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GM3 ORGH.TRG.100(d) Training and assessment programme
ED Decision 2025/007/R
WAYS TO IMPLEMENT RECURRENT ASSESSMENT — CHECKLISTS FOR ASSESSORS
The checklists will be used to assess the performance of individuals during daily operations and will constitute evidence for the completion of recurrent assessments/proficiency checks.
The following is an example of a checklist that may be used by an assessor to perform recurrent assessments (proficiency checks) of individuals for the operation of a conveyor belt loader.
Operational assessment checklist — user guide
—After the assessment, mark each task with ‘pass’ or ‘not yet compliant’ or ‘not checked’.
—If completing this on paper, write down the result manually.
—Afterwards rate each chapter with the criteria from the dropdown menu.
—Add notes/comments in the box below the question.
—An ‘errorfree learning’ philosophy is applied. To pass the assessment, a result of 100 % ‘pass’ for all checked tasks is mandatory.
—Fill out the ‘short summary’ with an overall comment or special observation.
—The answers can be found on the last page(s) of this document.
I hereby confirm that this assessment was performed according to the GH organisation’s standards and the result was shared with the employee. In case further actions are needed, they will be initiated. | I hereby confirm that I was assessed according to standard. I was told the result and accept the outcome of this assessment. |
Date: | Date: |
Signature assessor: | Signature employee: |
Qualification checklist | Employee name: Employee number: | Examiner: Employee number: | ||||
Job title: | Module: CBLs — Conveyor belt loaders | Task: Safely operate a CBL | ||||
Station: | Short summary: | Flight number: | ||||
Date: | Aircraft type: | |||||
Steps | Result | Details of each step | ||||
Personal protective equipment | Choose an item: —Pass —Not yet compliant —Not checked | Show | Choose an item: —Pass —Not yet compliant —Not checked | Is all PPE according to policies and/or other regulations? | ||
Tell | Choose an item: —Pass —Not yet compliant —Not checked | Name 2–3 potential hazards while operating a CBL. | ||||
Introduction and beforeuse visual check | Choose an item: —Pass —Not yet compliant —Not checked | Show | Choose an item: —Pass —Not yet compliant —Not checked | Is the beforeuse visual check performed? | ||
Choose an item: —Pass —Not yet compliant —Not checked | Tell | Choose an item: —Pass —Not yet compliant —Not checked | Name 2–3 items to check for during the visual check before use. | |||
Choose an item: —Pass —Not yet compliant —Not checked | What to do in case of observation of any nonconformity. | |||||
Driver safety, general driving guidelines, guide person positioning, consequences of insufficient control of CBL | Choose an item: —Pass —Not yet compliant —Not checked | Show | Choose an item: —Pass —Not yet compliant —Not checked | Is a guide person used for positioning the CBL? | ||
Choose an item: —Pass —Not yet compliant —Not checked | Tell | Choose an item: —Pass —Not yet compliant —Not checked | What is the circle of safety? What is the distance? Under what circumstances are you allowed to come closer than 3 m? | |||
Chocking requirements, trombones, aircraft hold access/exit, aircraft loading and unloading, caution, operation of a conveyor belt, guard rails, safe exit from aircraft hold, safe removal of CBL from aircraft, unattended CBL and aircraft, safe parking | Choose an item: —Pass —Not yet compliant —Not checked | Show | Choose an item: —Pass —Not yet compliant —Not checked | Is a brake stop performed? | ||
Choose an item: —Pass —Not yet compliant —Not checked | Is the CBL correctly chocked? | |||||
Choose an item: —Pass —Not yet compliant —Not checked | Loading: is the belt positioned higher than the hold? | |||||
Choose an item: —Pass —Not yet compliant —Not checked | Are the guardrails retracted before approaching the aircraft? | |||||
Choose an item: —Pass —Not yet compliant —Not checked | No person walks on the CBL while it or the belt is running. | |||||
Choose an item: —Pass —Not yet compliant —Not checked | No person jumps off the CBL. | |||||
Choose an item: —Pass —Not yet compliant —Not checked | Unloading: is the belt positioned lower than the hold? | |||||
Choose an item: —Pass —Not yet compliant —Not checked | Is the positioning compliant with the ‘notouch’ policy? | |||||
Choose an item: —Pass —Not yet compliant —Not checked | Is the CBL parked according to the policy? | |||||
Choose an item: —Pass —Not yet compliant —Not checked | Tell | Choose an item: —Pass —Not yet compliant —Not checked | What is the ‘notouch’ policy? | |||
Choose an item: —Pass —Not yet compliant —Not checked | Why is contact with a rolling belt to be avoided? | |||||
Choose an item: —Pass —Not yet compliant —Not checked | How big should the gap between the CBL and the aircraft hold be? | |||||
Choose an item: —Pass —Not yet compliant —Not checked | What actions need to be performed on the aircraft when leaving the aircraft unattended? | |||||
Choose an item: —Pass —Not yet compliant —Not checked | What actions need to be performed on the CBL when leaving the aircraft unattended? | |||||
Regional jet awareness, adverse weather protection, APDS (35–41) | Choose an item: —Pass —Not yet compliant —Not checked | Show | Choose an item: —Pass —Not yet compliant —Not checked | Are cargo and bags covered in case of rain or other bad weather influence? | ||
Choose an item: —Pass —Not yet compliant —Not checked | Tell | Choose an item: —Pass —Not yet compliant —Not checked | What is APDS? | |||
Note: In the columns containing ‘Choose an item’, the dropdown list contains the following values: ‘Pass’, ‘Not yet compliant’ and ‘Not checked’.
END
ANSWERS
Question/check | Answer(s) |
Is all PPE according to policies and/or other regulations? | |
Name 2–3 potential hazards while operating a CBL. | Low temperature, moving vehicles, pinch points, lifting, fall from height |
Is the beforeuse visual check performed? | |
Name 2–3 items to check for during the visual check before use. | According to checklist |
What to do in case of observation of any nonconformity. | Do not use equipment, report nonconformity, attach an outofservice tag |
Is a guide person used for positioning the CBL? | |
What is the circle of safety? What is the distance? Under what circumstances are you allowed to come closer than 3 m? | Safety zone around the aircraft to prevent accidents |
Is a brake stop performed? | |
Is the CBL correctly chocked? | |
Loading: is the belt positioned higher than the hold? | |
Are the guardrails retracted before approaching the aircraft? | |
No person walks on the CBL while it or the belt is running. | |
No person jumps off the CBL. | |
Unloading: is the belt positioned lower than the hold? | |
Is the positioning compliant with the ‘notouch’ policy? | |
Is the CBL parked according to the policy? | |
What is the ‘notouch’ policy? | Never touch the aircraft with equipment, also known as the ‘nocontact rule’. |
Why is contact with a rolling belt to be avoided? | Safety hazard for the hand. Hand may be caught. |
How big should the gap between the CBL and the aircraft hold be? | 10 cm (or 3 inches) |
What actions need to be performed on the aircraft when leaving the aircraft unattended? | Doors are closed. |
What actions need to be performed on the CBL when leaving the aircraft unattended? | CBL boom is fully lowered and power is off. |
Are cargo and bags covered in case of rain or other bad weather influence? | |
What is APDS? | A warning system that helps prevent accidents |
NB: CBL = conveyor belt loader; PPE = personal protective equipment; APDS = aircraft proximity detection system.
AMC1 ORGH.TRG.100(i) Training and assessment programme
ED Decision 2025/007/R
TRAINER AND ASSESSOR TRAINING
(a)The GH organisation should ensure that its training programme includes minimum criteria for the competence and qualification of trainers and assessors.
(b)The trainer and assessor functions may be performed by the same person if that person is qualified for both. However, the assessment should be conducted, whenever possible, by an assessor who was not exclusively involved in training on the same subject and of the same target group, or by a person other than the trainer.
(c)The assessor should be able to provide feedback to the trainee and ensure errorfree learning.
(d)The persons performing recurrent assessment and onthejob trainers should also receive appropriate training for trainers or assessors, depending on the function assigned to them.
AMC2 ORGH.TRG.100(i) Training and assessment programme
ED Decision 2025/007/R
TRAINERS — QUALIFICATION AND COMPETENCE
(a)An individual should meet the following criteria to be qualified as a GH trainer:
(1)be qualified and have at least 12 months’ recent operational experience in the GH area in which they will deliver training;
(2)have adequate instructional skills, or be qualified as a trainer in line with industry best practices or, in the absence of such qualification, complete a trainthetrainer course;
(3)have a good performance record as a trainer or as a subject matter expert or both, and good interpersonal and communication skills;
(4)demonstrate familiarisation with the operational procedures applied by the GH organisation;
(5)whenever possible given the size of the organisation, deliver a training course under the supervision of a qualified trainer or assessor before receiving their qualification.
(b)Once qualified, the trainer should maintain their qualification and competence as a trainer in accordance with point ORGH.TRG.100(i). The trainer should:
(1)conduct at least one training course every 24 months in the GH area in which they were qualified as trainers;
(2)if more than 24 months have passed since the delivery of the last training, attend refresher and update training before conducting the next course;
(3)complete a recurrent assessment or a refresher training not later than every 36 months in the GH area in which they conduct training.
ONTHEJOB (OJT) TRAINERS — QUALIFICATION AND COMPETENCE
(c)An individual should meet the following criteria to be qualified as an OJT trainer:
(1)be qualified and have at least 12 months’ recent operational experience in the GH area in which they will perform OJT;
(2)have good interpersonal and communication skills;
(3)have completed training for OJT trainer, to ensure that the OJT consolidates the trainee’s practical skills and attitude through errorfree learning.
(d)Once qualified, the OJT trainer should maintain their qualification and competence in the GH area of their training and as an OJT trainer. The OJT trainer should:
(1)conduct at least one training course every 24 months in the GH area in which they were qualified as OJT trainers;
(2)if more than 24 months have passed since the last OJT, attend refresher and update training before conducting the next OJT;
(3)complete a recurrent assessment or a recurrent training not later than every 36 months in the GH area in which they conduct OJT.
ASSESSORS — QUALIFICATION AND COMPETENCE
(e)An individual should meet the following criteria to be qualified as an assessor:
(1)have at least 12 months’ recent operational experience in the area in which they will conduct assessment;
(2)have a good performance record as an assessor and good interpersonal skills;
(3)have completed adequate training on the assessment phase of the training process;
(4)whenever possible given the size of the organisation, conduct an assessment under the supervision of a qualified assessor before receiving their qualification.
(f)Once qualified, the assessor should maintain their qualification and competence as assessors in the GH area in which they conduct assessments. The assessor should:
(1)conduct at least one assessment every 24 months in the GH area in which they were qualified as assessors;
(2)if more than 24 months have passed since the last assessment, attend refresher and update training before conducting the next assessment;
(3)complete a recurrent assessment or a recurrent training not later than every 36 months in the GH area in which they conduct the assessment.
(g)The GH organisation should have procedures for requalifying a trainer, an OJT trainer or an assessor when they do not meet the criteria for their initial qualification or for maintaining their competence.
GM1 ORGH.TRG.100(i) Training and assessment programme
ED Decision 2025/007/R
MENTORS
A trainer is a competent person who officially delivers training to employees. An OJT trainer is a competent person who enables the delivery and aids in the development of theoretical knowledge and practical competence within the operational environment.
A newly trained person may need support to build their experience in live operation. This support may come in many forms, such as from a trainer, an OJT trainer or a coach or mentor. In all cases, the person helping develop the newly qualified person’s experience should be trained, qualified and current in the task they are supporting.
Mentors can assist and guide the newly qualified persons on technical matters and on a social (integration) level. A mentor could also contribute to a new employee’s development of the desired attitude.
Below is a list of situations in which a mentor could provide support, as well as competencies that are desirable for them to have. The list is for guiding purposes, as one person is not expected to meet all these criteria:
(a)core tasks:
(1)provide technical expertise:
(i)help with developing and maintaining competencies;
(ii)support the learning process;
(iiipromote the safety culture;
(iv)provide feedback;
(v)act as a point of contact;
(2)promote social integration:
(i)share information on the purpose of the organisation;
(ii)communicate existing agreements and point out their importance (safety regulations, breaks, etc.);
(iii)promote equality by building a safe and honest relationship with the trainee;
(iv)guide the trainee in the organisation’s network;
(3)guide and motivate (new) employees optimally, in line with the agreed commitments;
(4)maintain their own skills and expertise, as well as their qualifications to perform the operational skills that they mentor in;
(5)apply means developed by the GH organisation for the execution of the mentoring function (by developing or using a checklist, information folder, etc.) in coordination with the safety manager and the supervisor.
(b)competencies:
(1)knowledge:
(i)knowledge and expertise in one’s own role;
(ii)knowledge about the structure of the organisation;
(2)skills:
(i)be able to lead by example;
(ii)be able to listen actively;
(iii)be able to motivate;
(iv)be available;
(v)be able to communicate efficiently;
(vi)be able to recognise nonverbal signals;
(vii)be able to provide feedback;
(viii)show respect;
(ix)stimulate autonomy;
(3)attitude:
(i)willing to invest time;
(ii)mature and experienced;
(iii)patient;
(iv)prepared to give trust;
(v)prepared to be coresponsible for someone’s development;
(vi)selfconfident;
(vii)trustworthy;
(viii)impartial;
(ix)tolerant;
(x)motivated.
AMC1 ORGH.TRG.100(j) Training and assessment programme
ED Decision 2025/007/R
EVALUATION OF THE TRAINING PROGRAMME
The GH organisation should develop a process for a continuing evaluation of the training and assessment programme of its GH personnel. The evaluation process should ensure that:
(a)the training and assessment plans are relevant to the work in the specific context and environment to which they may be assigned after training;
(b)the programme enables the trainees to achieve the interim and final competency standards;
(c)remedial actions are taken if intraining and posttraining evaluations indicate evident criteria to do so; and
(d)the evaluation of the programme takes place regularly, with a frequency that is relevant to the organisation.
ORGH.TRG.105 Additional requirements related to training
Regulation (EU) 2025/20
(a)The ground handling organisation shall ensure that suitable facilities, means, equipment and tools are used for the delivery of training and the conduct of assessments.
(b)The ground handling organisation shall ensure that the training material is provided in a language that can be understood by the ground handling personnel concerned.
(c)The ground handling organisation shall maintain records of the training and assessments and associated qualifications. It shall provide a copy of such records to the individual, upon request. Such records shall include the following details:
(1)name of the employing organisation or, when training is provided by a third party, the organisation providing the training;
(2)name of training;
(3)targeted competencies of the training;
(4)summary of topics covered;
(5)achieved competencies and, if applicable, grade or passrate of the assessment;
(6)date of training and assessment completion.
ORGH.TRG.110 Dangerous goods training
Regulation (EU) 2025/20
(a)Ground handling organisations, including those that do not handle dangerous goods, shall implement and maintain a dangerous goods training programme for ground handling personnel, commensurate with their functions and responsibilities and including detection of undeclared or mis-declared dangerous goods and reporting of dangerous goods events, in accordance with point GH.OPS.020 and Annex 18 to the Chicago Convention and the ICAO Technical Instructions.
(b)The personnel shall also receive training on the specific dangerous goods procedures of the aircraft operators for which the ground handling organisation provides dangerous goods handling services.
(c)Recurrent training on dangerous goods shall be performed no later than every 24 months.
(d)The personnel of a ground handling organisation who perform any of the following functions shall be exempted from compliance with point (a):
(1)aircraft refueling and defuelling;
(2)aircraft toilet servicing;
(3)potable water servicing;
(4)aircraft exterior cleaning;
(5)aircraft de-icing and anti-icing;
(6)aircraft towing or pushback.
AMC1 ORGH.TRG.110(a) Dangerous goods training
ED Decision 2025/007/R
DANGEROUS GOODS TRAINING OF PERSONNEL RESPONSIBLE FOR THE PREPARATION OF MOBILITY DEVICES OF PASSENGERS WITH REDUCED MOBILITY FOR AIR TRANSPORT
The GH organisation should ensure that the personnel involved in the provision of services to PRMs receive training on dangerous goods commensurate with their tasks, to mitigate safety risks of transporting mobility devices containing batteries of any type. This includes tasks related to the packaging mobility devices and their batteries and loading them onto the aircraft.
SUBPART GSE — GROUND SUPPORT EQUIPMENT
ORGH.GSE.100 Ground support equipment — General requirements
Regulation (EU) 2025/20
(a)As part of its management system, the ground handling organisation shall have a process to ensure that the GSE used for the provision of ground handling services is:
(1)subject to an inspection prior to first use in operation or before start of seasonal operation;
(2)serviceable and in good condition so as not to cause any injuries to persons or damage to the aircraft or other equipment or property;
(3)operated in accordance with the operating instructions and within the design parameters of the equipment;
(4)used only for the purpose(s) for which it is designed;
(5)suitable to the type of aircraft for which it is used;
(6)maintained in accordance with the ground handling organisation’s maintenance programme and instructions, with due consideration to a minimum impact on the environment.
(b)For the purpose of point (a), the ground handling organisation shall:
(1)have and implement adequate procedures and instructions for the safe operation of the GSE;
(2)have established means of ensuring receipt of, and appropriate action on, service bulletins, service updates, recalls and other notifications regarding the safety and use of the equipment issued by the manufacturer and/or authorities;
(3)ensure that the personnel operating the GSE have a valid driver’s licence and any other licence required for the operation of specialised vehicles, and have been authorised by the aerodrome operator to drive on the apron, and are properly trained and their competencies are maintained;
(4)comply with the maintenance programme requirements laid down in point ORGH.GSE.105;
(5)ensure, when GSE maintenance services are outsourced, that:
(i)the maintenance is performed in accordance with the equipment manufacturer instructions and specifications, which cover maintenance and repair instructions, servicing information, troubleshooting, and inspection procedures;
(ii)the ground handling organisation has GSE maintenance evidence from the outsourced GSE maintenance company;
(6)comply with the applicable design and manufacturing standards of the GSE used.
(c)When the aerodrome operator provides equipment, facilities or installations for the provision of ground handling services, such as de-icing facilities, centralised baggage handling system, passenger boarding bridges and airbridges, the following aspects shall be clarified and documented as early as possible between the aerodrome operator and the users of such equipment, facilities or installations:
(1)the responsibility for their maintenance;
(2)the responsibility for their operation;
(3)the responsibility for the training of personnel regarding the operation of such equipment, facilities or installations.
GM1 ORGH.GSE.100(c) Ground support equipment — General requirements
ED Decision 2025/007/R
PROVISION OF EQUIPMENT, FACILITIES OR INSTALLATIONS AND OPERATION OF GSE
(a)When the aerodrome operator provides equipment, facilities or installations to be used for the provision of GH services, this does not automatically make it a GH organisation in the sense of Commission Delegated Regulation (EU) 2025/20.
(b)When the aerodrome operator also operates such equipment, facilities or installations using its own personnel, it is considered a GH organisation and Commission Delegated Regulation (EU) 2025/20 applies to it unless the aerodrome operator is eligible for an exemption in accordance with Article 2(3) of that Regulation.
(c)The operation of the equipment, facilities or installations usually remains the responsibility of the GH organisation that uses them for the provision of GH services unless the aerodrome operator operates them with its own personnel.
(d)Training on the safe operation of equipment, facilities or installations may be provided either by the aerodrome operator providing the equipment, facilities or installations or by the GH organisation, based on the instructions of the aerodrome operator.
ORGH.GSE.105 Ground support equipment maintenance programme
Regulation (EU) 2025/20
(a)As part of its management system, the ground handling organisation shall establish and implement a maintenance programme, to maintain the systems and equipment necessary for the provision of ground handling services in a state of operation that does not impair the safety of persons, aircraft and other vehicles or equipment, and the regularity of efficiency of operations. It shall ensure the following:
(1)implementing a maintenance programme for its vehicles and equipment that operate on the movement area and other operational areas at the aerodrome;
(2)establishing procedures to implement the maintenance programme;
(3)performing maintenance in adequate workshops, by qualified personnel, and in accordance with the manufacturer’s instructions or, in their absence, with the instructions provided by the GSE owner or lessor;
(4)effectively implementing the maintenance programme by using appropriate and adequate means and facilities, including when maintenance services are outsourced;
(5)clearly tagging unserviceable vehicles and GSE as ‘out of service’, not using them for operations, and promptly moving them to dedicated maintenance or storage areas for repairs;
(6)establishing a plan for preventive maintenance inspections, where appropriate;
(7)keeping maintenance records for each vehicle and GSE.
(b)The maintenance programme shall be adequate to the frequency and the specific conditions of use of a particular piece of GSE. It shall include, as a minimum:
(1)an inspection and fault reporting process;
(2)proof that the GSE has been verified before being released back into service.
(c)The maintenance programme shall observe the human factors principles.
(d)The maintenance programme shall ensure compliance with the specified service interval throughout the lifetime of the GSE.
(e)When maintenance of the GSE is performed by other organisations participating in a pooled equipment agreement or rental agreement, the ground handling organisation shall ensure that the responsibility for the maintenance is documented.
AMC1 ORGH.GSE.105 Ground support equipment maintenance programme
ED Decision 2025/007/R
MAINTENANCE PROGRAMME
(a)The maintenance programme of GSE should be reflected in the safety risk assessment process of the GH organisation. It should incorporate, as applicable, any relevant technical documentation developed for a particular piece of equipment and available from the equipment manufacturer, the aerodrome operator or the aircraft operator.
(b)The maintenance programme should include regular and ad hoc inspections of GSE serviceability and should include both motorised and nonmotorised GSE.
(c)The GH organisation may develop and use checklists in support of the maintenance programme and serviceability inspections.
GM1 ORGH.GSE.105 Ground support equipment maintenance programme
ED Decision 2025/007/R
FURTHER GUIDANCE
(a)The GSE is expected to meet existing international manufacturing standards applicable to GSE and vehicles used for aircraft and passenger handling.
(b)ICAO Doc 10121, Manual on Ground Handling, contains further guidance in Section 4.5 on human factors.
(c)The EN 12312 standards for GSE may be used.
GM2 ORGH.GSE.105 Ground support equipment maintenance programme
ED Decision 2025/007/R
FURTHER GUIDANCE ON HUMAN FACTORS IN THE MAINTENANCE OF GSE
(a)Human conditions that may have a negative impact on the maintenance of GSE include fatigue, failure to comply with operational procedures, complacency and stress.
(b)The maintenance of GSE is usually performed by an entity different from the GH organisation. Further guidance can be found using the following links:
ORGH.GSE.110 Ground support equipment pooling
Regulation (EU) 2025/20
(a)Where GSE is provided by the aerodrome operator or by another organisation at an aerodrome, the ground handling organisation may, where appropriate, enter an agreement on GSE pooling with other organisations providing ground handling services at that aerodrome. The aerodrome operator shall be kept informed of such agreement at all times.
(b)In the case of pooled GSE, the ground handling organisation shall ensure that the specific arrangement with the organisation providing the GSE meets the requirements of this Subpart and those applicable to contracted services within this Regulation, including ensuring training of personnel for the operation of the GSE, operational procedures for the use of the GSE, as well as the maintenance programme of the GSE.
(c)The ground handling organisation shall effectively implement the safety requirements established through the GSE pooling agreement. It shall ensure that the level of safety is not below the standards established by its own safety management system. In such case, the ground handling organisation may request a review of the safety requirements of the GSE pooling agreement together with the other organisations involved in the agreement.
ANNEX II — RESPONSIBILITIES OF GROUND HANDLING ORGANISATIONS REGARDING OPERATIONAL PROCEDURES FOR GROUND HANDLING SERVICES (PART-GH.OPS)
GH.OPS.005 General responsibilities for the provision of ground handling services
Regulation (EU) 2025/20
(a)The ground handling organisation shall ensure, for all the ground handling activities it performs, that:
(1)the operational procedures and the instructions provided by the aircraft operator and, when applicable, by the aerodrome operator are correctly implemented;
(2)sufficient personnel are available to perform the assigned tasks safely;
(3)the personnel performing ground handling activities are trained and competent to perform the assigned tasks;
(4)the operation and maintenance of any equipment used for GH activities are performed in accordance with Subpart ORGH.GSE.
(b)In accordance with point 4.1(c) of Annex VII to Regulation (EU) 2018/1139, the ground handling organisation shall provide services in accordance with the instructions and procedures of the aircraft operator. However, the ground handling organisation may apply its own operational procedures in either of the following cases:
(1)if agreed and accepted by the aircraft operator;
(2)if the aircraft operator does not provide any operational procedures.
(c)If the instructions and procedures provided by the aircraft operator differ from the operational procedures of the ground handling organisation, the procedures of the aircraft operator shall prevail. The ground handling organisation shall address with the aircraft operator any conflicting differences that may affect the safety of aircraft, its passengers, or the ground handling personnel as soon as they have been identified, and shall determine together with the aircraft operator whether the implementation of the operational procedures of the ground handling organisation are accepted instead.
(d)The operational procedures of the ground handling organisation shall:
(1)cover, as applicable, all services provided, as listed in Article 2(2) of this Regulation;
(2)be appropriate to the aircraft type and operational context;
(3)ensure that the aircraft handling activities are conducted in a way that the risks of damage to the aircraft or other vehicles on the ground and injuries to personnel and passengers are minimised, and that the safety of flight is not compromised.
(e)In accordance with point 4.1(b) of Annex VII to Regulation (EU) 2018/1139, the ground handling organisation shall comply, to the extent relevant to the activities it carries out, with the procedures provided to it by the aerodrome operator related to the following operational aspects referred to in Regulation (EU) No 139/2014:
(1)foreign object debris (FOD) control programme;
(2)authorisation and operation of drivers and vehicles;
(3)aircraft towing;
(4)communications between vehicles and air traffic control (ATC);
(5)control of pedestrians;
(6)fuel quality and safety of apron during refuelling/defuelling;
(7)operations in winter conditions;
(8)night operations;
(9)operations in adverse weather conditions;
(10)marking and lighting of vehicles and other mobile objects;
(11)aircraft arrival at and departure from the stand;
(12)information to organisations operating at the apron;
(13)alerting of emergency services;
(14)jet blast precautions;
(15)highvisibility clothing.
(f)The procedures of the aerodrome operator covering the elements in point (e) shall prevail over the procedures with the same scope of the ground handling organisation or of the aircraft operator. The ground handling organisation shall address any conflicting instructions or procedures with the aerodrome operator as soon as they have been identified.
(g)Without prejudice to points (a) to (f), to ensure that safety of the aircraft and persons on the ground is not compromised during the provision of ground handling services, the ground handling organisation may decide to apply stricter operational procedures based on the procedures and instructions of the aircraft operator or the aerodrome operator if it considers that the local operational context requires additional safety precautions. These additional safety elements shall be documented and communicated to the aircraft operators or the aerodrome operators concerned, as applicable.
(h)The ground handling organisation shall ensure that a copy of relevant operational instructions and procedures is available to its personnel, according to their tasks and communicated in a manner that ensures their understanding. The ground handling organisation shall also ensure that their personnel are able to understand and comply with the instructions and procedures from the aerodrome operator and/or competent authorities that might be provided only in the national language.
GH.OPS.010 Interfaces with other organisations
Regulation (EU) 2025/20
As part of its management system, the ground handling organisation shall have a process to identify the interfaces with the aerodrome operator and the aircraft operator(s) to which it provides services. The process to address the interfaces shall:
(a)cover specific aircraft operator’s operational procedures, local aerodrome environment, safety procedures and/or operational constraints, based on a safety risk assessment and in agreement with all relevant stakeholders;
(b)ensure, in coordination with the aerodrome operator, that the relevant parts of its safety management system are compatible and complementary with those of the aerodrome operator as referred to in point ADR.OR.D.025 and the aircraft operator;
(c)ensure mutual communication and sharing of safety relevant information on a regular basis, as relevant, with the organisations affected by the ground handling activities.
AMC1 GH.OPS.010 Interfaces with other organisations
ED Decision 2025/007/R
PROCEDURES
(a)The GH organisation should ensure that its operational procedures identify and address its interfaces with the other organisations.
(b)The GH organisation should contribute with its own SMS and safety data to the actions initiated by the aerodrome operator to create a mitigation plan for integrated risks coming from all users of that aerodrome.
(c)The GH organisation should apply the following steps in the identification of interfaces and to develop the necessary actions:
(1)identify in which of the processes and procedure there are interfaces;
(2)determine whether they are internal or external interfaces;
(3)consider the critical nature of each interface and whether there are any hazards related to the interfaces;
(4)determine whether data sharing is required;
(5)carry out joint hazard analysis and safety risk assessment with the aerodrome operator or the aircraft operator, or both, as required.
GM1 GH.OPS.010 Interfaces with other organisations
ED Decision 2025/007/R
COMMUNICATION, COOPERATION AND COORDINATION BETWEEN AIRCRAFT OPERATORS, AERODROME OPERATORS AND GH ORGANISATIONS
The relevant content of ICAO Doc 10121, Manual on Ground Handling, and other industry good practices may be used to identify and address the operational interfaces with adequate safety mitigation measures.
(a)Communication, cooperation and coordination among GH organisations, aircraft operators and aerodrome operators are key elements in ensuring the regularity, efficiency and safety of operations. The GH organisation should share experiences and participate in:
(1)ground operations groups;
(2)aerodrome safety committees;
(3)national safety forums; and
(4)GH organisation networks.
(b)To ensure safe and efficient aircraft operations, it is essential that the GH organisation actively participates in airport collaborative decisionmaking (ACDM), total airport management and any other project where the opportunity to exchange relevant safety information is provided, as relevant to local requirements and aerodrome operators’ requirements.
(c)Safety risk management. Hazard identification and risk assessment start with the identification of all stakeholders involved in the GH activities, including independent experts and nonapproved organisations. They extend to the overall control structure, assessing, in particular, the following elements across all subcontract levels and all parties within such arrangements:
(1)clear assignment of accountability and allocation of responsibilities;
(2)only one party is responsible for a specific aspect of the arrangement ensuring no overlapping or conflicting responsibilities;
(3)applicable procedures;
(4)communication between all parties involved, including reporting and feedback channels;
(5)existence of clear lines of reporting, both for occurrence reporting and progress reporting;
(6)qualifications and competencies of key personnel;
(7)possibility for GH personnel to directly notify the aircraft operator or aerodrome operator of any hazard whose consequences would result in an obviously unacceptable safety risk.
(d)Guidance on establishing operational interfaces can be found in ICAO Doc 10121, Manual on Ground Handling.
GM2 GH.OPS.010 Interfaces with other organisations
ED Decision 2025/007/R
SAFETYCRITICAL GH FUNCTIONS
The following GH functions are considered to be safety critical; the list is not exhaustive, as the GH organisation may include functions other than the ones below:
(a)loading supervision;
(b)aircraft loading/unloading;
(c)operation of GSE including passenger stairs, PBBs, airbridges and cargo loaders;
(d)aircraft towing and pushback;
(e)aircraft arrival and departure activities;
(f)turnaround coordination;
(g)fuelling operations;
(h)deicing/antiicing operations;
(i)functions that require the handling of dangerous goods on the apron, in the cargo warehouse, during aircraft loading or for load planning.
GM3 GH.OPS.010 Interfaces with other organisations
ED Decision 2025/007/R
RESPONSIBILITIES OF INDIVIDUAL STAKEHOLDERS INVOLVED IN THE SAME GH ACTIVITIES
(a)It is recommended that if the operating procedures developed and implemented by the GH organisation for a particular GH service conflict with the procedures developed by the aerodrome operator or the aircraft operator, the GH organisation discuss those procedures with the other organisation and, if necessary, perform a safety risk assessment, which should ultimately lead to a commonly agreed version of the procedures to be applied to that specific GH service.
(b)The purpose of having the organisations concerned address together any conflicting procedures is to ensure the safest and most efficient way of applying those procedures, by harmonising them as much as possible for each aircraft type/family, and minimising the number of deviations from the applicable standards and good practices.
(c)Examples of procedures to which this may apply are procedures for aircraft handling in adverse weather conditions, passenger boarding or disembarkation using pedestrian walkways, or aircraft refuelling operations, which involve the aerodrome operator, the aircraft operator, and the GH organisation providing refuelling services.
GM4 GH.OPS.010 Interfaces with other organisations
ED Decision 2025/007/R
INTERFACES BETWEEN GH ORGANISATIONS, AIRCRAFT OPERATORS AND AERODROME OPERATORS
The following GH activities have been identified as requiring operational interfaces between the GH organisation, the aircraft operator and the aerodrome operator.
Activity | GH organisation | Aerodrome operator | Aircraft operator |
Walking and working airside | 1.Ensure that training is in place and compliance by its personnel with the general safety policies and procedures of the aerodrome and aircraft operators. 2.Assess local risks and job tasks to identify any additional personal protective equipment (PPE) required, such as highvisibility clothing, safety shoes or boots, clothing appropriate for the weather, gloves, face protection or safety goggles. 3.Observe national regulations on health and safety. | 1.Set out the overall design and operation of the airside areas. 2.Set out and ensure the application of general safety policies and procedures such as access to airside, apron discipline and use of PPE. | 1.Set out and ensure the application of general safety rules on aircraft turnaround, such as driving in the vicinity of, walking around and approaching the aircraft. 2.Have a procedure for ensuring aircraft turnaround safety. |
Vehicle and equipment operation | 1.Ensure that personnel are trained and competent in operating the vehicles and equipment, in accordance with the manufacturers and aircraft operators’ and aerodrome operators’ requirements. 2.Ensure that the organisation’s vehicles and personnel comply with the aerodrome’s driving rules. 3.Use a guide person when positioning equipment when operational procedures require this. 4.Ensure that the vehicles are operated and maintained in accordance with aircraft manufacturers’ specifications, where these are provided. 5.Ensure that vehicle/equipment maintenance schedules are followed and that serviceability checks are conducted. | 1.Develop rules for the operation of vehicles on the apron, including a formal driver training, assessment and licensing scheme for all drivers operating in the movement area. 2.Develop an agreed set of minimum standards for the condition and maintenance of airside vehicles, aligned with Commission Delegated Regulation (EU) 2025/20. 3.May perform regular vehicle checks. 4.Issue an airside vehicle permit for any vehicle operating airside. | — |
FOD | 1.Participate in the aerodrome operator’s and aircraft operators’ FOD management programmes and encourage all personnel to adhere to them. 2.Supervisors should constantly be aware of the potential for FOD and be knowledgeable of their area of responsibility and ensure that personnel are aware of and participate in FOD prevention programme efforts. 3.Personnel should be made aware of the hazards of FOD to aircraft and individuals. To measure programme effectiveness, incidents caused by FOD should be reported. | Develop a comprehensive FOD management programme, including detection, prevention and evaluation of FOD at the airport. | Provide awareness training for personnel on the hazards of FOD to aircraft and individuals. |
Equipment approaching the aircraft | 1.Ensure that personnel are trained according to the operational procedures and instructions provided by the aircraft operators. 2.Ensure that GSE servicing the aircraft is serviceable. 3.Ensure that the GSE does not make contact with the aircraft fuselage. 4.Ensure that, when positioning GSE, adequate clearance is maintained between all GSE and the aircraft to allow vertical movement of the fuselage during the entire GH process. 5.Ensure that each GSE is positioned/parked so as not to hamper other GH activity, especially escape routes of fuel trucks. 6.GSE that interfaces with the aircraft passenger doors should have platforms of sufficient width to allow the aircraft doors to be opened/closed with the equipment in place and the safety rails deployed. 7.When positioning equipment (GSE), use a guide person as per the operational procedures in the GH manual. Ensure that the guide person, when used, is in a position where they can accurately judge clearances and communicate signals to the driver/operator. Stop immediately when visual contact with the guide person is lost. 8.A guide person is not required if the equipment is fitted with systems (e.g. sensors) that enable the operator to accurately judge clearances and properly move the equipment to and from the aircraft. | Define the rules to be followed for all equipment approaching the aircraft, including with regard to speed, brake checks, situations where a guide person is needed, clearance from the fuselage and equipment chocking. | |
General safety during aircraft fuelling operations | 1.Ensure that personnel are aware of and take precautions during fuelling operations, regarding the use of portable electronic devices and sources of ignition, and the connection of electrical equipment to the aircraft (e.g. by observing the safety zones and parking restrictions and following emergency procedures in response to fuel spillage. 2.Provide specific training to personnel on safety measures applicable during fuelling with passengers on board. 3.Verify the application of safety measures, in particular the provision of clear areas for the deployment of evacuation slides. 4.Apply the aerodrome’s procedure for safety on the apron during fuelling operations as per Regulation (EU) No 139/2014. | Ensure that all personnel working in apron areas are aware of the safety requirements of Regulation (EU) No 139/2014 on safety on the apron during aircraft fuelling and defuelling operations. | 1.Develop policies and procedures for basic safety during fuelling, including precautions for fuelling with passengers on board. 2.Determine aircraft emergency exits 3.Clarify permission to board or disembark passengers, including PRMs, during refuelling 4.Ensure that the operator’s procedures do not contradict the aerodrome’s procedures for the safety of apron operations during fuelling. |
Adverse weather conditions | Ensure that the personnel are aware of hazards and precautions to take during adverse weather conditions and that notice of these conditions is communicated to frontline personnel in an effective and timely manner. | 1.Establish procedures to ensure the safety of aerodrome operations in adverse weather conditions and ensure that GH organisations follow them. 2.Ensure that relevant information on adverse weather conditions is provided to aerodrome users in a timely manner, as well as any applicable restrictions to operations, such as low visibility. | 1.Develop policies and procedures for the GH of aircraft during adverse weather conditions. |
General awareness of dangerous goods | 1.Ensure that the personnel are qualified to identify, handle and load dangerous goods as required by their operational responsibilities. 2.Have procedures to ensure that incidents and accidents involving dangerous goods are reported as required. | Have procedures in place to respond to incidents involving dangerous goods. | Develop policies and procedures for the carriage of dangerous goods on aircraft. |
Turnaround coordination | 1.Ensure turnaround coordination and apply the aircraft operator’s turnaround plan. 2.A turnaround coordination function should facilitate adherence to the plan. | Aircraft operators should provide the GH organisation with a turnaround plan. | |
Load planning | Execute load planning in accordance with the aircraft operator’s procedures and instructions, when this service is outsourced. | 1.Develop procedures in accordance with the air operations requirements to include mass and balance calculations, load planning, production of a load instruction/report, finalisation of a load sheet, lastminute changes and special load NOTOC, as applicable. 2.Ensure that any verbally received load information, which could affect aircraft mass and balance, is documented and communicated to the person responsible for final calculation of mass and balance prior to each flight. 3.Provide instructions for aircraft loading and unloading for each aircraft type. | |
Aircraft arrival | 1.Position the personnel performing the turnaround away from hazard zones. 2.GSE required for aircraft handling should be available, serviceable and positioned well clear of the aircraft path, normally outside the equipment restraint area. 3.Personnel in charge of arrival should conduct a FOD check on the stand prior to aircraft arrival. 4.Ensure that the emergency procedures are understood and the equipment and infrastructure to be used is serviceable. 5.If the GH organisation provides a marshalling service, it should be performed in accordance with the aerodrome operator’s procedures. 6.Standard hand signals and agreed phraseology (if applicable) should be used for all communication between flight crew and ground personnel in accordance with PartSERA. 7.Marshallers and wing walkers should be distinguishable to the flight crew and utilise during daytime operations either wands or mitts of a highly visible colour and during lowvisibility conditions/ nighttime operations lighted wands. 8.Ensure that personnel understand the use of aircraft anticollision lights. When an aircraft has an unserviceable auxiliary power unit (APU), specific procedures should be followed to connect the ground power prior to anticollision lights being switched off. 9.Ensure that the required number of serviceable chocks are available for the aircraft to be chocked. The aircraft should not be approached to position the nosewheel chocks until it has come to a complete stop. Personnel should notify the flight deck crew when the chocks have been inserted. | 1.Ensure that the allocated stand is serviceable and suitable for the aircraft characteristics. 2.Communicate to the GH organisation the initially allocated stand and any changes in a timely manner. 3.When aircraft marshalling is performed by an apron management service provider or aerodrome operator, establish clear procedures for handover of parked aircraft to the GH organisation for the necessary GH services. | 1.Ensure that the phraseology, signals and procedures regarding communication between GH organisation personnel and flight deck for arrival are established (for marshalling, pushback and towing in accordance with PartSERA), practised and used by flight crew when communicating with GH personnel and vice versa. 2.Ensure that procedures for aircraft ground movement are established, including actions before arrival, standard arrival procedure, use of GSE, danger areas and backup communications. |
PBBs and passenger stairs | Ensure that personnel operating a PBB or passenger stairs are trained and competent to do so and familiar with the safety features of the equipment they are operating. | 1.Make available training standards and procedures for the use of each type of PBB operated at the airport. 2.Ensure that any thirdparty operating a PBB is trained to do so in accordance with the established training programme. | Develop policies and procedures for the use of PBBs and stairs on the operator’s aircraft, including operation of doors and communication with the cabin crew. |
Ground power and preconditioned air units | Ensure that personnel operating mobile or fixed ground power and preconditioned air units are qualified and familiar with the features of the equipment they are operating. | 1.Make available training material and procedures for the use of fixed ground power and preconditioned air units. 2.Ensure that fixed ground power and preconditioned air units are serviceable and adapted to the aircraft’s requirements. 3.Ensure that any equipment that is inoperable is removed from service immediately and that users are notified. | Develop policies and procedures for the use of ground power and preconditioned air on the operator’s aircraft, including sequencing and communication with the flight and cabin crew. |
Loading and unloading | Ensure that personnel assigned to perform loading and unloading functions are properly trained and qualified. Training includes manual handling, understanding of loading instruction forms and loading reports, reporting of the final load (including deviations), lastminute changes, ULD serviceability, aircraft hold inspection, tipping tendency. | Ensure that ULDs can be stored in a safe and convenient place within the airport area. | Develop policies and procedures for the loading and unloading of the aircraft, which may include the operation of cargo doors, load classifications and priorities, sequencing, load securing, special precautions for fire detection systems in the aircraft hold and special loads such as live animals, dangerous goods, urgently required aircraft parts and other aircraft operator materials. |
Elevating equipment (for cargo and catering loading/unloading) | Ensure that personnel operating elevating equipment are qualified to do so and familiar with the features of the equipment they are operating. | Develop policies and procedures regarding proximity restrictions; door operation; the use of elevating equipment on the aircraft; the use of chocks/stabilisers. | |
Toilet and potable water servicing | Ensure that personnel performing toilet and potable water servicing are qualified to do so and familiar with the features of the equipment they are operating. | 1.Provide facilities to uplift potable water and dispose of aircraft toilet waste. 2.Coordinate with the GH organisation to ensure that adequate procedures are in place to manage any spillages during toilet servicing in accordance with local health, safety and environmental regulations. | Develop policies and procedures for toilet and water servicing, including liquid quantities required for specific aircraft potable water and toilet configurations. |
Air start units | Ensure that personnel performing air start procedures are trained and qualified to do so and familiar with the features of the equipment they are operating. Training includes precautions that should be taken to ensure correct and safe connection to the aircraft and operator communication with the flight crew and other team members. | In the case of air start engine startup on the stand, establish special precautions regarding jet blast. | Establish policies and procedures for the use of an air start unit on the aircraft. |
Aircraft departure | 1.Ensure protection against jet blast and engine ingestion effects. 2.Ensure that personnel performing aircraft departure procedures are trained and qualified for the method being utilised (pushback, taxiout or power back) and familiar with the features of any equipment they are operating. Training includes: a.aircraft predeparture inspection; b.predeparture stand checking, including FOD inspection; c.use and removal of aircraft steering bypass pin; d.maximum gear turn limits; e.airport infrastructure limitations. | 1.Ensure protection against jet blast and engine ingestion effects are in place, where applicable. 2.In coordination with air navigation services and apron management services, consider the development of standard pushback procedures for the movement of aircraft on aprons and taxiways. | 1.Develop policies and procedures for the safe departure of the operator’s aircraft from the stand. 2.Ensure that phraseology, signals and procedures for communication between ground and flight deck related to departure are established, practised and used by flight crew when communicating with ground crew and vice versa. |
Aircraft towing/pushback | 1.Ensure that personnel performing towing/pushback procedures are qualified to do so and are familiar with the features of any equipment they are operating. 2.Ensure proper linking with the apron management service provider. Ensure compliance with the applicable SERA requirements. 3.Ensure that personnel are aware of aerodrome/air traffic control rules for the specific routes being used. | 1.Consider developing standard aircraft towing routes and procedures in coordination with air navigation services and apron management services. 2.Ensure the use of anticollision lights and communication with air traffic control for movements on aprons and taxiways. | Develop policies and procedures for towing of aircraft, including: 1.type of towing equipment suitable for aircraft type; 2.connection and disconnection of equipment to and from the aircraft; 3.communication between the ground and the flight deck; 4.use of anticollision lights (as per PartSERA) and emergency procedures. |
Aircraft deicing and antiicing | 1.Ensure that personnel performing aircraft deicing and antiicing procedures are qualified to do so and are familiar with the procedures applicable to fluids or forced air operations and any equipment they are operating. 2.When responsible for the storage or handling of deicing and antiicing fluids, ensure that preseason, receipt, truckfilling and other required quality assurance checks are performed and that fluid meets the required specifications prior to being used in operations. 3.Receive and apply instructions from the aircraft operator about who will conduct the post deicing check. 4.Ensure that when storing or handling deicing/antiicing fluid, preseason, receipt and other required quality assurance checks are performed. | 1.Define the location and facilities used for aircraft deicing and antiicing at the airport. 2.Develop or ensure that procedures are in place for the collection and safe disposal of deicing and antiicing fluids. | 1.Develop policies and procedures for deicing and antiicing, including methods, types of fluids to be used, restrictions on the application of the fluids, communication between flight crew and deicing personnel, and reference to holdover time. 2.Agree and notify GH organisation about who will conduct the post deicing check. 3.Ultimate responsibility for the aircraft remains with the commander/ |
GH.OPS.020 Handling of dangerous goods
Regulation (EU) 2025/20
(a)The ground handling organisation shall ensure that the handling of dangerous goods is performed at all times in accordance with the relevant provisions of Annex 18 to the Chicago Convention and the ICAO Technical Instructions relating to that Annex, and the instructions and procedures of the aircraft operator.
(b)Ground handling organisations not involved in the handling of dangerous goods shall refuse goods containing hidden or undeclared dangerous goods and shall report the detection of undeclared or mis-declared dangerous goods in accordance with point ORGH.GEN.160(b)(2).
(c)The ground handling organisation shall ensure that the personnel involved in the handling of dangerous goods have access to and apply the variations specific to the aircraft operators to which the services are provided.
GH.OPS.025 Ground transportation of passengers and crew members by an aerodrome operator
Regulation (EU) 2025/20
When an aerodrome operator provides ground transportation services for passengers and crew members with its own personnel, either as a single service or cumulated with the handling of passengers with reduced mobility, as part of the exemption specified in Article 2(3)(h) or (j) of this Regulation, it shall comply with the following requirements of Annex I and Annex II to this Regulation:
(a)Subpart ORGH.GSE;
(b)point GH.OPS.300;
(c)point GH.OPS.305.
GH.OPS.030 Common language
Regulation (EU) 2025/20
The ground handling organisation shall ensure that its personnel are able to communicate effectively for their daily operational tasks in the language(s) or hand signals that can be understood among themselves or, depending on their assigned functions, by the aerodrome personnel or the aircrew.
AMC1 GH.OPS.030 Common language
ED Decision 2025/007/R
LANGUAGE OF COMMUNICATION IN DAILY OPERATIONS
GH operational personnel should be able to communicate effectively among themselves, and with the aerodrome operator personnel and the flight crew, depending on their assigned function. Their level of knowledge of the language used should enable individuals to perform their daily tasks as established through the GH organisation’s GH manual and the relevant safety procedures.
GM1 GH.OPS.030 Common language
ED Decision 2025/007/R
OPERATIONAL USE OF COMMON LANGUAGE
(a)GH operational personnel is expected to be able to communicate effectively in a jobrelated context, to handle normal, abnormal and emergency situations and conduct nonroutine coordination with colleagues and other operational personnel of the aerodrome or flight crews, regardless of the language used.
(b)GH personnel whose daily operational tasks include communication with flight crews are expected to be able to communicate effectively in English on operational matters related to their function. Derogations approved or issued by the competent authority in accordance with Regulation (EU) No 139/2014 remain valid and prevail over this GM.
(c)The following GH functions are subject to point (b)(this list is for guidance purposes, and the GH organisation may decide to consider other GH functions as well; in addition, the aerodrome operator’s instructions on the language to be used will be complied with):
(1)aircraft towing and pushback,
(2)fuelling operations,
(3)aircraft deicing/antiicing operations,
(4)turnaround coordination,
(5)loading supervision.
(d)A person’s ability to communicate effectively in an operational context could be demonstrated as follows:
(1)ability to communicate on common and workrelated topics with accuracy and clarity;
(2)ability to use appropriate communication methods to exchange messages and to recognise and resolve misunderstandings in a general or workrelated context;
(3)ability to linguistically handle a complication that may occur during a routine work situation or a communication task with which they are otherwise familiar.
SUBPART 1 — PASSENGER HANDLING
GH.OPS.100 Passenger handling — general requirements
Regulation (EU) 2025/20
(a)The passenger handling procedures established by the ground handling organisation shall cover the safety risks, including carriage of dangerous goods in passenger baggage or on the person, related to the following activities:
(1)passenger and baggage acceptance and data transmission for load control purposes;
(2)handling of special categories of passengers, including passengers with reduced mobility;
(3)passenger boarding;
(4)passenger disembarkation, including, if applicable, handling of transit and transfer passengers;
(5)passenger transfer or transit.
(b)The ground handling organisation shall ensure that the aerodrome requirements related to the control of pedestrians are observed during passenger boarding and disembarkation.
AMC1 GH.OPS.100 Passenger handling — general requirements
ED Decision 2025/007/R
SAFETY RISK MITIGATION MEASURES FOR CHANGES IN THE AIRCRAFT’S CENTRE OF GRAVITY DURING PASSENGER BOARDING OR DISEMBARKATION
Changes in the aircraft’s centre of gravity during boarding/disembarkation may lead to the aircraft’s nose lifting up, causing issues and potential injuries to passengers/aircrew, damage to the GSE docked to the aircraft or aircraft tail tipping.
(a)The operational procedure for passenger boarding and disembarkation should cover the following key risk areas, as a minimum:
(1)aircraft damage by the GSE docked to the aircraft (PBBs, passenger stairs);
(2)aircraft tail tipping;
(3)movement of the aircraft’s centre of gravity too far aft;
(4)passengers and aircrew getting injured due to aircraft pitch angle changes;
(5)damage to the GSE docked to the aircraft.
(b)The operational procedure for passenger boarding and disembarkation should consider synchronising cargo loading/unloading with passenger boarding/disembarkation to maintain a forward centre of gravity.
(c)The turnaround coordinator, the person monitoring passenger boarding and disembarkation, and the aircraft loading personnel should be trained to recognise early signs of the aircraft’s centre of gravity moving too far aft and take the required corrective actions.
AMC2 GH.OPS.100 Passenger handling — general requirements
ED Decision 2025/007/R
PASSENGER HANDLING — PASSENGERS WITH REDUCED MOBILITY
(a)The safety training and safety operational procedures for PRM services, including the transportation of their mobility devices, should address the following key risk areas:
(1)communication of safetyrelevant information:
(i)relevant information from the aircraft operator to the aerodrome operator or the different organisations involved in the handling of PRMs and preparation of their mobility aids for air transport;
(ii)information about the type of battery in the mobility device and instructions for battery disconnection or removal;
(iii)correct information to the commander/pilotincommand;
(2)boarding/disembarking of PRMs to prevent injuries to persons and damage to the aircraft, mobility devices and GSE:
(i)use of adequate GSE (ambulift, medilift) for boarding and disembarkation;
(ii)correct operation of the GSE for boarding and disembarkation of PRMs;
(iii)prevention of obstruction of the PBB during boarding/disembarkation because of massed carryon baggage and queueing mobility devices;
(3)preparation of the mobility device for safe transport:
(i)dangerous goods training;
(ii)packaging and loading of the mobility device in compliance with ICAO’s Technical Instructions and to protect the battery in the mobility device during flight;
(4)compliance with the aircraft operator’s instructions on mass and balance regarding loading and securing mobility devices in the cargo compartment:
(i)applicable aircraft loading limitations;
(ii)applicable loadspreading instructions;
(5)adequate planning reflected in the turnaround coordination activities;
(6)compliance with the aerodrome operator’s instructions and the aircraft operator’s instructions when refuelling/defuelling with PRMs on board, boarding or disembarking, as well as during ground transport of PRMs between the airport terminal and the aircraft;
(7)compliance with the aerodrome operator’s instructions in accordance with Regulation (EC) No 1107/2006.
(b)Each organisation involved in the handling of PRMs and their mobility devices should take responsibility for the abovementioned activities when they are performed by their own personnel.
GM1 GH.OPS.100 Passenger handling — general requirements
ED Decision 2025/007/R
PASSENGERS WITH REDUCED MOBILITY
(a)The responsibility to ensure the provision of assistance to PRMs or passengers with disabilities at an aerodrome remains with the aerodrome operator, in accordance with Regulation (EC) No 1107/2006. That Regulation also specifies the possibility that assistance services are provided by the aerodrome operator or contracted to another provider.
(b)Likewise, the responsibility for adequate training of personnel remains with the aerodrome operator, as specified by Regulation (EC) No 1107/2006.
(c)Additional guidelines may be found in the European Civil Aviation Conference’s Code of good conduct in ground handling for persons with reduced mobility25 and its Policy statement in the field of civil aviation facilitation26 (Doc 30, Part I, Section 5).
GM1 GH.OPS.100(a) Passenger handling — general requirements
ED Decision 2025/007/R
GROUND TRANSPORT OF PASSENGERS
To demonstrate compliance with Commission Delegated Regulation (EU) 2025/20 when providing services related to ground transport of passengers, the GH organisation is expected to prove compliance with the following:
(a)inclusion of this activity in its SMS in accordance with point ORGH.MGM.200;
(b)implementation of the applicable requirements of Subpart ORGH.GSE;
(c)compliance with the applicable requirements of Regulation (EU) No 139/2014 regarding the authorisation of vehicle drivers and their training, authorisation of vehicles, operation of vehicles, and marking and lighting of vehicles.
AMC1 GH.OPS.100(b) Passenger handling — general requirements
ED Decision 2025/007/R
SAFETY RISK MITIGATION MEASURES FOR PASSENGERS ON THE APRON DURING BOARDING AND DISEMBARKATION
The walkways process should not be conducted:
(a)when the aircraft is being refuelled simultaneously with passenger boarding in the adjacent stand of the passenger boarding side;
(b)adverse weather conditions (thunderstorms, lightning, snow/ice, strong winds, heavy rain, fog, etc.) are anticipated or prevailing over the airport (the aerodrome procedures also apply for these conditions);
(c)an emergency situation is in progress.
GM1 GH.OPS.100(b) Passenger handling — general requirements
ED Decision 2025/007/R
MITIGATION MEASURES TO ENSURE SAFETY OF PASSENGERS ON THE APRON DURING BOARDING AND DISEMBARKATION
The GH organisation may apply mitigation measures such as:
(a)assignment of an adequate number of GH personnel to monitor passenger movement on the apron;
(b)use of markings and a walking path for pedestrians.
GH.OPS.105 Control of passengers on the apron
Regulation (EU) 2025/20
(a)Passenger access on the apron or any other operational area shall observe the applicable requirements on control of pedestrians laid down in Regulation (EU) No 139/2014. The ground handling organisation shall ensure that the passengers do not move outside the clearly designated/marked area or path for passage between the aerodrome terminal and the aircraft and do not cross the marked aircraft danger zones.
(b)The ground handling organisation shall apply the aircraft operator instructions and procedures unless agreed differently with the aircraft operator. When using passenger stairs, passenger boarding bridges or airbridges for passenger boarding and disembarkation, the operational procedures shall cover the safety of passengers during passenger boarding and disembarkation.
GH.OPS.110 Handling of passengers with reduced mobility by an aerodrome operator
Regulation (EU) 2025/20
When an aerodrome operator performs handling of passengers with reduced mobility with its own personnel, either as a single service or cumulated with the ground transportation of passengers and crew members, as part of the exemption specified in Article 2(3)(h) or (j) of this Regulation, it shall comply with the following requirements of Annexes I and II to this Regulation:
(a)Subpart ORGH.GSE;
(b)point GH.OPS.100(a)(2) applicable to those passengers;
(c)point GH.OPS.305 on the operation of GSE.
SUBPART 2 — BAGGAGE HANDLING
GH.OPS.200 Baggage handling — general requirements
Regulation (EU) 2025/20
(a)The safety procedures for baggage handling shall cover the following phases, depending on the range of operations of the ground handling organisation:
(1)baggage identification;
(2)baggage sorting;
(3)baggage building, preparation for departure or transfer;
(4)baggage arrival and reclaim.
(b)The handling of dangerous goods in baggage shall be performed in accordance with Annex 18 to the Chicago Convention and the ICAO Technical Instructions relating to that Annex and the aircraft operator’s procedures and instructions regarding dangerous goods in passenger baggage.
(c)The ground handling organisation shall comply with any additional aerodrome procedures, depending on the centralised infrastructure provided by the aerodrome operator for baggage handling.
(d)The ground handling organisation shall ensure that the personnel involved in baggage handling receive safety training relevant to their tasks and understand the consequences of their performance on the flight safety.
SUBPART 3 — AIRCRAFT SERVICING
GH.OPS.300 Safety on the apron
Regulation (EU) 2025/20
The ground handling organisation shall implement, besides aerodrome operator procedures applicable to that organisation as aerodrome user, operational procedures to cover the safety risks of working around the aircraft and on the aerodrome airside safety area, as follows:
(a)the aerodrome operator’s procedures regarding the following activities:
(1)walking and driving within the aerodrome airside areas;
(2)FOD programme;
(3)driving on the movement area;
(4)operations in adverse weather conditions, in winter or at night;
(b)the ground handling organisation’s operational procedures regarding the following activities:
(1)working on the apron and around the aircraft and safety on the apron;
(2)inspection of aircraft exterior and adjacent airside areas, as appropriate, prior to aircraft arrival and departure;
(3)working around the aircraft, whereby the following principles shall apply:
(i)aircraft danger areas shall be kept clear of persons and vehicles while engines are about to be started or are running;
(ii)personnel, other than those required to assist the arrival and departure of the aircraft, shall not approach the aircraft when the engines are running and the anticollision lights are turned on;
(iii)the procedure shall include human factors principles;
(4)correct positioning of the ground support equipment around the aircraft for aircraft servicing and passenger boarding and disembarkation;
(5)depending on the responsibilities assigned to the organisation, either of the following:
(i)develop and implement an aircraft turnaround plan to ensure coordination and safety of all ground handling activities occurring at the aircraft during turnaround. It shall include, as a minimum, a description of the phases, as well as tasks and responsibilities required for the arrival, handling, and departure of the aircraft;
(ii)describe its tasks and responsibilities during turnaround when the aircraft turnaround plan is developed by another organisation.
(c)The operational procedures referred to in point (b) shall be adapted to the operational context of the aerodrome, as well as its specific geographical and weather conditions.