well as their storage and securing in the position indicated on the package, and prevention against movement in any direction within that ULD;

(5)integrity of the load and the ULD;

(f)each ULD in the form of an aircraft container is identified by unique identification codes or markings;

(g)the ULDs are stored in conditions that prevent their damage; storage on the ground shall not be permitted;

(h)ULD storage limitations set by the aerodrome operator shall be complied with and when the planned number of ULDs stored at the airport is exceeded, the ground handling organisation shall have procedures and arrangements with the aircraft operators to transport the ULDs to other available locations as soon as possible;

(i)the ULDs are safely transported and handled to prevent damages to the ULD and the load, the aircraft or other vehicles or equipment and injuries to persons;

(j)the ULDs are properly secured to avoid uncontrolled movements in adverse weather conditions;

(k)the ULDs are checked and damages are reported to the aircraft operator according to the aircraft operator instructions;

(l)personnel involved in ULD handling are properly trained;

(m)in case of ULD pooling, the organisations concerned shall establish and document clear responsibilities of each party involved in the pooling.

Regulation (EU) 2025/20

(a)The ground handling organisation shall coordinate the aircraft departure with the other organisations involved in this activity.

(b)The operational procedure for engine starting shall ensure:

(1)that only the personnel and GSE required to assist the engine starting and pushback or towing operations remain within the equipment restraint area;

(2)that any condition that may endanger the safety of the engine starting is immediately communicated to the flight crew and the engine starting is delayed;

(3)that instructions for the use of the air start unit are included in the ground handling manual;

(4)the safety of personnel in the case of using an air start unit or a ground power unit;

(5)safe disconnection of equipment from the aircraft before departure;

(6)that the aircraft danger zone is clear of equipment and persons;

(7)that the final step of the engine start operation is clearly indicated so that the pushback or towing operation can begin.

ED Decision 2025/007/R

SAFETY RISK MITIGATION MEASURES FOR PREDEPARTURE AND DEPARTURE ACTIVITIES

(a)The procedure for predeparture activities should include, as a minimum, the following safety risk mitigation measures:

(1)predeparture check of the aircraft and the stand to verify that:

(i)the stand is clear of FOD;

(ii)any GSE unnecessary for aircraft start and departure is removed, and no persons are in the hazard area;

(iii)there is no visible aircraft damage;

(iv)all aircraft doors and panels are closed;

(2)correct pushback equipment for aircraft type/subtype.

(b)The procedure for departure activities should cover the following:

(1)communication, including phraseology/standard hand signals, between the flight crew and the person responsible for the departure operation;

(2)agreement and following of engine start sequence, and application of operational procedures for the use of air start unit, if required;

(3)disconnection of the GSE (air start unit, ground power unit, etc.) and removal from the equipment restricted area;

(4)pushback or towing procedures include correct pushback or towing equipment for aircraft type/subtype and other conditions specific to the operational context.

Regulation (EU) 2025/20

(a)The responsibility for the aircraft towing/pushback operations may be split between several organisations. The ground handling organisation shall be responsible for the following:

(1)correct implementation of the operational procedures of the aircraft operator or of the ground handling organisation, if so agreed with the aircraft operator, which:

(i)are specific to the aircraft type and towing/pushback vehicle type; and

(ii)comply with the equipment manufacturer instructions for the operation of the towing equipment, where the manufacturer has provided such instructions;

(2)correct implementation of the communication procedures with the other persons involved in the towing or pushback operation;

(3)connection and disconnection of the aircraft to/from the vehicle/towbar;

(4)driving or remotely controlling of the towing/pushback vehicle;

(5)when a wing walker is involved, maintaining communication with the wing walker and alerting flight crew of the loss of communications during pushback/towing; this step shall be properly coordinated with the provider of apron management services;

(6)ensuring training and continued competence of its personnel performing these activities;

(7)operation and maintenance of any GSE used for the towing/pushback in accordance with Subpart ORGH.GSE.

(b)In addition to the requirements listed in point (a), the ground handling organisation shall apply the aerodrome procedures established by the aerodrome operator in accordance with the provisions of Regulation (EU) No 139/2014 in relation to aircraft ground movements, in particular points ADR.OPS.B.028, ADR.OPS.B.080, ADR.OPS.D.001, ADR.OPS.D.015, ADR.OPS.D.040.

ED Decision 2025/007/R

SAFETY RISK MITIGATION MEASURES

The aircraft towing or pushback procedures should cover the following:

(a)means of developing and maintaining situational awareness of traffic during aircraft towing/pushback operations;

(b)communication between the towing/pushback vehicle driver and, if applicable, the wing walker or the flight crew in the cockpit;

(c)use of towing/pushback GSE adequate for the aircraft type;

(d)use of methods to reduce risks caused by:

(1)multiple blind spots around the aircraft,

(2)wing walker being struck by lightning via the cord,

(3)operator tripping or snagging machinery as they carry a 15mlong copper cable around,

(4)inadvertent brake application during towing by GH personnel.

Regulation (EU) 2025/20

(a)The communication between the flight crew and the ground handling persons responsible for aircraft pushback/towing shall ensure safe operation of the aircraft and the safety of its occupants and of the persons, d vehicles and other aircraft on the ground.

(b)The ground handling organisation shall ensure that its personnel observe the standard phraseology for aircraft pushback/towing operations as established in point SERA.14001 of Implementing Regulation (EU) No 923/2012.

ED Decision 2025/007/R

DEVIATIONS FROM STANDARD PHRASEOLOGY DURING PUSHBACK AND TOWING OPERATIONS

It is recommended that the GH organisation record, as part of its internal reporting, cases of deviations from standard phraseology during towing and pushback that endanger these operations. The purpose of collecting such data is to use it to identify potential safety hazards and apply the appropriate mitigation measures to ensure safe towing and pushback operations.

SUBPART 5 — CARGO AND MAIL HANDLING

Regulation (EU) 2025/20

(a)The activities referred to in Article 2.2(e) points (i) to (iv) of this Regulation may be performed in a cargo terminal or a cargo warehouse at an aerodrome or adjacent to it.

(b)The ground handling organisation shall apply the operational procedures for cargo and mail handling provided by the aircraft operator unless agreed otherwise with the aircraft operator.

(c)Notwithstanding point (a), the ground handling organisation shall have and implement operational procedures for the safe transportation of cargo and mail covering the following aspects:

(1)acceptance of shipment on behalf of the aircraft operator and preparation for the flight in accordance with the applicable requirements and aircraft operator procedures, including:

(i)any necessary checks, not linked to safety aspects, as required by applicable regulations;

(ii)if applicable, dangerous goods acceptance checks in accordance with Annex 18 to the Chicago Convention and the ICAO Technical Instructions relating to that Annex;

(iii)cross-checks of the cargo against the accompanying documentation on behalf of the aircraft operator;

(iv)planning of the build-up;

(2)final buildup of the cargo, if this was not performed before its arrival at the cargo terminal, and storage of the cargo before the flight;

(3)transportation of the cargo shipment to and from the aircraft;

(4)intervention in case of cargo damage, leakage or spillage.

(d)The cargo operations may be performed together by the qualified personnel of the ground handling organisation and the aircraft operator, as priorly agreed.

ED Decision 2025/007/R

CARGO HANDLING ACTIVITIES IN A CARGO WAREHOUSE

(a)A cargo warehouse in the scope of Commission Delegated Regulation (EU) 2025/20 is any cargo handling facility located at the aerodrome premises or adjacent to it (i.e. in its immediate vicinity) that is authorised to accept cargo ready for carriage, storage and final build-up, and to perform final checks before air transport.

(b)The cargo warehouse activities are more diverse and cover more aspects of the cargo transportation chain than those related to the preparation of cargo to ensure flight safety.

(c)The activities occurring at the cargo warehouse that are not directly related to points GH.OPS.500(c(1) and (c)(2) are not included in the scope of Commission Delegated Regulation (EU) 2025/20.

ED Decision 2025/007/R

CARGO HANDLING ACTIVITIES INVOLVING QUALIFIED PERSONNEL OF THE AIRCRAFT OPERATOR

(a)The aircraft operator may send qualified personnel to ensure that the aircraft and its cargo are handled in accordance with its operational procedures. For example, the aircraft operator’s personnel may be involved in the cargo handling process: aircraft offloading/loading supervision, cargo buildup supervision, etc.

(b)Whether cargo is handled with or without direct involvement of the personnel of the aircraft operator, it is subject to compliance with Commission Delegated Regulation (EU) 2025/20 and the applicable requirements of Regulation (EU) No 965/2012.

Regulation (EU) 2025/20

The ground handling organisation shall handle special cargo in accordance with the operational procedures provided by the aircraft operator or, when agreed with the aircraft operator, in accordance with its own operational procedures referred to in GH.OPS.500(c).

ED Decision 2025/007/R

SPECIAL CARGO

The following items are considered special cargo:

(a)pharmaceutical products,

(b)live animals,

(c)perishable items,

(d)wet cargo,

(e)human remains,

(f)oversized and/or heavy items,

(g)any other items that require special handling and/or transport.