ADR.OPS.B.001 Provision of services

Regulation (EU) No 139/2014

The services under Subpart B of this Annex shall be provided at the aerodrome by the aerodrome operator directly or indirectly.

GM1 ADR.OPS.B.001 Provision of services

ED Decision 2014/012/R

SERVICES

The services included in Part B of this Annex, need to be provided at an aerodrome. In some cases, these services are not directly provided by the aerodrome operator, but by another organisation or State entity or combination of both. However, the aerodrome operator, being responsible for the operation of the aerodrome should have arrangements and interfaces with these organisations or entities to ensure that these services are provided according to the legal requirements. The method described above meets with the intention of an integrated Safety Management System that helps the aerodrome operator to ensure the safety objective of the service provision is being met. In completing this action, the aerodrome operator should hereby been seen to discharge its responsibility by employing the procedures mentioned above, furthermore, the aerodrome operator should not be understood to be directly responsible or liable for non-compliances by another entity involved in the arrangement.

ADR.OPS.B.003 Handover of activities — provision of operational information

Delegated Regulation (EU) 2020/2148

(a) The aerodrome operator shall establish and implement procedures for the handover of operational activities between personnel involved in the operation and maintenance of the aerodrome to ensure that all new incoming personnel are provided with operational information related to their tasks.

(b) The aerodrome operator shall establish and implement procedures to provide organisations operating or providing services at the aerodrome, with aerodrome-related operational information that may affect the execution of the tasks of the personnel of such organisations.

AMC1 ADR.OPS.B.003(a) Handover of activities — provision of operational information

ED Decision 2021/003/R

HANDOVER OF OPERATIONAL ACTIVITIES — PERSONNEL BRIEFING

(a) The aerodrome operator procedures for the handover of operational activities should as a minimum:

(1) cover the change of a shift within the same function (e.g. between RFFS personnel), as well as the case where a task is handed over to another person within the same shift, and the cases where an activity is handed over between different functions (e.g. from maintenance to operations);

(2) address the case when a planned activity (e.g. light maintenance) is not completed at the time of a planned shift change; or any other non-regular activity is in place; and

(3) allow for the preparation of both outgoing and incoming personnel.

(b) The briefing should be in a manner that allows effective two-way communication between the outgoing and incoming personnel, during which all task-relevant information necessary for the incoming personnel is provided to them, both verbally and in writing. In the case of posts which are not continually manned, or aerodromes with interrupted working hours, the briefing may be in writing, while ensuring that additional information may be provided to the incoming personnel in case of such need.

(c) The briefing of drivers and other operational personnel operating on the manoeuvring area should, as a minimum, include:

(1) the runway(s) in use;

(2) any significant works areas in place, or being established or removed that day;

(3) conditions of stop bars, if applicable, that may be inoperable making a taxiway unusable for runway entry or crossing; and

(4) if low-visibility procedures are in force.

GM1 ADR.OPS.B.003(b) Handover of activities — provision of operational information

ED Decision 2021/003/R

PROVISION OF OPERATIONAL INFORMATION TO OTHER ORGANISATIONS

Given that changes of the operating conditions at an aerodrome may affect all personnel operating on the movement area, there is a need to ensure that the personnel of other organisations which operate or provide services at the aerodrome are also provided with the necessary operational information, which pertains to their operating environment.

Therefore, the aerodrome operator needs to provide this type of information to such organisations, so that they are enabled to relay it to their own personnel. It is important that there is no delay in the provision of such information by the aerodrome operator, and that it is done in a manner prearranged with the other organisations, to ensure it reaches its destination.

Such information may include changes in the operating conditions on the apron (e.g. due to works or occurrences) or on the manoeuvring area, or other facilities of the aerodrome. For the type of information that may be provided regarding the manoeuvring area, see point (c) of AMC1 ADR.OPS.B.003(a).

ADR.OPS.B.005 Aerodrome emergency planning

Regulation (EU) No 139/2014

The aerodrome operator shall have and implement an aerodrome emergency plan that:

(a) is commensurate with the aircraft operations and other activities conducted at the aerodrome;

(b) provides for the coordination of appropriate organisations in response to an emergency occurring at an aerodrome or in its surroundings; and

(c) contains procedures for periodic testing of the adequacy of the plan and for reviewing the results in order to improve its effectiveness.

AMC1 ADR.OPS.B.005(b) Aerodrome emergency planning

ED Decision 2014/012/R

GENERAL

(a) The aerodrome operator should ensure that the aerodrome emergency plan includes the ready availability of, and coordination with, appropriate specialist rescue services to be able to respond to emergencies where an aerodrome is located close to water and/or swampy areas, and where a significant portion of approach or departure operations takes place over these areas.

(b) The aerodrome operator should ensure that an assessment of the approach and departure areas within 1000 m of the runway threshold is carried out to determine the options available for intervention.

AMC2 ADR.OPS.B.005(b) Aerodrome emergency planning

ED Decision 2014/012/R

AERODROME EMERGENCY PLAN DOCUMENT

The aerodrome operator should include, at least, the following in the aerodrome emergency plan document:

(a) Types of emergencies planned for;

(b) Agencies involved in the plan, and details of the aerodrome and local emergency planning arrangements and forums;

(c) Responsibility and role of each agency, the emergency operations centre, and the command post for each type of emergency;

(d) Information on names and telephone numbers of offices or people to be contacted in the case of a particular emergency; and

(e) A grid map of the aerodrome and its immediate surroundings, approximately at a distance of 8 km from the centre of the aerodrome.

AMC1 ADR.OPS.B.005(c) Aerodrome emergency planning

ED Decision 2014/012/R

AERODROME EMERGENCY EXERCISE

The aerodrome operator should ensure that the emergency plan is tested with:

(a) a full-scale aerodrome emergency exercise at intervals not exceeding two years; and

(b) partial emergency exercises in the intervening year to ensure that any deficiencies found during the full-scale aerodrome emergency exercise have been corrected

and reviewed thereafter, or after an actual emergency, so as to correct any deficiency found during such exercises or actual emergency.

GM1 ADR.OPS.B.005(a) Aerodrome emergency planning

ED Decision 2014/012/R

PURPOSE OF THE AERODROME EMERGENCY PLAN

(a) In many cases the aerodrome emergency plan is part of a National or Local Emergency Plan, and the responsibility for its development is assigned to another entity, different from the aerodrome operator. However, this does not prevent the aerodrome operator from preparing its own plan describing the actions that should be taken during an emergency, in cooperation with the authorities which are responsible for the National or Local Emergency Plan.

(b) Irrespective of whose responsibility is the establishment and implementation of an emergency plan covering emergencies at or in the surroundings of an aerodrome, the emergency plan should ensure that there are provisions for:

(1) orderly and efficient transition from normal to emergency operations;

(2) delegation of authority;

(3) assignment of emergency responsibilities;

(4) authorising key personnel for actions contained in the plan;

(5) coordination of efforts to cope with the emergency; and

(6) safe continuation of aircraft operations or return to normal operations as soon as possible.

GM2 ADR.OPS.B.005(a) Aerodrome emergency planning

ED Decision 2014/012/R

AERODROME EMERGENCY PLAN DOCUMENT

(a) The aerodrome emergency plan of the aerodrome operator should observe human factors principles to ensure optimum response in emergency operations.

(b) In order to ensure that the aerodrome emergency plan document fully serves its purpose, it should include the following:

(1) plans for dealing with emergencies occurring at the aerodrome or in its surroundings, including the malfunction of aircraft in flight; structural fires; sabotage, including bomb threats (aircraft or structure); unlawful seizure of aircraft; and incidents on the aerodrome covering ‘during the emergency’ and ‘after the emergency’ considerations;

(2) details of tests for aerodrome facilities and equipment to be used in emergencies such as emergency operations centre, mobile command post, fire fighting vehicles and equipment, communication means, first aid medical supplies, etc., including the frequency of those tests;

(3) details of exercises to test emergency plans, including the frequency of those exercises;

(4) a list of organisations, agencies, and persons of authority, both on and off-aerodrome, for site roles; their telephone and fax numbers, e-mail and SITA addresses, and the radio frequencies of their offices;

(5) the establishment of an aerodrome emergency committee to organise training and other preparations for dealing with emergencies;

(6) the appointment of an on-the-scene commander for the overall emergency operation; and

(7) Details of the off aerodrome areas for which the aerodrome RFFS will provide a response, and the size and nature of the response.

GM3 ADR.OPS.B.005(a) Aerodrome emergency planning

ED Decision 2014/012/R

CONTENTS OF AN AERODROME EMERGENCY PLAN DOCUMENT

The purpose of the aerodrome Emergency Plan Document is to provide all the required information to agencies and staff involved in an emergency. The document should be structured in such a manner, that the required information is easily identifiable. For that purpose, the structure of the aerodrome emergency plan should be as follows:

Section 1 — Emergency telephone numbers

This section should be limited to essential telephone, numbers according to the aerodrome needs, including:

(a) air traffic services unit;

(b) rescue and firefighting services (fire departments);

(c) airfield operations department;

(d) police and security;

(e) medical services:

(1) hospitals;

(2) ambulances; and

(3) doctors — business/residence;

(f) aircraft operators;

(g) ground handling agencies;

(h) government authorities;

(i) civil defence; and

(j) others.

Section 2 — Aircraft accident on the aerodrome

(a) Action by air traffic services unit;

(b) Action by rescue and firefighting services;

(c) Action by police and security services;

(d) Action by the aerodrome operator:

(1) vehicle escort; and

(2) maintenance;

(e) Action by medical services:

(1) hospitals;

(2) ambulances;

(3) doctors; and

(4) medical personnel.

(f) Action by aircraft operator involved;

(g) Action by emergency operations centre and mobile command post;

(h) Action by government authorities;

(i) Communication network (emergency operations centre and mobile command post);

(j) Action by agencies organisations involved in mutual aid emergency agreements;

(k) Action by transportation authorities (land, sea, air);

(l) Action by public information officer(s);

(m) Action by local fire departments when structures involved; and

(n) Action by all other agencies.

Section 3 — Aircraft accident off the aerodrome

(a) Action by air traffic services unit;

(b) Action by rescue and firefighting services;

(c) Action by local fire departments;

(d) Action by police and security services;

(e) Action by aerodrome operator;

(f) Action by medical services;

(i) hospitals;

(ii) ambulances;

(iii) doctors; and

(iv) medical personnel.

(g) Action by agencies involved in mutual aid emergency agreements;

(h) Action by aircraft operator involved;

(i) Action by emergency operations centre and mobile command post;

(j) Action by government authorities;

(k) Action by communication networks (emergency operations centre and mobile command post);

(l) Action by transportation authorities (land, sea, air);

(m) Action by public information officer; and

(n) Action by all other agencies.

Section 4 — Malfunction of aircraft in flight (Full emergency or local standby)

(a) Action by air traffic services unit;

(b) Action by aerodrome rescue and firefighting services;

(c) Action by police and security services;

(d) Action by the aerodrome operator;

(e) Action by medical services:

(1) hospitals;

(2) ambulances;

(3) doctors; and

(4) medical personnel.

(f) Action by aircraft operator involved;

(g) Action by emergency operations centre and mobile command post; and

(h) Action by all other agencies.

Section 5 — Structural fires

(a) Action by air traffic services unit;

(b) Action by rescue and firefighting services (local fire department);

(c) Action by police and security services;

(d) Action by aerodrome authority;

(e) Evacuation of structure;

(f) Action by medical services:

(1) hospitals;

(2) ambulances;

(3) doctors; and

(4) medical personnel.

(g) Action by emergency operations centre and mobile command post;

(h) Action by public information officer; and

(i) Action by all other agencies.

Section 6 — Sabotage including bomb threat (aircraft or structure)

(a) Action by air traffic services unit;

(b) Action by emergency operations centre and mobile command post;

(c) Action by police and security services;

(d) Action by the aerodrome operator;

(e) Action by rescue and firefighting services;

(f) Action by medical services:

(1) hospitals;

(2) ambulances;

(3) doctors; and

(4) medical personnel.

(g) Action by aircraft operator involved;

(h) Action by government authorities;

(i) Isolated aircraft parking position;

(j) Evacuation;

(k) Searches by dogs and trained personnel;

(l) Handling and identification of luggage and cargo on board aircraft;

(m) Handling and disposal of suspected bomb;

(n) Action by public information officer; and

(o) Action by all other agencies.

Section 7 — Unlawful seizure of aircraft

(a) Action by air traffic services unit;

(b) Action by rescue and firefighting services;

(c) Action by police and security services;

(d) Action by the aerodrome operator;

(e) Action by medical services;

(1) hospitals;

(2) ambulances;

(3) doctors; and

(4) medical personnel.

(f) Action by aircraft operator involved;

(g) Action by government authorities;

(h) Action by emergency operations centre and mobile command post;

(i) Isolated aircraft parking position;

(j) Action by public information officer; and

(k) Action by all other agencies.

Section 8 — Incident on the aerodrome

An incident on the aerodrome could require any, or all of the actions detailed in Section 2, ‘Aircraft accident on the aerodrome’. Examples of incidents the aerodrome operator should consider to include: fuel spills at the ramp, passenger loading bridge, and fuel storage area; dangerous goods occurrences at freight handling areas; collapse of structures; vehicle/aircraft collisions; etc.

Section 9 — Persons of authority — site roles

To include, but not limited to, the following, according to local requirements:

(a) On-aerodrome:

(1) Aerodrome chief fire officer;

(2) Aerodrome authority;

(3) Police and security — Officer-in-charge; and

(4) Medical coordinator.

(b) Off-aerodrome:

(1) Local chief fire officer;

(2) Government authority; and

(3) Police and security — officer-in-charge.

The on-the-scene commander will be designated as required from within the pre-arranged mutual aid emergency agreement.

GM4 ADR.OPS.B.005(a) Aerodrome emergency planning

ED Decision 2014/012/R

TYPES OF EMERGENCIES

(a) At least the following types of emergencies may be included in the aerodrome emergency plan:

(1) Aircraft emergencies;

(2) Aircraft ground incidents, where an aircraft on the ground is known to have an emergency situation other than an accident, requiring the attendance of emergency services;

(3) Sabotage, including bomb threats;

(4) Unlawfully seized aircraft;

(5) Dangerous goods occurrences;

(6) Building fires;

(7) Natural disasters; and

(8) Public health emergencies.

(b) The aircraft emergencies for which services may be required are generally classified as:

(1) ‘aircraft accident’: an aircraft accident which has occurred on or in the aerodrome surroundings;

(2) ‘full emergency’: an aircraft approaching the aerodrome is, or is suspected to be, in such trouble that there is imminent danger of an accident; and

(3) ‘local standby’: an aircraft approaching the aerodrome is known. or is suspected to have developed some defect, but the trouble is not such as would normally involve any serious difficulty in effecting a safe landing.

GM5 ADR.OPS.B.005(a) Aerodrome emergency planning

ED Decision 2014/012/R

DISABLED AIRCRAFT REMOVAL

(a) The aerodrome operator should establish a plan for the removal of an aircraft disabled on, or adjacent to, the movement area, and a coordinator designated to implement the plan, when necessary.

(b) The disabled aircraft removal plan should be based on the characteristics of the aircraft that may normally be expected to operate at the aerodrome, and include among other things:

(1) a list of equipment and personnel on, or in the surroundings of, the aerodrome which would be available for such purpose; and

(2) arrangements for the rapid receipt of aircraft recovery equipment kits available from other aerodromes;

GM1 ADR.OPS.B.005(b) Aerodrome emergency planning

ED Decision 2014/012/R

COORDINATION WITH OTHER AGENCIES AND ORGANISATIONS

(a) The aerodrome emergency plan should describe the procedures for coordinating the response of different aerodrome agencies organisations or services (e.g. ground handlers, airlines, security services) and those agencies in the surrounding community that could be of assistance in responding to an emergency.

(b) If the aerodrome emergency plan is not part of a National or Local Emergency Plan, then it should be coordinated as required.

(c) Emergency mutual aid agreements should be established to define responsibilities and/or liabilities of each external agency responding to an emergency. These agreements should include the following:

(1) clarification of the political and jurisdictional responsibilities of the several agencies (e.g. police, local fire fighting services, local authorities, accident investigation bodies, etc.) that could be involved in order to avoid problems when an emergency occurs;

(2) establishment of the command authority; i.e. a single on-the-scene commander (with designated alternates if necessary);

(3) designation of communication priorities at the accident site;

(4) organisation of emergency transportation facilities under (a) pre-designated coordinator(s);

(5) predetermination of the legal authorities and liabilities of all cooperating emergency personnel; and

(6) pre-arrangements for use of portable and heavy rescue equipment from available sources.

(d) The aerodrome emergency plan should be implemented similarly whether it is an on-aerodrome or an off-aerodrome aircraft accident/incident.

(e) Rendezvous signs and directional arrows should be consistent, and conform to national standards.

(f) The aerodrome operator should assess the level of medical supplies to be held on the aerodrome for emergency purposes.

GM2 ADR.OPS.B.005(b) Aerodrome emergency planning

ED Decision 2014/012/R

INVOLVED AGENCIES IN EMERGENCIES

The following agencies could participate in response to an emergency, depending on the type of emergency and local arrangements:

(a) On the aerodrome:

(1) Air Traffic Control Unit;

(2) Rescue and firefighting services;

(3) Aerodrome administration;

(4) Medical and ambulance services;

(5) Aircraft operators;

(6) Ground handling agencies;

(7) Security services; and

(8) Police.

(b) Off the aerodrome:

(1) Fire departments;

(2) Police;

(3) Health authorities (including medical, ambulance, hospital and public health services);

(4) Military; and

(5) Harbour or coast guard, if applicable.

GM3 ADR.OPS.B.005(b) Aerodrome emergency planning

ED Decision 2014/012/R

EMERGENCY OPERATIONS CENTRE

(a) The practice had shown that emergencies are handled more efficiently centrally through an emergency operations centre and a command post.

(b) The emergency operations centre could be a part of the aerodrome facilities, and responsible for the overall coordination and general direction of the response to an emergency. Depending on the size of the aerodrome and local procedures, more than one emergency centres could be established, but within the aerodrome emergency plan should be identified which of them has the overall responsibility for coordination.

(c) A person should be assigned to assume control of the emergency operations centre and, when appropriate, another person the command post.

(d) The role of the emergency operations centre should be to support the on-the-scene commander in the mobile command post for aircraft accidents/incidents.

(e) The emergency operations centre, depending on relevant security plans and local procedures could be the command, coordination, and communication centre for unlawful seizure of aircraft and bomb threats.

(f) The emergency operations centre should be operationally available 24 hours a day, or during the aerodrome’s hours of operation, and procedures should be established for notifying its staff.

(g) The location of the emergency operation centre is very important for its efficiency. Consideration should be given to establish its location having a clear view of the movement area and isolated aircraft parking position, wherever possible.

(h) Adequate equipment and personnel should be available in order to communicate with the appropriate agencies involved in the emergency, including the mobile post, when this is deployed. The communication and electronic devices should be checked regularly, to identify any malfunctions.

GM4 ADR.OPS.B.005(b) Aerodrome emergency planning

ED Decision 2014/012/R

MOBILE COMMAND POST

(a) The command post is a facility capable of being moved rapidly to the site of an emergency, when required, and undertakes the local coordination of those agencies responding to the emergency.

(b) The mobile command post, when established, should contain the necessary equipment and personnel to communicate with all agencies involved in the emergency, including the emergency operations centre. The communication and electronic devices should be checked regularly, in order to identify any malfunctions.

(c) Maps, charts, and other relevant equipment and information should be available at the mobile command post.

GM5 ADR.OPS.B.005(b) Aerodrome emergency planning

ED Decision 2014/012/R

COMMUNICATION SYSTEMS USED FOR EMERGENCIES

(a) When established, adequate communication systems linking the command post and the emergency operations centre with each other and with the participating agencies should be provided in accordance with the plan and consistent with the particular requirements of the aerodrome.

(b) The communication systems used should include a sufficient number of radio transceivers, telephones, and other communication devices to establish and maintain a primary, and a secondary means of communication;

(c) The role of the communication systems is to provide a primary, and, where necessary, an alternate means for effective direct communications between the following, as applicable:

(1) the alerting authority and the rescue and firefighting (RFF) units serving the aerodrome;

(2) air traffic services unit, the appropriate fire department alarm room/dispatch centre(s) and the firefighting and rescue crews en route to an aircraft emergency and at the accident/incident site;

(3) appropriate mutual aid agencies located on or off the aerodrome, including an alert procedure for all auxiliary personnel expected to respond; and

(4) the RFF vehicles, including a communication capability between crew members on each RFF vehicle.

(d) A communications system should be established in order to provide rapid response of the emergency equipment to accidents and incidents occurring in the terminal areas, and at the apron. Apron accidents include aircraft cabin fires, refuelling spills and fires, aircraft and vehicle collisions, and medical emergencies.

(e) Communication systems used during emergencies should be tested regularly to verify the operability of all radio and telephone networks.

(f) A complete and current list of interagency telephone numbers should be available to all agencies and to personnel responsible for the aerodrome emergency plan, to ensure rapid notification in case of emergencies. These phone numbers should be verified frequently to ensure they are correct. Updated lists should be distributed to all emergency plan participants on a continual basis.

GM1 ADR.OPS.B.005(c) Aerodrome emergency planning

ED Decision 2014/012/R

EMERGENCIES IN DIFFICULT ENVIRONMENT

At those aerodromes located close to water and/or swampy areas, or difficult terrain, the aerodrome emergency plan should include the establishment, testing, and assessment at regular intervals of a predetermined response for the specialist rescue services.

GM2 ADR.OPS.B.005(c) Aerodrome emergency planning

ED Decision 2014/012/R

EMERGENCY EXERCISES

(a) Full-scale exercises

(1) The purpose of a full-scale exercise is to ensure the adequacy of the plan to cope with different types of emergencies.

(2) Full-scale emergency exercises should be supported by all aerodrome and community authorities concerned.

(3) Objectives of the exercise should be defined.

(4) Involved departments and agencies should be thoroughly familiar with the aerodrome emergency plan, and develop individual plans in coordination with the general plan.

(5) The emergency exercises should be held in locations which will provide maximum realism while ensuring minimum disruption of the aerodrome operations. Different scenarios, as described in the aerodrome emergency plan document, should be used. The exercise could be held either during the day or at night on the aerodrome, and at different times of the year when seasonal changes may present additional challenges. Exercises may take place both on or near the aerodrome to test different scenarios.

(6) In order to obtain the maximum benefit from a full-scale emergency exercise, the entire proceedings should be reviewed. An observer critique team should be organised, comprised of members who are familiar with mass casualty accident proceedings. Each member of the critique team should observe the entire exercise, and complete the appropriate emergency drill critique forms. As soon as convenient after the exercise, a critique meeting should be held so members of the team can present their observations and recommendations for improvement of the aerodrome emergency plan procedures and associated aerodrome emergency plan document.

(7) The exercise should be followed by a full debriefing, critique, and analysis. It is important that representatives of all organisations which participate in the exercise actively participate in the critique.

(b) Partial emergency exercises

(1) The purpose of a partial exercise is to ensure the adequacy of the response to individual participating agencies and components of the plan.

(2) Partial emergency exercises should involve, at least, one unit, such as rescue and firefighting services, or medical, or combination of several units, as appropriate.

(3) Partial emergency exercises should ensure that any deficiencies found during the full-scale aerodrome emergency exercise have been corrected.

(c) Tabletop exercises

Tabletop exercises should be held at regular intervals. The aim of these exercises should be to verify that roles and procedures are clear and understood. These exercises offer a good opportunity to test new or revised procedures, before implementation, or preparation for a full-scale emergency exercise.

ADR.OPS.B.010 Rescue and firefighting services

Delegated Regulation (EU) 2020/2148

(a) The aerodrome operator shall ensure that:

(1) aerodrome rescue and firefighting facilities, equipment and services are provided;

(2) adequate equipment, fire extinguishing agents and sufficient personnel are available in a timely manner;

(3) rescue and firefighting personnel are properly trained, equipped and qualified to operate in the aerodrome environment; and

(4) rescue and firefighting personnel potentially required to act in aviation emergencies demonstrate their medical fitness to execute their functions satisfactorily, taking into account the type of activity.

(b) The aerodrome operator shall establish and implement a training programme for persons involved in rescue and firefighting services of the aerodrome;

(c) The training programme shall be conducted in accordance with point ADR.OR.D.017, with the following exceptions:

(1) recurrent training shall include theoretical and continuous practical training;

(2) proficiency checks shall be conducted at intervals not exceeding 12 months since the completion of the initial training.

(d) The training of rescue and firefighting personnel shall be designed to impart fundamental knowledge and practical skills related to the execution of their duties.

(e) Temporary reduction of the level of protection of the aerodrome’s rescue and firefighting services, due to unforeseen circumstances, shall not require prior approval by the competent authority.

AMC1 ADR.OPS.B.010(a) Rescue and firefighting services

ED Decision 2023/003/R

RESCUE AND FIREFIGHTING SERVICES FOR NON-COMMERCIAL OPERATIONS AND SPECIALISED OPERATIONS

(a) The aerodrome operator may define time periods when rescue and firefighting services (RFFS) are not available. During such periods, only non-commercial operations and specialised operations should be allowed.

(b) In that case, the aerodrome operator should provide the aeronautical information services (AIS) provider with information on the periods of time when RFFS are not available, to be published in the aeronautical information publication (AIP).

GM1 ADR.OPS.B.010(a)(1) Rescue and firefighting services

ED Decision 2016/009/R

AVAILABILITY AND SCOPE OF RESCUE AND FIREFIGHTING SERVICES

Public or private organisations, suitably located and equipped, could be designated to provide the rescue and firefighting service. The fire station housing these organisations should normally be located on the aerodrome, although an off-aerodrome location is not precluded, provided that the response time can be met. The principal objective of rescue and firefighting services is to save lives in the event of an aircraft accident or incident occurring at, or in the immediate surroundings of, the aerodrome. The rescue and firefighting service is provided to create and maintain survivable conditions, to provide egress routes for occupants, and to initiate the rescue of those occupants unable to make their escape without direct aid. The rescue may require the use of equipment and personnel other than those assessed primarily for rescue and firefighting purposes. Ambulance and medical services are out of the scope of rescue and firefighting services as described in ADR.OPS.B.010. The role and responsibilities of ambulance and medical services during an emergency situation should be included in the aerodrome emergency plan (AEP), according to GM3 ADR.OPS.B.005(a).

AMC1 ADR.OPS.B.010(a)(2) Rescue and firefighting services

ED Decision 2014/012/R

COMMUNICATION AND ALERTING SYSTEMS

The aerodrome operator should ensure that:

(a) a discrete communication system is provided linking a fire station with the control tower, any other fire station on the aerodrome, and the rescue and firefighting vehicles;

(b) an alerting system for rescue and firefighting personnel, capable of being operated from that station, is provided at the fire station, any other fire station on the aerodrome, and the aerodrome control tower;

(c) means are provided for communication between the rescue and firefighting service and the flight crew of an aircraft in emergency;

(d) communication means are provided to ensure the immediate summoning of designated personnel not on standby duty;

(e) communication means are provided to ensure two-way communication with the rescue and firefighting vehicles in attendance at an aircraft accident or incident.

(f) communications during emergencies should be recorded;

(g) communication means are provided between rescue and firefighting crew members.

AMC2 ADR.OPS.B.010(a)(2) Rescue and firefighting services

ED Decision 2016/009/R

RFFS LEVEL OF PROTECTION

(a) The aerodrome operator should ensure that:

(1) the level of protection normally available at an aerodrome is determined and expressed in terms of the category of the rescue and firefighting services (RFF aerodrome category)               as described below and in accordance with the types, amounts, and discharge rates of extinguishing agents normally available at the aerodrome; and

(2) the aerodrome category for rescue and firefighting is determined according to Table 1, based on the longest aeroplanes normally using the aerodrome and their fuselage width. If, after selecting the category appropriate to the longest aeroplane’s overall length, that aeroplane’s fuselage width is greater than the maximum width in Table 1, column 3, for that category, then the category for that aeroplane should actually be one category higher.

Table 1

(3) the rescue and firefighting level of protection provided is appropriate to the aerodrome category determined using the principles in (2) above except that where the number of movements (landing or take-off) of the aeroplanes performing passenger transportation in the highest category, normally using the aerodrome, is less than 700 in the busiest consecutive three months, the level of protection provided in accordance with (2) above may be reduced by no more than one category below the determined one.

(b) Notwithstanding (a), the aerodrome operator may, during anticipated periods of reduced activity (e.g. specific periods of the year or day), reduce the rescue and firefighting level of protection available at the aerodrome. In this case:

(1) the level of protection should be no less than that needed for the highest category of aeroplane planned to use the aerodrome during that time, irrespective of the number of movements; and

(2) the periods of aerodrome operation with reduced rescue and firefighting level of protection should be published in the aeronautical information publication (AIP) or through notice to airmen (NOTAM).

(c) The level of protection required for all-cargo, mail, ferry, training, test, positioning and end-of-life aeroplane operations, including those carrying dangerous goods, irrespective of the number of movements, may be reduced in accordance with Table 2 as follows:

Table 2

(d) The aerodrome operator, in order to assess whether the rescue and firefighting level of protection to be provided at the aerodrome is appropriate to the aerodrome rescue and firefighting category, should, at least annually, forecast the aeroplane traffic expected to operate at the aerodrome for the next twelve-month period. Upon knowledge of planned changes to traffic volume and structure, additional assessments might be necessary. In doing so, the aerodrome operator may use all information available from aeroplane operators as well as statistics on aeroplane movements during the year preceding the day of review.

(e) Unforeseen circumstances leading to temporary reduction of the aerodrome rescue and firefighting level of protection are considered as unplanned events that result in unavailability of facilities, equipment and resources.

(f) For emergency landings and occasions when in the pilot’s-in-command opinion, a diversion or hold may create a more significant hazard, operation of aeroplanes whose required category is higher than the level of protection provided by the aerodrome should be permitted regardless of the rescue and firefighting level of protection available.

AMC3 ADR.OPS.B.010(a)(2) Rescue and firefighting services

ED Decision 2016/009/R

NUMBER OF RFFS VEHICLES AND RESCUE EQUIPMENT

(a) The aerodrome operator should ensure that:

(1) the minimum number of rescue and firefighting vehicles at the aerodrome to effectively deliver and deploy the agents specified for the aerodrome category will be in accordance with the following table; and

Table 1

(2) rescue equipment commensurate with the level of aircraft operations is provided on the rescue and firefighting vehicles.

(b) If the aerodrome is located near a water/swampy area, or other difficult environment, or a significant portion of the approach/departure operations takes over these areas, the aerodrome operator should coordinate the availability of suitable rescue equipment and services.

AMC4 ADR.OPS.B.010(a)(2) Rescue and firefighting services

ED Decision 2016/009/R

EXTINGUISHING AGENTS

The aerodrome operator should ensure that:

(a) both principal and complementary extinguishing agents are provided at the aerodrome;

(b) principal extinguishing agent includes:

(1) a foam meeting the minimum performance level A; or

(2) a foam meeting the minimum performance level B; or

(3) a foam meeting the minimum performance level C; or

(4) a combination of these agents;

except for aerodromes in categories 1 to 3, where it should preferably meet a performance level B or C foam;

(c) the complementary extinguishing agent is a dry chemical powder suitable for extinguishing hydrocarbon fires, or any other alternate agent having equivalent firefighting capability;

(d) the amounts of water for foam production, and of the complementary agents provided on the rescue and firefighting vehicles are in accordance with the determined aerodrome category and Table 1,

Table 1

except that for aerodrome categories 1 and 2, up to 100 % of the water may be substituted with complementary agent.

For the purpose of agent substitution, 1 kg of complementary agent is equivalent to 1 L of water for production of a foam meeting performance level A.

Note 1: The amounts of water specified for foam production are predicated on an application rate of 8.2 L/min/m2 for a foam meeting performance level A, 5.5 L/min/m2 for a foam meeting performance level B and 3.75 L/min/m2 for a foam meeting performance level C.

Note 2: When any other complementary agent id used, the substitution ratios need to be checked.

(da) the quantity of foam concentrates separately provided on vehicles for foam production is in proportion to the quantity of water provided and the foam concentrate selected;

(e) the amount of foam concentrate provided on a vehicle should be sufficient to produce, at least, two loads of foam solution;

(f) when a combination of different performance level foams are provided at the aerodrome, the total amount of water to be provided for foam production should be calculated for each foam type and the distribution of these quantities should be documented for each vehicle and applied to the overall rescue and firefighting requirement;

(g) the discharge rate of the foam solution is not less than the rates shown in Table 1;

(h) the complementary agents comply with the appropriate specifications of the International Organisation for Standardisation (ISO)              ;

(i) the discharge rate of complementary agents is not less than the values shown in Table 1;

(j) a reserve supply of foam concentrate equivalent to 200 % of the quantities identified in Table 1 is maintained on the aerodrome for vehicle replenishment purposes. Foam concentrate carried on fire vehicles in excess of the quantity identified in Table 1 can contribute to the reserve;

(k) a reserve supply of complementary agent equivalent to 100% of the quantity identified in Table 1 is maintained on the aerodrome for vehicle replenishment purposes and sufficient propellant gas is included to utilize this reserve complementary agent. Complementary agent(s) carried on fire vehicles in excess of the quantity identified in Table 1 may contribute to the reserve;

(l) for Category 1 and 2 aerodromes that have replaced up to 100% of the water with complementary agent a reserve supply of complementary agent of 200% is maintained;

(m) where a major delay in the replenishment of the supplies is anticipated, the amount of reserve supply is increased as determined by a risk assessment;

(n) a water need analysis is conducted to determine the availability of sufficient quantities of water for fire fighting;

(o) quantities of water and foam concentrate are recalculated and the amount of water and foam concentrate for foam production and the discharge rates for foam solution are increased accordingly, where operations by aeroplanes larger than the average size in a given category are planned;

(oa) Where the level of protection is reduced in accordance with AMC2 ADR.OPS.B.010(a)(2), a recalculation of quantities of extinguishing agents should be computed based on the largest aeroplane in the reduced category;

(ob) For all-cargo, mail, training, test, positioning and end-of-life aeroplane operations, including those carrying dangerous goods, the recalculation of quantities of extinguishing agents should be based on the largest aeroplane in the category specified in Table 2 of AMC2 ADR.OPS.B.010(a)(2);and

(p) arrangements are in place to manage extinguishing agents in terms of selection, storage, maintenance, and testing.

AMC5 ADR.OPS.B.010(a)(2) Rescue and firefighting services

ED Decision 2016/009/R

RESPONSE TIME

The aerodrome operator should ensure that:

(a) rescue and firefighting service achieves a response time not exceeding three minutes with an operational objective of not exceeding two minutes from the time of the initial call to the rescue and firefighting services, to any point of each operational runway, in optimum visibility and surface conditions, and be in a position to apply foam at a rate of, at least, 50 % of the discharge rate specified in AMC4 ADR.OPS.B.010 Table 1;

(b) response times to any other part of the movement area, in optimum visibility and surface conditions, are calculated and included in the Aerodrome Emergency Plan;

(c) any vehicle, other than the first responding vehicle(s), required to achieve continuous agent application of the amount of extinguishing agents specified in Table 1 of AMC4 ADR.OPS.B.010 arrives no more than one minute after the first responding vehicle(s); and

(d) suitable guidance, equipment and/or procedures for rescue and firefighting services are provided, to meet the operational objective, as nearly as possible, in less than optimum conditions of visibility, especially during low visibility operations.

AMC6 ADR.OPS.B.010(a)(2) Rescue and firefighting services

ED Decision 2014/012/R

PERSONNEL

The aerodrome operator should ensure that:

(a) during flight operations and, at least, 15 minutes after the departure of last flight, sufficient trained personnel is detailed and readily available to ride the rescue and firefighting vehicles, and to operate the equipment at maximum capacity;

(b) personnel is deployed in a way that ensures the minimum response times can be achieved, and continuous agent application at the appropriate rate can be fully maintained considering also the use of hand lines, ladders, and other rescue and firefighting equipment normally associated with aircraft rescue and firefighting operations;

(c) all responding rescue and firefighting personnel are provided with protective clothing and respiratory equipment to enable them to perform their duties in an effective manner; and

(d) any other duties carried out by rescue and firefighting personnel do not compromise the response, or their safety.

GM1 ADR.OPS.B.010(a)(2) Rescue and firefighting services

ED Decision 2014/012/R

COMMUNICATION AND ALERTING SYSTEMS

The aerodrome operator should examine the possibility of utilizing means allowing the direct communication between the rescue and fire fighting service and the flight crew of an aircraft in emergency. The decision could be based on the ability of the rescue and fire fighting personnel to communicate effectively with the flight crew either verbally or using hand signals. Two-way radio communication system may be used as well as the hand signals described in Appendix 1 of Commission Implementing Regulation (EU) No 923/2012.

GM2 ADR.OPS.B.010(a)(2) Rescue and firefighting services

ED Decision 2014/012/R

NUMBER OF RFFS PERSONNEL

In determining the number of personnel required to provide for rescue and firefighting, a Task and Resource Analysis should be performed, taking into consideration the types of aircraft operating at the aerodrome, the available rescue and firefighting vehicles and equipment, any other duties required from RFFS personnel, etc.

GM3 ADR.OPS.B.010(a)(2) Rescue and firefighting services

ED Decision 2014/012/R

NUMBER OF RFFS VEHICLES AND RESCUE EQUIPMENT

Special fire fighting equipment may not be provided for water areas; this does not prevent the provision of such equipment if it would be of practical use, such as when the areas concerned include reefs or islands. The objective should be to plan and deploy the necessary life-saving flotation equipment, as expeditiously as possible, in a number commensurate with the largest aeroplane normally using the aerodrome.

GM4 ADR.OPS.B.010(a)(2) Rescue and firefighting services

ED Decision 2016/009/R

REDUCTION OF RFFS LEVEL OF PROTECTION

Contingency arrangements to limit the need for changes to the promulgated rescue and firefighting level of protection should be developed. This may involve, for example, a maintenance plan to ensure the mechanical efficiency of equipment and vehicles for rescue and firefighting, and arrangements to cover unplanned absence of the minimum level of personnel including supervisory levels.

The following may be considered as unforeseen circumstances leading to temporary reduction of the level of protection of the aerodrome rescue and firefighting:

(a) breakdown of RFFS vehicles;

(b) staff shortage;

(c) unavailability of extinguishing agents; and

(d) RFFS response to an accident.

Such changes, including estimated time of the reduction, should be notified without delay to the appropriate air traffic services (ATS) units and aeronautical information services (AIS) units (see GM1 ADR.OPS.A.005 Aerodrome data) to enable those units to provide the necessary information to arriving and departing aircraft.

A temporary reduction should be expressed in terms of the new category of the rescue and firefighting services available at the aerodrome. Where the temporary reduction involves resources not used to calculate the aerodrome RFF category (e.g. specialist rescue equipment for difficult environs), details should be notified. When such a temporary reduction no longer applies, the above units should be advised accordingly.

GM5 ADR.OPS.B.010(a)(2) Rescue and firefighting services

ED Decision 2016/009/R

RESCUE AND FIREFIGHTING LEVEL OF PROTECTION

The following examples are intended to illustrate the way in which the various factors to be taken into account when calculating levels of protection should be applied:

Example 1 — Wider aeroplane fuselage

If an aeroplane has a fuselage length of 47.5 m, column 2 of Table 1 in AMC2 ADR.OPS.B.010(a)(2) indicates RFF category 7. However, the example aeroplane has a fuselage width of 5.5 m, therefore, according to (a)(2) in AMC2 ADR.OPS.B.010(a)(2), the appropriate level of protection is RFF category 8.

Example 2 — Longer than average aeroplane length

Where operations by aeroplanes larger than the average size in a given category are planned, the quantities of water should be recalculated, and the amount of water for foam production as well as the discharge rates for foam solution should be increased accordingly. The example below is based on an aeroplane with an overall length of 48 m and a maximum fuselage width of 5 m. The quantity of water and the discharge rate of foam solution have been calculated using the ICAO critical-area concept, and increased to reflect the greater practical critical area.

Example 3 — Less than 700 movements in the busiest consecutive 3 months

The following examples illustrate the method for the determination of the aerodrome’s rescue and firefighting level of protection when considering the number of movements:

The longest aeroplanes are categorised by evaluating, based on Table 1 of AMC2 ADR.OPS.B.010(a)(2), firstly their overall length and secondly their fuselage width until 700 movements are reached. It may be seen that the number of movements of the longest aeroplanes in the highest category totals more than 700. The aerodrome, in this case, is category 6.

The longest aeroplanes are categorised by evaluating, based on Table 1 of AMC2 ADR.OPS.B.010(a)(2), firstly their overall length and secondly their fuselage width until 700 movements are reached. It may be seen that the number of movements of the longest aeroplanes in the highest category totals more than 700. It may also be noted that when evaluating the category appropriate to the overall length of Airbus A380, e.g. category 9, the category selected is actually one level higher as the aeroplane’s fuselage width is greater than the maximum fuselage width for category 9. The aerodrome, in this case, is category 10.

The longest aeroplanes are categorised by evaluating, based on Table 1 of AMC2 ADR.OPS.B.010(a)(2), firstly their overall length and secondly their fuselage width until 700 movements are reached. It may be seen that the number of movements of the longest aeroplanes in the highest category totals only 300. The minimum category for the aerodrome, in this case, is be category 6, which is one category level below that of the longest aeroplane.

The longest aeroplanes are categorised by evaluating, based on Table 1 of AMC2 ADR.OPS.B.010(a)(2), firstly their overall length and secondly their fuselage width until 700 movements are reached. It may be seen that the number of movements of the longest aeroplanes in the highest category totals only 500. It may also be noted that when evaluating the category appropriate to the overall length of Airbus A380, e.g. category 9, the category selected is actually one level higher as the aeroplane’s fuselage width is greater than the maximum fuselage width for category 9. The minimum category for the aerodrome, in this case, is category 9, which is one category level below that of the longest aeroplane.

The longest aeroplanes are categorised by evaluating, based on Table 1 of AMC2 ADR.OPS.B.010(a)(2), firstly their overall length and secondly their fuselage width until 700 movements are reached. It may be seen that the number of movements of the longest aeroplanes in the highest category totals only 400. The minimum category for the aerodrome is category 6. However, even if there is a relatively wide range of difference between the length of the longest aeroplane (Airbus A321) and the aeroplane for which the 700th movement is reached (ATR 42), the minimum category for the aerodrome may only be downgraded to category 6.

Example 4 — Anticipated periods of reduced activity

The level of protection should be no less than that needed for the highest category of aeroplanes planned to use the aerodrome during that period. If the aerodrome has promulgated RFFS category 7, but between 23:00 and 6:00, the largest aeroplane operating has an overall length of 27.5 m and a maximum fuselage width of 3.9 m, the promulgated category may be downgraded to category 5 for that time frame.

Example 5 — All-cargo and mail aeroplane operations including dangerous goods

An all-cargo aeroplane is an aeroplane operated for the transportation of cargo including dangerous goods. If an all-cargo aeroplane has an overall length of 47.5 m and a maximum fuselage width of 4.2 m, according to Table 1, category 7 is indicated. As the aeroplane is an all-cargo one, according to Table 2, a reclassification to category 6 may be applied.

GM6 ADR.OPS.B.010(a)(2) Rescue and firefighting services

ED Decision 2016/009/R

CRITICAL AREA FOR CALCULATING QUANTITIES OF WATER

(a) The ICAO critical-area concept is applied for rescuing the occupants of an aeroplane. It seeks to control only that area of fire adjacent to the fuselage. The objective is to safeguard the integrity of the fuselage and maintain tolerable conditions for the occupants of the aeroplane. The size of the controlled area required to achieve this for a specific aeroplane has been determined by experimental means.

(b) There is a need to distinguish between the theoretical critical area, within which it may be necessary to control the fire, and the practical critical area, which is representative of actual aeroplane accident conditions. The theoretical critical area serves only as a means of categorising aeroplanes in terms of the magnitude of the potential fire hazard in which they may become involved. It is not intended to represent the average maximum or minimum spill fire size associated with a particular aeroplane. The theoretical critical area is a rectangle having as one dimension the overall length of the aeroplane and as the other dimension a length which varies with the fuselage’s length and width.

(c) From experiments performed, it has been established that for an aeroplane with a fuselage length equal to or greater than 24 m, in wind conditions of 16–19 km/h and at right angles to the fuselage, the theoretical critical area extends from the fuselage to a distance of 24 m upwind and 6 m downwind. For smaller aeroplanes, a distance of 6 m on either side is adequate. To provide for a progressive increase in the theoretical critical area however, a transition is used when the fuselage length is between 12 and 24 m.

(d) The overall length of the aeroplane is considered appropriate for the theoretical critical area as the entire length of the aeroplane must be protected from burning. If not, the fire might burn through the skin and enter the fuselage. Moreover, other aeroplanes, such as T-tail ones, often have engines or exit points in their extended portion.

(e) The formula for the theoretical critical area A_T should be the following:

where ‘L’ is the overall length of the aeroplane, and ‘W’ is the maximum width of the aeroplane fuselage.

(f) In practice, it is seldom that the entire theoretical critical area is subject to fire; thus, a smaller area for which it is proposed to have firefighting capacity is referred to as the practical critical area. As a result of a statistical analysis of actual aeroplane accidents, the practical critical area A_P has been found to be approximately two thirds of the theoretical critical area A_T, or

(g) The quantity of water for foam production should be calculated with the following formula:

where:

—             ‘Q’ is the total water required;

—             ‘Q₁’ is the water used to control the fire in the practical critical area; and

—              ‘Q₂’ is the water required after control of the fire has been established, and is needed for maintaining this control and/or extinguishing the remaining fire.

(h) The water required for control of the fire in the practical critical area (Q₁) may be expressed by the following formula:

where:

—             ‘A_p’ is the practical critical area;

—             ‘R’ is the rate of application; and

—              ‘T’ is the time of application.

(i) The amount of water required for Q₂ may not be exactly calculated as it depends on a number of variables. The factors considered to be of primary importance are:

(1) the maximum gross mass of the aeroplane;

(2) the maximum passenger capacity of the aeroplane;

(3) the maximum fuel load of the aeroplane; and

(4) previous experience (analysis of aeroplane RFF operations).

These factors, when plotted on a graph, are used to calculate the total amount of water required for each airport category. The volume of water for Q₂, as a percentage of Q₁, varies from about 0 % for category 1 aerodromes to about 190 % for a category 10 aerodrome.

(j) The relation between Q₁ and Q₂ for aeroplanes representative of each airport category is shown in the following table:

GM7 ADR.OPS.B.010(a)(2) Rescue and firefighting services

ED Decision 2023/003/R

RESCUE AND FIREFIGHTING SERVICES FOR NON-COMMERCIAL OPERATIONS AND SPECIALISED OPERATIONS

The decision to operate at the aerodrome rests with the pilot-in-command following a safety risk assessment that is associated with the aircraft type and nature of the operation in relation to the availability of rescue and firefighting services (RFFS) and that takes into account whether RFFS are not available for non-commercial operations and specialised operations.

AMC1 ADR.OPS.B.010(a)(4) Rescue and firefighting services

ED Decision 2014/012/R

MEDICAL STANDARDS FOR RFFS PERSONNEL

The aerodrome operator should ensure that appropriate medical standards are met by RFFS personnel.

GM1 ADR.OPS.B.010(a)(4)   Rescue and firefighting services

ED Decision 2020/009/R

MEDICAL ASSESSMENT

1. General

Rescue and firefighting personnel, when responding to an accident, need to be capable of withstanding physically aggressive conditions whilst performing efficiently. Additionally, managing life-threatening situations which put at risk aircraft occupants’ safety requires also mental fitness. For this reason, decision-making and stress management should not be impaired.

The key fitness components for rescue and firefighting personnel are aerobic fitness, anaerobic fitness, flexibility and medical fitness. Optimum physical and medical fitness would mean that a firefighter is able to carry out rescue and firefighting activities safely, successfully and without unjustified fatigue.

In order to understand better the key fitness components, the following aspects may have to be considered:

Aerobic fitness refers to the ability to continue to exercise for prolonged periods of time at low to moderate or high intensity. This depends upon the capacity of the body’s heart, lungs and blood to get the oxygen to the muscles (VO2) providing the sustained energy to maintain prolonged exercise.

Anaerobic fitness works differently to aerobic fitness. It is an activity that requires high levels of strength and is done for only a very short period of time at a high level of intensity. Anaerobic fitness may be defined as higher levels of muscular strength, speed and power.

Flexibility refers to the ability to move the limbs and joints into specific positions at the extreme of their normal range of movement. Flexibility is important as it will allow the body to work in cramped positions without unduly stressing the muscles, tendons and ligaments and may reduce the risk of injury.

2. Definitions

For the purpose of this guidance, the following definitions can be considered:

‘Assessment’ refers to the conclusion on the medical fitness of a person based on the evaluation of the applicant’s medical history, medical examinations and medical tests which are performed.

‘Medical staff’ refers to general medical practitioners (GMPs) and occupational health medical practitioners (OHMPs) who have appropriate qualifications and/or experience in the field of occupational medicine practice or aeromedical examiners (AMEs) or aeromedical centres (AeMCs).

‘Significant’ refers to a degree of a medical condition, the effect of which would prevent the safe performance of duties related to rescue and firefighting.

3. Medical confidentiality

All persons involved in medical examinations and assessments ensure that medical confidentiality is respected at all times. For this reason, all reports and records are to be securely held with accessibility restricted only to authorised personnel.

4. Decrease in medical fitness

Rescue and firefighting personnel need to exercise a duty of care and not to perform their duties when they are aware of any decrease in their medical fitness, to the extent that this condition might render them unable to perform their duties. Furthermore, without undue delay, medical advice is needed when they:

(a) have undergone a surgical operation or invasive procedure;

(b) have commenced the regular use of any medication;

(c) have suffered any significant personal injury;

(d) have been suffering from any significant illness;

(e) are pregnant; and

(f) have been admitted to hospital or medical clinic.

In these cases, the medical fitness of the person is assessed by medical staff in order to decide whether the person is fit to resume duties. Additionally, following recovery from significant illness or injury, it may be necessary, after recommendation of the medical staff, to undergo any relevant physical fitness tests prior to a return to operational duty.

5. Medical staff

(a) Medical examinations and/or assessments are conducted by medical staff who have knowledge of the rescue and firefighting personnel’s workloads and risk factors.

(b) When conducting medical examinations and/or assessments, the medical staff member:

(1) ensures that communication with the person can be established without language barriers; and

(2) makes the person aware of the consequences of providing incomplete, inaccurate or false statements on their medical history.

(c) After completion of the medical examinations and/or assessments, the medical staff member:

(1) advises the person whether they have been assessed as fit or unfit;

(2) informs the person of any limitation(s) to operational duty;

(3) completes a medical report;

(4) informs the person of their responsibilities in the case of decrease in medical fitness; and

(5) if the person has been assessed as unfit, informs them of their right of a secondary review.

6. Medical assessment programme

A medical assessment programme is a tool to promote and facilitate that rescue and firefighting personnel are free of any physical or mental illness, which might lead to incapacitation or inability to perform their assigned duties and responsibilities.

The programme includes an initial assessment prior to employment and re-examinations at regular intervals. The frequency of the re-examinations may take into account the age of the person, the medical history, etc.

7. Medical assessment

(a) The objective of a medical assessment is to assess the physical and mental ability of the rescue and firefighting personnel to:

(1) undergo the training which is necessary to acquire and maintain competence in the execution of their tasks related to rescue and firefighting, such as working in a high-temperature environment, using protective breathing equipment in a simulated smoke-filled environment, assisting trapped or injured passengers to escape the aircraft, etc.; and

(2) perform their duties in psychologically demanding circumstances.

(b) Fit rescue and firefighting personnel will be free from any:

(1) abnormality, congenital or acquired;

(2) active, latent, acute or chronic disease or disability;

(3) wound, injury or sequel from an operation;

(4) effect or side effect of any prescribed or non-prescribed therapeutic, diagnostic or preventive medication taken, which entails a degree of functional incapacity that is likely to interfere with the performance of their duties or could render them likely to become suddenly unable to perform their duties.

(c) The initial medical assessment includes at least:

(1) an assessment of the medical history; and

(2) a clinical examination of the following:

(i) cardiovascular system;

(ii) respiratory system;

(iii) musculoskeletal system;

(iv) otorhinolaryngology (ENT); and

(v) visual system.

(d) Each subsequent medical assessment includes:

(1) an assessment of the medical history; and

(2) a clinical examination (if deemed necessary) in accordance with best medical practices.

Nevertheless, if during any medical assessment there is a doubt or if clinically indicated, additional medical examinations, tests or investigations may also be conducted if considered necessary by the medical staff.

CLINICAL EXAMINATION AND INVESTIGATION

Clinical examination may include the following:

(a) Cardiovascular system

(1) blood pressure measurement; and

(2) a standard 12-lead resting ECG and report. An extended cardiovascular assessment (including an exercise ECG) is required when clinically indicated.

(b) Respiratory system

(1) pulmonary function tests; and

(2) chest X-ray on clinical indication.

(c) Musculoskeletal system

(d) ENT

(1) a routine inspection of ears, nose and throat;

(2) a conversational hearing test during which the person is able to understand correctly conversational speech when tested with each ear at a distance of 2 metres from and with their back turned towards the medical staff; and

(3) on clinical indication, pure tone audiometry measured at 500, 1 000, 2 000, 3 000, and 4 000 Hz.

(e) Visual system using standard techniques

(1) distance vision;

(2) near vision;

(3) visual fields, on clinical indication;

(4) colour vision (initial only or on clinical indication);

(5) eye movements; and

(6) ocular inspection.

(f) Urine tests for blood, protein and sugar

(g) Blood tests

Persons will undergo a blood test, taking into account the medical history and following the physical examination of:

(1) full blood count;

(2) liver function;

(3) kidney function;

(4) blood sugar; and

(5) serum lipids, including cholesterol.

8. Medical report

After the completion of each medical assessment, a written medical report will be provided by the medical staff to the person concerned, as well as to the organisation employing them.

The report indicates the date of the medical assessment, whether the person has been assessed as fit or unfit, the date of the next medical assessment and, if applicable, any limitation(s). All other elements are subject to medical confidentiality; therefore, they are not included in the report.

9. Limitations

If any person does not fully satisfy the established medical criteria, they may be allowed to exercise their tasks with some limitations. The limitations will be detailed by the medical staff and listed in the medical report.

Removal of the limitations is normally taking place following a re-assessment by the medical staff.

EXAMPLES OF LIMITATIONS

Depending on the case, operational limitations and/or use of aids may be imposed, as follows (list not exhaustive and based on the fit assessment and operational requirements):

(a) Wearing of corrective lenses;

(b) Wearing of hearing aids;

(c) Reduction of the interval between consecutive medical examinations or assessments. In this case, the persons concerned will present themselves for re-examination when advised and follow any medical recommendations;

(d) Operational restrictions such as:

(1) use of breathing apparatus;

(2) work in confined spaces;

(3) ladder climbing;

(4) working at heights;

(5) driving;

(6) operating or carrying heavy equipment; and

(7) descending the pole; and

(e) Working only in specific periods of the day (e.g. day shifts only).

GM2 ADR.OPS.B.010(a)(4)   Rescue and firefighting services

ED Decision 2020/009/R

MEDICAL CRITERIA FOR RFSS PERSONNEL

1. CARDIOVASCULAR SYSTEM

(a) General

(1) Rescue and firefighting personnel with any of the following conditions are assessed as unfit:

(i) aneurysm of the thoracic or supra-renal abdominal aorta, before or after a surgery;

(ii) significant functional abnormality of any of the heart valves;

(iii) heart or heart/lung transplantation;

(iv) symptomatic sinoatrial disease;

(v) complete atrioventricular block;

(vi) a sub-endocardial pacemaker;

(vii) symptomatic channelopathies including QT prolongation and Brugada syndrome;

(viii) an automatic implantable defibrillating system;

(ix) a ventricular anti-tachycardia pacemaker; and

(x) pulmonary hypertension.

(2) Rescue and firefighting personnel with a suspected or established diagnosis of any of the following conditions are assessed as unfit. Following satisfactory treatment and specialist review, a fit assessment can be considered.

(i) Coronary arterial disease before or after intervention;

(ii) Peripheral arterial disease before or after a surgery;

(iii) Aneurysm of the infra-renal abdominal aorta, before or after a surgery;

(iv) Functionally insignificant cardiac valvular abnormalities;

(v) After a cardiac valve surgery;

(vi) Significant disorder of cardiac rhythm, including pacemakers and ablation therapy;

(vii) Abnormality of the pericardium, myocardium or endocardium;

(viii) Congenital abnormality of the heart, before or after a corrective surgery;

(ix) Recurrent vasovagal syncope;

(x) Arterial or venous thrombosis;

(xi) Pulmonary embolism; and

(xii) Cardiovascular condition that requires systemic anticoagulant therapy.

(b) Peripheral arterial disease

Rescue and firefighting personnel with peripheral arterial disease, before or after a surgery, undergo a satisfactory cardiological evaluation including an exercise ECG. Further tests may be required which should show no evidence of myocardial ischaemia or significant coronary artery stenosis. A fit assessment may be considered provided that:

(1) a Doppler echocardiography of the affected area is satisfactory; and

(2) there is no sign of significant coronary artery disease or evidence of significant atheroma elsewhere, and no functional impairment of the end organ supplied.

(c) Aortic aneurysm

Rescue and firefighting personnel:

(1) with an aneurysm of the infra-renal abdominal aorta are assessed as unfit;

(2) may be assessed as fit after a surgery for an infra-renal aortic aneurysm without complications and subject to being free of disease of the carotid and coronary circulation.

(d) Cardiac valvular abnormalities

Rescue and firefighting personnel:

(1) with previously unrecognised cardiac murmurs will undergo a cardiological evaluation. If considered significant, further investigation may be required subject to the recommendation of the cardiologist;

(2) with minor cardiac valvular abnormalities may be assessed as fit. Regular cardiological follow-up, including at least a 2D Doppler echocardiography, as determined by the cardiologist is required;

(3) with significant abnormality of any of the heart valves are assessed as unfit.

(4) with bicuspid aortic valve may be assessed as fit if no other cardiac or aortic abnormality is demonstrated and if their effort capacity is not adversely affected. Regular cardiological follow-up, including a 2D Doppler echocardiography, is required;

(5) with mild aortic stenosis may be assessed as fit if their effort capacity is not adversely affected. Annual cardiological follow-up is required which includes a 2D Doppler echocardiography;

(6) with aortic regurgitation may be assessed as fit only if regurgitation is minor and there is no evidence of volume overload. There will be no demonstrable abnormality of the ascending aorta on a 2D Doppler echocardiography. Cardiological follow-up including a 2D Doppler echocardiography is required;

(7) with rheumatic mitral stenosis may only be assessed as fit in favourable cases after a cardiological evaluation including a 2D Doppler echocardiography;

(8) with uncomplicated minor mitral valve regurgitation may be assessed as fit if their effort capacity is not adversely affected. Regular cardiological follow-up including a 2D Doppler echocardiography is required;

(9) with mitral valve prolapse and mild mitral regurgitation may be assessed as fit if their effort capacity is not adversely affected;

(10) with evidence of volume overloading of the left ventricle demonstrated by increased left ventricular end-diastolic diameter are assessed as unfit;

(11) with cardiac valve replacement/repair are assessed as unfit. After a satisfactory cardiological evaluation, a fit assessment may be considered; and

(12) after a valvular surgery without any symptom may be assessed as fit after 6 months subject to:

(i) normal valvular and ventricular function as judged by a 2D Doppler echocardiography;

(ii) satisfactory symptom-limited exercise ECG or equivalent;

(iii) demonstrated absence of coronary artery disease unless this has been satisfactorily treated by re-vascularisation;

(iv) no cardioactive medication being required;

(v) annual cardiological follow-up to include an exercise ECG and a 2D Doppler echocardiography. Longer periods may be acceptable once a stable condition has been confirmed by cardiological evaluations; and

(13) with implanted mechanical valves are assessed as unfit. Persons with implanted biological valves may be assessed as fit subject to documented exemplary compliance with their anti-platelet therapy. Age factors are part of the risk assessment.

(e) Thromboembolic disorders

Rescue and firefighting personnel with arterial or venous thrombosis or pulmonary embolism are assessed as unfit during anticoagulation. Rescue and firefighting personnel with pulmonary embolism will also be evaluated by a cardiologist. Following cessation of anticoagulant therapy, for any indication, they need to undergo a re-assessment before returning to duty.

(f) Other cardiac disorders

Rescue and firefighting personnel:

(1) with an abnormality of the pericardium, myocardium or endocardium are assessed as unfit. A fit assessment may be considered following a complete resolution and a satisfactory cardiological evaluation which may include a 2D Doppler echocardiography, an exercise ECG, a 24-hour ambulatory ECG, and/or a myocardial perfusion scan or an equivalent test. Coronary angiography or an equivalent test may be indicated. Regular cardiological follow-up may be required; and

(2) with a congenital abnormality of the heart, including those who have undergone surgical correction, are assessed as unfit. Rescue and firefighting personnel with minor abnormalities that are functionally relevant and do not adversely affect their effort capacity may be assessed as fit following a cardiological assessment. No cardioactive medication is acceptable. Investigations may include a 2D Doppler echocardiography, an exercise ECG and a 24-hour ambulatory ECG. Regular cardiological follow-up may be required.

(g) Syncope

(1) Rescue and firefighting personnel with a history of recurrent episodes of syncope are assessed as unfit. A fit assessment may be considered after a sufficient period of time without recurrence provided that a cardiological evaluation is satisfactory.

(2) A cardiological evaluation following a single episode of syncope includes at least:

(i) a satisfactory symptom-limited exercise ECG. If the exercise ECG is abnormal, a myocardial perfusion scan or an equivalent test is required;

(ii) a 2D Doppler echocardiogram showing neither significant selective chamber enlargement nor structural or functional abnormality of the heart, valves or myocardium;

(iii) a 24-hour ambulatory ECG recording showing no conduction disturbance, complex or sustained rhythm disturbance or evidence of myocardial ischaemia; and

(iv) a tilt test carried out to a standard protocol showing no evidence of vasomotor instability.

(3) Neurological review may be required.

(h) Blood pressure

(1) Blood pressure will be within normal limits.

(2) Rescue and firefighting personnel:

(i) with symptomatic hypotension; or

(ii) whose blood pressure at examination consistently exceeds 140 mmHg systolic and/or 90 mmHg diastolic, with or without treatment; or

(iii) who have initiated a medication for the control of blood pressure,

will require a period of suspension from the duties in order to assess the severity of the condition, impose or change the treatment and/or to establish the absence of significant side effects.

(3) The investigation of possible hypertension and confirmation of adequate control on medication includes a 24-hour blood pressure monitoring.

(4) Anti-hypertensive medication may include:

(i) non-loop diuretic agents;

(ii) angiotensin converting enzyme (ACE) inhibitors;

(iii) angiotensin II receptor blocking agents;

(iv) long-acting slow channel calcium blocking agents; and

(v) certain (generally hydrophilic) beta-blocking agents.

(5) Following initiation of medication for the control of blood pressure, rescue and firefighting personnel are re-assessed to verify that the treatment is compatible with the safe exercise of their duties.

(i) Coronary artery disease

(1) Rescue and firefighting personnel with chest pain will undergo a full investigation before a fit assessment may be considered. Rescue and firefighting personnel with angina pectoris are assessed as unfit, whether or not it is abolished by medication.

(2) Rescue and firefighting personnel with suspected asymptomatic coronary artery disease undergo a cardiological evaluation including an exercise ECG. Further tests (myocardial perfusion scanning, stress echocardiography, coronary angiography or equivalent) may be required, which should show no evidence of myocardial ischaemia or significant coronary artery stenosis.

(3) After an ischaemic cardiac event, including revascularisation (PTCI/stent and CABG), rescue and firefighting personnel without symptoms need to have reduced any vascular risk factors to an appropriate level. Medication, when used to control cardiac symptoms, is not acceptable. All rescue and firefighting personnel will be on acceptable secondary prevention treatment.

(i) A coronary angiogram or equivalent obtained around the time of, or during, the ischaemic myocardial event, and a complete, detailed clinical report of the ischaemic event and of any operative procedures is available.

(A) There is no stenosis more than 50 % in any major untreated vessel, in any vein or artery graft or at the site of an angioplasty/stent, except in a vessel subtending a myocardial infarction. More than two stenoses between 30 % and 50 % within the vascular tree are not acceptable.

(B) The whole coronary vascular tree is assessed as satisfactory by a cardiologist, and particular attention is paid to multiple stenoses and/or multiple revascularisations.

(C) An untreated stenosis greater than 30 % in the left main or proximal left anterior descending coronary artery is not acceptable.

(ii) At least 6 months from the ischaemic myocardial event, including revascularisation, the following investigations need to be completed:

(A) an exercise ECG showing neither evidence of myocardial ischaemia nor rhythm or conduction disturbance;

(B) an echocardiogram or an equivalent test showing satisfactory left ventricular function with no important abnormality of wall motion (such as dyskinesia or akinesia) and a left ventricular ejection fraction of 50 % or more;

(C) in cases of angioplasty/stenting, a myocardial perfusion scan or equivalent test, which shows no evidence of reversible myocardial ischaemia. If there is any doubt about myocardial perfusion, in other cases (infarction or bypass grafting), a perfusion scan is also required; and

(D) further investigations, such as a 24-hour ECG, may be necessary to assess the risk of any significant rhythm disturbance.

(iii) Follow-up is conducted annually (or more frequently, if necessary) to ensure that there is no deterioration of the cardiovascular status. It includes a cardiological evaluation, an exercise ECG and a cardiovascular risk assessment. Additional investigations may be required.

(iv) After coronary artery vein bypass grafting, a myocardial perfusion scan or an equivalent test is performed on clinical indication, and in all cases within 5 years from the procedure.

(v) In all cases, coronary angiography, or an equivalent test, is considered at any time if symptoms, signs or non-invasive tests indicate myocardial ischaemia.

(vi) Rescue and firefighting personnel may be assessed as fit to undergo the physical fitness tests after successful completion of the 6-month or later review.

(j) Rhythm and conduction disturbances

(1) Rescue and firefighting personnel with any significant rhythm or conduction disturbance may be assessed as fit after a cardiological evaluation and with appropriate follow-up. Such an evaluation includes:

(i) an exercise ECG to show no significant abnormality of rhythm or conduction, and no evidence of myocardial ischaemia. Withdrawal of cardioactive medication prior to the test is required;

(ii) a 24-hour ambulatory ECG to demonstrate no significant rhythm or conduction disturbance; and

(iii) a 2D Doppler echocardiogram to show no significant selective chamber enlargement or significant structural or functional abnormality, and a left ventricular ejection fraction of at least 50 %. 

Further evaluation may include:

(iv) 24-hour ECG recording repeated as necessary;

(v) electrophysiological study (EPS);

(vi) myocardial perfusion imaging or equivalent test;

(vii) cardiac magnetic resonance imaging (MRI) or equivalent test; and

(viii) coronary angiogram or equivalent test.

(2) Rescue and firefighting personnel with supraventricular or ventricular ectopic complexes on a resting ECG may require no further evaluation, provided that the frequency can be shown to be no greater than one per minute; for example, on an extended ECG strip.

Rescue and firefighting personnel with asymptomatic isolated uniform ventricular ectopic complexes may be assessed as fit but frequent or complex forms require a full cardiological evaluation.

(3) Ablation

(i) Rescue and firefighting personnel who have undergone ablation therapy are assessed as unfit for a minimum period of 2 months.

(ii) A fit assessment may be considered following successful catheter ablation provided that an EPS demonstrates satisfactory control has been achieved.

(iii) Where EPS is not performed, longer periods of unfitness and cardiological follow-up needs to be considered.

(iv) Follow-up includes a cardiological assessment.

(4) Supraventricular arrhythmias

Rescue and firefighting personnel with significant disturbance of supraventricular rhythm, including sinoatrial dysfunction, whether intermittent or established, are assessed as unfit. A fit assessment may be considered if a cardiological evaluation, including the prospective risk of stroke, is satisfactory. Anticoagulation therapy is disqualifying.

(i) For pre-employment assessments, for rescue and firefighting personnel with atrial fibrillation/flutter, a fit assessment is limited to those with a single episode of arrhythmia which is considered to be unlikely to recur.

(ii) Rescue and firefighting personnel with asymptomatic sinus pauses up to 2.5 seconds on a resting ECG may be assessed as fit following a satisfactory cardiological evaluation. The cardiological evaluation includes at least the following: an exercise ECG, a 2D Doppler echocardiography and a 24-hour ambulatory ECG.

(iii) Rescue and firefighting personnel with symptomatic sino-atrial disease are assessed as unfit. 

(5) Mobitz type 2 atrio-ventricular block

Rescue and firefighting personnel with Mobitz type 2 AV block may be assessed as fit after a full cardiological evaluation confirms the absence of distal conducting tissue disease.

(6) Complete right bundle branch block

Rescue and firefighting personnel with complete right bundle branch block undergo a cardiological evaluation on first presentation.

(7) Complete left bundle branch block

A fit assessment may be considered, as follows:

(i) At first assessment, rescue and firefighting personnel may be assessed as fit after a full cardiological evaluation showing no pathology. Depending on the clinical situation, a period of stability may be required.

(ii) Rescue and firefighting personnel, during a periodic assessment of their medical fitness with a de-novo left bundle branch block may be assessed as fit after a cardiological evaluation showing no pathology. A period of stability may be required.

(iii) A cardiological evaluation is recommended after 12 months in all cases.

(8) Ventricular pre-excitation

Rescue and firefighting personnel with pre-excitation may be assessed as fit if they are asymptomatic, and an electrophysiological study, including an adequate drug-induced autonomic stimulation protocol, reveals no inducible re-entry tachycardia and the existence of multiple pathways is excluded. Cardiological follow-up will be required including a 24-hour ambulatory ECG recording showing no tendency to symptomatic or asymptomatic tachy-arrhythmia.

(9) QT prolongation

Rescue and firefighting personnel with QT prolongation need to have a cardiological evaluation. A fit assessment may be considered in asymptomatic persons.

2. RESPIRATORY SYSTEM

(a) Rescue and firefighting personnel with significant impairment of pulmonary function are assessed as unfit. A fit assessment could be considered once pulmonary function has recovered and is satisfactory.

(b) Rescue and firefighting personnel with any sequelae of disease or surgical intervention in any part of the respiratory tract likely to cause incapacitation, are assessed as unfit. A fit assessment could be considered after a specialist evaluation.

(c) Following significant respiratory illness, physical fitness tests will be performed prior to a return to operational duty. 

(d) Examination

(1) A spirometry is required for initial examination. An FEV1/FVC ratio less than 75 % requires an evaluation by a specialist in respiratory disease before a fit assessment can be considered.

(2) Posterior/anterior chest radiography may be required at initial, revalidation or renewal examinations when indicated on clinical or epidemiological grounds.

(e) Chronic obstructive airways disease

Rescue and firefighting personnel with chronic obstructive airways disease are assessed as unfit. Rescue and firefighting personnel with only minor impairment of their pulmonary function may be assessed as fit after a specialist respiratory evaluation. Limitation of duties may be required. Rescue and firefighting personnel with pulmonary emphysema may be assessed as fit for limited duties excluding use of breathing apparatus following a specialist evaluation showing that the condition is stable and not causing significant symptoms.

(f) Asthma

Rescue and firefighting personnel with asthma that requires medication may be assessed as fit if the asthma is considered stable with satisfactory pulmonary function tests and medication is compatible with the safe execution of the duties. Operational limitations may be appropriate.

(g) Inflammatory disease

(1) For rescue and firefighting personnel with active inflammatory disease of the respiratory system, a fit assessment may be considered following a specialist evaluation when the condition has resolved without sequelae and no medication is required.

(2) Rescue and firefighting personnel with chronic inflammatory diseases may be assessed as fit following a specialist evaluation that shows mild disease with no risk of acute worsening with acceptable pulmonary function test, including bronchial challenge test, and medication compatible with the safe execution of duties. Operational limitations may be required.

(h) Sarcoidosis

(1) Rescue and firefighting personnel with active sarcoidosis are assessed as unfit. A specialist evaluation is undertaken with respect to the possibility of systemic, particularly cardiac, involvement. A fit assessment may be considered if minimal medication is required, and the disease is limited to hilar lymphadenopathy and inactive.

(2) Rescue and firefighting personnel with cardiac or neurological sarcoid are assessed as unfit.

(i) Pneumothorax

Rescue and firefighting personnel with a spontaneous pneumothorax are assessed as unfit. A fit assessment may be considered:

(1) 6 weeks after the event provided full recovery from a single event has been confirmed in a full respiratory evaluation including a CT scan or equivalent; and

(2) following surgical intervention in the case of a recurrent pneumothorax provided that there is satisfactory recovery.

(j) Thoracic surgery

(1) Rescue and firefighting personnel that require a thoracic surgery are assessed as unfit until such time as the effects of the operation are no longer likely to interfere with the safe exercise of their duties.

(2) A fit assessment may only be considered after satisfactory recovery and a full respiratory evaluation including a CT scan or equivalent. The underlying pathology which necessitated the surgery is considered in the assessment process.

(k) Sleep apnoea syndrome/sleep disorder

(1) Rescue and firefighting personnel with unsatisfactorily treated sleep apnoea syndrome and suffering from excessive daytime sleepiness are assessed as unfit.

(2) Rescue and firefighting personnel with obstructive sleep apnoea undergo a cardiological and pneumological evaluation.

(3) A fit assessment may be considered subject to the extent of symptoms, and satisfactory treatment.

3. DIGESTIVE SYSTEM

(a) Rescue and firefighting personnel with any sequelae of disease or surgical intervention in any part of the digestive tract or its adnexa likely to cause incapacitation, are assessed as unfit. A fit assessment may be considered after a specialist evaluation.

(b) Oesophageal varices

Rescue and firefighting personnel with oesophageal varices are assessed as unfit.

(c) Pancreatitis

(1) Rescue and firefighting personnel with pancreatitis are assessed as unfit pending an assessment. A fit assessment may be considered if the cause (e.g. gallstone, other obstruction, medication) is removed.

(2) Alcohol may be a cause of dyspepsia and pancreatitis. A full evaluation of its use/abuse is required.

(d) Gallstones

Rescue and firefighting personnel:

(1) with a single large gallstone may be assessed as fit after an evaluation;

(2) with multiple gallstones may be assessed as fit while awaiting assessment or treatment provided that the symptoms are unlikely to interfere with duties.

(e) Inflammatory bowel disease

Rescue and firefighting personnel with an established diagnosis or history of chronic inflammatory bowel disease may be assessed as fit if the disease is in established stable remission, and only minimal, if any, medication is being taken. Regular follow-up is required.

(f) Hernia

Rescue and firefighting personnel will be free of hernia. A fit assessment may be considered subject to the extent of symptoms, satisfactory treatment and after a specialist evaluation. The risk of secondary complications or worsening should be minimal and the rescue and firefighter will be subject to regular follow-up.

(g) Dyspepsia

Rescue and firefighting personnel with recurrent dyspepsia that requires medication needs to be investigated by internal examination including radiologic or endoscopic examination. Laboratory testing includes a haemoglobin assessment. Any demonstrated ulceration or significant inflammation requires evidence of recovery before a fit assessment may be considered.

(h) Abdominal surgery

Rescue and firefighting personnel who have undergone a surgical operation on the digestive tract or its adnexa, including a total or partial excision or a diversion of any of these organs, are assessed as unfit. A fit assessment may be considered after full recovery, the applicant is asymptomatic, and the risk of secondary complications or recurrence is minimal.

4. METABOLIC AND ENDOCRINE SYSTEMS

(a) Rescue and firefighting personnel with metabolic, nutritional or endocrine dysfunction may be assessed as fit if the condition is asymptomatic, clinically compensated and stable with or without replacement therapy, and regularly reviewed by an appropriate specialist.

(b) Obesity

(1) Obese rescue and firefighting personnel (e.g. with a body mass index (BMI) ≥ 35) may be assessed as fit only if the excess weight is not likely to interfere with the safe exercise of duties. A cardiovascular risk factor review and a pneumological examination by a specialist needs to be considered. The presence of sleep apnoea syndrome needs to be ruled out.

(2) Functional testing in the working environment may be necessary before a fit assessment may be considered.

(c) Thyroid dysfunction

Rescue and firefighting personnel with hyperthyroidism or hypothyroidism attain a stable euthyroid state before a fit assessment may be considered. Follow-up includes periodic thyroid function blood tests.

(d) Abnormal glucose metabolism

Glycosuria and abnormal blood glucose levels needs to be investigated. A fit assessment may be considered if normal glucose tolerance is demonstrated (low renal threshold) or impaired glucose tolerance without diabetic pathology is fully controlled by diet and regularly reviewed. 

(e) Diabetes mellitus

Subject to an at least annual specialist endocrinological assessment, absence of complications likely to interfere with performance of duties, evidence of control of blood sugar with no significant hypoglycaemic episodes, rescue and firefighting personnel with diabetes mellitus:

(1) that do not require medication or require non-hypoglycaemic antidiabetic medications may be assessed as fit;

(2) that require the use of potentially hypoglycaemic medication(s) including sulphonyl ureas and insulin, may be assessed as fit with an operational limitation (or limitations), including documented testing whilst performing duties. For rescue and firefighting personnel treated with insulin, a review to include the results of operational blood sugar testing will be undertaken every 6 months;

(3) other cardiovascular risk factors including cholesterol will require cardiovascular risk factor management. An exercise ECG will be performed when diagnosed, every 5 years under 40 years of age, and annually thereafter;

(4) undergo HbA1c measurement every 3 months, with the exception of the rescue and firefighting personnel that do not require sulphonyl urea or insulin treatment where an extension of the testing to 6 months is acceptable; and

(5) require annual follow-up by a specialist including demonstrating the absence of diabetic complications such as neuropathy, retinopathy, arteriopathy or nephropathy.

5. HAEMATOLOGY

(a) Rescue and firefighting personnel with any significant haematological condition are assessed as unfit. Following a specialist evaluation, a fit assessment can be considered.

(b) Anaemia

(1) Anaemia demonstrated by a reduced haemoglobin level needs to be investigated. A fit assessment may be considered in cases where the primary cause has been treated (e.g. iron or B12 deficiency) and the haemoglobin or haematocrit has stabilised at a satisfactory level, for the required duties.

(2) Anaemia which is unamenable to treatment is disqualifying.

(c) Haemoglobinopathy and red cell enzyme defects

Rescue and firefighting personnel with a haemoglobinopathy and red cell enzyme defects are assessed as unfit. A fit assessment may be considered where minor thalassaemia, sickle cell disease or other conditions are diagnosed without a history of crises and where full functional capability is demonstrated.

(d) Coagulation disorders

(1) Rescue and firefighting personnel with significant coagulation disorders are assessed as unfit. A fit assessment may be considered if there is no history of significant bleeding or clotting episodes and the haematological data indicates that there is no interference with the safe performance of duties.

(2) Rescue and firefighting personnel that require anticoagulants are assessed as unfit.

(e) Disorders of the lymphatic system

Lymphatic enlargement requires investigation. A fit assessment may be considered in cases of an acute infectious process which is fully recovered, or Hodgkin’s lymphoma, or other lymphoid malignancy which has been treated and is in full remission. Regular follow-up needs to be performed.

(f) Leukaemia

(1) Rescue and firefighting personnel with acute leukaemia are assessed as unfit. Once in established remission, applicants may be assessed as fit.

(2) Rescue and firefighting personnel with chronic leukaemia are assessed as unfit. A fit assessment may be considered after remission and a period of demonstrated stability.

(3) Rescue and firefighting personnel with a history of leukaemia will have no history of central nervous system involvement and no continuing side effects from treatment likely to interfere with the safe performance of duties. Haemoglobin and platelet levels need to be satisfactory.

(4) Regular follow-up is recommended in all cases of leukaemia.

(g) Splenomegaly

Splenomegaly needs to be investigated. A fit assessment may be considered if the enlargement is minimal, stable and no associated pathology is demonstrated, or if the enlargement is minimal and associated with another acceptable condition.

(h) Splenectomy

Following splenectomy, a fit assessment may be considered if there is full recovery and the platelet level is acceptable.

6. GENITOURINARY SYSTEM

(a) The urine will not contain any abnormal element considered to be of pathological significance.

(b) Rescue and firefighting personnel with any sequelae of disease or surgical procedures on the genitourinary system or its adnexa likely to cause incapacitation, in particular any obstruction due to stricture or compression, are assessed as unfit. A fit assessment may be considered following a specialist evaluation.

(c) Abnormal urinalysis

Any abnormal finding including proteinuria, haematuria and glycosuria on urinalysis needs to be investigated.

(d) Renal disease

(1) Rescue and firefighting personnel presenting with any signs of renal disease are assessed as unfit. A fit assessment may be considered if blood pressure is satisfactory and renal function is acceptable and there are no significant lesions.

(2) Rescue and firefighting personnel that require dialysis are assessed as unfit.

(e) Urinary calculi

(1) Rescue and firefighting personnel with an asymptomatic calculus or a history of renal colic need to be investigated. A fit assessment may be considered after successful treatment for a calculus and with appropriate follow-up.

(2) Residual calculi are disqualifying unless they are in a location where they are unlikely to move and give rise to symptoms.

(f) Renal and urological surgery

(1) Rescue and firefighting personnel who have undergone a major surgical operation on the genitourinary system or its adnexa involving a total or partial excision or a diversion of any of its organs are assessed as unfit until recovery is complete, the person is asymptomatic and the risk of secondary complications is minimal.

(2) Rescue and firefighting personnel with compensated nephrectomy without hypertension or uraemia may be assessed as fit.

(3) Rescue and firefighting personnel who have undergone renal transplantation may be considered for a fit assessment after full recovery with evidence that it is fully compensated and tolerated with only minimal immuno-suppressive therapy. Limitation(s) to duties will be considered.

(4) Rescue and firefighting personnel who have undergone total cystectomy may be considered for a fit assessment if there is satisfactory urinary function, no infection and no recurrence of primary pathology.

7. INFECTIOUS DISEASES

(a) Rescue and firefighting personnel diagnosed with or presenting symptoms of an infectious disease will undergo specialist evaluation and may be considered fit when they are asymptomatic and providing that the therapy does not compromise the safe performance of their duties.

(b) In cases of an infectious disease, consideration is given to a history of, or clinical signs indicating, underlying impairment of the immune system.

(c) Tuberculosis

(1) Rescue and firefighting personnel with active tuberculosis are assessed as unfit. A fit assessment may be considered following completion of therapy.

(2) Rescue and firefighting personnel with quiescent or healed lesions may be assessed as fit. A specialist evaluation needs to consider the extent of the disease, the treatment required and possible side effects of medication.

(d) HIV positivity

(1) Rescue and firefighting personnel who are HIV positive may be assessed as fit if a full investigation provides no evidence of HIV-associated diseases that might give rise to incapacitating symptoms. Frequent review of the immunological status and a neurological evaluation by an appropriate specialist needs to be carried out. A cardiological review may also be required depending on medication.

(2) Rescue and firefighting personnel with an AIDS-defining condition are assessed as unfit except in individual cases for limited duties after complete recovery and dependent on the review.

(3) The assessment of cases under (1) and (2) is dependent on the absence of symptoms or signs of the disease and the acceptability of serological markers. Treatment will be evaluated by a specialist on an individual basis for its appropriateness and any side effects.

(e) Syphilis

Rescue and firefighting personnel with acute syphilis are assessed as unfit. A fit assessment may be considered in the case of those fully treated and recovered from the primary and secondary stages.

(f) Infectious hepatitis

Rescue and firefighting personnel with infectious hepatitis are assessed as unfit. A fit assessment may be considered once the person has become asymptomatic after treatment and a specialist evaluation. Regular review of the liver function needs to be carried out.

8. OBSTETRICS AND GYNECOLOGY

(a) Gynaecological surgery

Rescue and firefighting personnel who have undergone a major gynaecological surgery undergo a specialist assessment. A fit assessment can be considered subject to a satisfactory gynaecological evaluation after successful treatment and/or full recovery after a surgery.

(b) Pregnancy

In the case of pregnancy, rescue and firefighting personnel are assessed as unfit. A fit assessment may be considered after the 12th week of gestation provided that obstetric evaluation continuously indicates a normal pregnancy. Such a fit assessment is valid until the 30th week of gestation. Additional operational limitations may be imposed. A fit assessment may be considered following a specialist assessment after full recovery following the end of the pregnancy.

9. MUSCULOSKELETAL SYSTEM

(a) Rescue and firefighting personnel will have satisfactory functional use of the musculoskeletal system to enable them to safely perform their duties.

(b) Rescue and firefighting personnel with static or progressive musculoskeletal or rheumatologic conditions or a surgery likely to interfere with the safe performance of their duties will undergo further assessment. A fit assessment can be considered subject to a satisfactory workplace assessment after successful treatment or full recovery after a surgery.

(c) Rescue and firefighting personnel with a limb prosthesis should have satisfactory functional use as demonstrated by a workplace assessment.

(d) Rescue and firefighting personnel with any significant sequelae from disease, injury or congenital abnormality affecting the bones, joints, muscles or tendons with or without a surgery need to have a full evaluation prior to a fit assessment.

(e) Abnormal physique, including obesity, or muscular weakness may require a medical assessment and particular attention needs to be paid to workplace assessment.

(f) Locomotor dysfunction, amputations, malformations, loss of function and progressive osteoarthritic disorders are assessed on an individual basis in conjunction with the appropriate operational expert with a knowledge of the complexity of the tasks of that need to be performed.

(g) Rescue and firefighting personnel with inflammatory, infiltrative, or degenerative disease of the musculoskeletal system may be assessed as fit provided that the condition is in remission and the medication is acceptable and does not adversely affect the discharge of their duties.

(h) For rescue and firefighting personnel who have undergone a reconstructive surgery or joint replacement procedures, particular attention will be paid to the risks associated with the particular implant or prosthesis and its functional operational range.

(i) Where there is doubt about the operational fitness, rescue and firefighting personnel undergo the operational physical fitness assessment prior to a return to full duties. A limitation (or limitations) may be required.

10. PSYCHIATRY

(a) Rescue and firefighting personnel with a mental or behavioural disorder due to alcohol or other use or misuse of psychoactive substances, including recreational substances with or without dependency, are assessed as unfit until after a period of documented sobriety or freedom from psychoactive substance use or misuse and subject to a satisfactory psychiatric evaluation after successful treatment.

(b) Rescue and firefighting personnel with a psychiatric condition such as:

(1) mood disorder;

(2) neurotic disorder, e.g. claustrophobic or acrophobic symptoms;

(3) personality disorder;

(4) mental or behavioural disorder;

(5) post-traumatic stress disorder;

(6) significant stress-related symptoms; and

(7) single or repeated acts of deliberate self-harm,

will undergo treatment, as necessary, and a satisfactory psychiatric assessment before a fit assessment can be considered. A psychological evaluation may be required as part of, or complementary to, a specialist psychiatric or neurological assessment. 

(c) Disorders due to alcohol or other substance use

(1) A fit assessment may be considered after successful treatment, a period of documented sobriety or freedom from substance use, and review by a psychiatric specialist. The OHMP, with the advice of the psychiatric specialist, will determine the duration of the period to be observed before a fit assessment can be made.

(2) Depending on the individual case, treatment may include inpatient treatment of variable duration.

(3) Continuous follow-up, including blood testing and peer reports, may be required indefinitely.

(d) Mood disorder

Rescue and firefighting personnel with an established mood disorder are assessed as unfit. After full recovery and after full consideration of an individual case, a fit assessment may be considered, depending on the characteristics and gravity of the mood disorder. If stability on maintenance psychotropic medication is confirmed, a fit assessment may be considered. In some cases, an operational limitation may be required. If the dosage of the medication is changed, a further period of unfit assessment is required. Regular specialist supervision needs to be considered. Any use of medication needs to be evaluated further by a specialist.

(e) Psychotic disorder

Rescue and firefighting personnel with a history, or the occurrence, of a functional psychotic disorder are assessed as unfit unless it can be confirmed that the original diagnosis was inappropriate or inaccurate or was a result of a single toxic episode.

(f) Deliberate self-harm

A single self-destructive action or repeated overt acts entail unfitness. A fit assessment may be considered after full consideration of an individual case and requires psychiatric or psychological review.

11. NEUROLOGY

(a) Rescue and firefighting personnel with an established history or clinical diagnosis of:

(1) epilepsy except in the cases in (b)(1) and (2) below;

(2) recurring episodes of disturbance of consciousness of uncertain cause; and

(3) conditions with a high propensity for cerebral dysfunction,

are assessed as unfit.

(b) Rescue and firefighting personnel with an established history or clinical diagnosis of:

(1) epilepsy without recurrence after the age of 5;

(2) epilepsy without recurrence and off all treatment for more than 5 years;

(3) epileptiform EEG abnormalities and focal slow waves;

(4) progressive or non-progressive disease of the nervous system;

(5) a single episode of disturbances or loss of consciousness;

(6) brain injury, affliction or inflammation;

(7) spinal or peripheral nerve injury, affliction or inflammation;

(8) disorders of the nervous system due to vascular deficiencies including haemorrhagic and ischaemic events; and

(9) vertigo,

need to undergo a specialist evaluation before a fit assessment may be considered.

(c) Electroencephalography (EEG)

EEG will be carried out based on the person’s history or on clinical grounds.

(d) Epilepsy

(1) Rescue and firefighting personnel who have experienced one or more convulsive episodes after the age of 5 are assessed as unfit.

(2) A fit assessment may be considered if:

(i) the rescue and firefighting personnel are seizure free and off medication for at least 5 years; and

(ii) a full neurological evaluation shows that a seizure was caused by a specific non-recurrent cause, such as trauma or toxin.

(3) Rescue and firefighting personnel who have experienced an episode of benign Rolandic seizure may be assessed as fit provided that the seizure has been clearly diagnosed including a properly documented history and typical EEG result and the rescue and firefighting personnel have been free of symptoms and off treatment for at least 5 years.

(e) Neurological disease

Rescue and firefighting personnel with any stationary or progressive disease of the nervous system which has caused or is likely to cause a significant disability are assessed as unfit. A fit assessment may be considered in cases of minor functional losses associated with stationary disease after a full neurological evaluation and a workplace assessment. An operational limitation may be required.

(f) Disturbance of consciousness

Rescue and firefighting personnel with a history of one or more episodes of disturbed consciousness may be assessed as fit if the condition can be satisfactorily explained by a non-recurrent cause. Operational limitations may be imposed. A full neurological evaluation is necessary.

(g) Head injury

Rescue and firefighting personnel with a head injury which was severe enough to cause loss of consciousness will be evaluated by a consultant neurologist. A fit assessment may be considered if there has been a full recovery and the risk of post-traumatic epilepsy has fallen to a sufficiently low level. Behavioural and cognitive aspects will be taken into account where there is evidence of significant penetrating brain trauma or contusion.

12. VISUAL SYSTEM

(a) Distant and near visual acuity, with or without optimal correction, will be 6/9 (0.7) or better in each eye separately, and visual acuity with both eyes will be 6/6 (1) or better.

(b) Rescue and firefighting personnel need to have fields of vision and binocular function appropriate to the operational tasks.

(c) Rescue and firefighting personnel at the initial assessment having monocular or functional monocular vision, including eye muscle balance problems, may be assessed as fit provided that an ophthalmological examination and an operational evaluation are satisfactory. Operational limitations may be necessary.

(d) Rescue and firefighting personnel who have undergone an eye surgery are assessed as unfit until full recovery of the visual function. A fit assessment may be considered subject to a satisfactory ophthalmologic evaluation.

(e) Rescue and firefighting personnel with a clinical diagnosis of keratoconus may be assessed as fit subject to a satisfactory examination by an ophthalmologist.

(f) Rescue and firefighting personnel with diplopia are assessed as unfit.

(g) Corrective lenses

If satisfactory visual function for the rescue and firefighting duties is achieved only with the use of correction, the spectacles, inserts or contact lenses must provide optimal visual function, be well tolerated, and suitable for rescue and firefighting duties, including the wearing of breathing apparatus.

(h) Eye examination

STANDARD TESTS FOR VISION

(1) At each medical examination, an assessment of vision will be undertaken and the eyes are examined with regard to possible pathology.

(2) The routine eye examination includes:

(i) history;

(ii) visual acuities — near and distant vision; uncorrected and with best optical correction if needed;

(iii) morphology by ophthalmoscopy; and

(iv) further examination on clinical indication.

(3) Visual acuity is tested using Snellen charts, or equivalent, under appropriate illumination. Where clinical evidence suggests that Snellen may not be appropriate, Landolt ‘C’ may be used.

(4) All abnormal and doubtful cases are referred to an ophthalmologist. Conditions which indicate a comprehensive ophthalmological examination include, but are not limited to, a substantial decrease in the uncorrected visual acuity, any decrease in best corrected visual acuity, and/or the occurrence of eye disease, eye injury, or eye surgery.

(5) In case of multiple pathological conditions of the eye, their effect is evaluated by an ophthalmologist with regard to possible cumulative effects. Functional testing in the working environment may be necessary to consider a fit assessment.

(i) Refractive error

Rescue and firefighting personnel without symptoms with high refractive error in excess of +5.0/-6.0 dioptres, high anisometropia >3D, or high astigmatism >3D may be assessed as fit provided that the visual standards are met in both eyes, optimal correction has been considered and no significant pathology is demonstrated. Risk of visual incapacitation arising from the refractive error or shape of the eye may be acceptable.

(j) Substandard vision

Rescue and firefighting personnel with reduced central vision in one eye may be assessed as fit if the binocular visual field is normal and the underlying pathology is acceptable according to an ophthalmological evaluation. Testing includes functional testing in the appropriate working environment.

(k) Heterophoria

Rescue and firefighting personnel with heterophoria (imbalance of the ocular muscles) will undergo further ophthalmological evaluation before a fit assessment is considered.

(l) Eye surgery

(1) Refractive surgery

After a refractive surgery or a surgery of the cornea including cross linking, a fit assessment may be considered, provided that:

(i) the pre-operative refraction was less than +5 dioptres;

(ii) satisfactory stability of refraction has been achieved (less than 0.75 dioptres variation diurnally);

(iii) the examination of the eye shows no post-operative complications;

(iv) the glare sensitivity is normal;

(v) the mesopic contrast sensitivity is not impaired; and

(vi) the specialist evaluation is undertaken by an ophthalmologist.

(2) Cataract surgery

Rescue and firefighting personnel who have undergone a cataract surgery may be assessed as fit after 6 weeks provided that the visual requirements are met either with corrective lenses, or with intraocular lenses which are non-tinted.

(3) Retinal surgery/retinal laser therapy

(i) After a retinal surgery, rescue and firefighting personnel may be assessed fit 6 months after a successful surgery. Annual ophthalmological follow-up may be necessary. Longer periods may be acceptable after 2 years on recommendation of the ophthalmologist.

(ii) After successful retinal laser therapy, rescue and firefighting personnel may be assessed as fit provided that an ophthalmological evaluation shows stability.

(4) Glaucoma surgery

After a glaucoma surgery, rescue and firefighting personnel may be assessed as fit 6 months after a successful surgery. Ophthalmological examinations undertaken every 6 months to follow-up secondary complications caused by the glaucoma may be necessary.

(5) Extraocular muscle surgery

A fit assessment may be considered not less than 6 months after a surgery and after a satisfactory ophthalmological evaluation.

(6) Visual correction

Spectacles, contact lenses and mask inserts should permit the rescue and firefighting personnel to meet the visual requirements at all distances.

COLOUR VISION

(a) Rescue and firefighting personnel who fail to correctly identify 9 or more of the first 15 plates of the 24-plate edition of Ishihara pseudoisochromatic plates undergo further specialist evaluation. A fit assessment may be considered if the results of the evaluation and/or operational testing demonstrate that the duties can be performed safely.

(b) Advanced or fictional colour vision testing is assessed using means able to demonstrate acceptable colour vision.

13. OTORHINOLARYNGOLOGY

(a) Rescue and firefighting personnel do not have a hearing loss of more than 35 dB at any of the frequencies 500, 1 000 or 2 000 Hz, and 50 dB at 3 000 Hz, in either ear separately.

(b) Rescue and firefighting personnel who do not meet the hearing criteria above will undergo a specialist assessment before a fit assessment may be considered. In these cases, the rescue and firefighting personnel undergo a functional hearing test in the operational environment. Initial candidates who do not meet the hearing criteria above will undergo a speech discrimination test.

(c) Hearing aids

A fit assessment may be considered if the use of a hearing aid (or aids) or of an appropriate prosthetic aid improves the hearing to achieve a normal standard as assessed by fully functional testing in the operational environment.

(d) Rescue and firefighting personnel with:

(1) an active chronic pathological process of the internal or middle ear;

(2) unhealed perforation or dysfunction of the tympanic membrane(s);

(3) disturbance of vestibular function;

(4) significant malformation or significant chronic infection of the oral cavity or upper respiratory tract; and

(5) significant disorder of speech or voice reducing intelligibility,

will undergo further specialist examination and assessment to establish that the condition does not interfere with the safe performance of their duties.

(e) Examination

(1) An otorhinolaryngological examination includes:

(i) history;

(ii) clinical examination including otoscopy, rhinoscopy, and examination of the mouth and throat; and

(iii) clinical assessment of the vestibular system.

(2) ENT specialists involved in the assessment of rescue and firefighting personnel should have an understanding of the functionality required.

(3) Where a full assessment and functional check is needed, due regard is paid to the operating environment in which the operational functions are undertaken.

(f) Hearing

(1) The follow-up of a rescue and firefighting personnel with hypoacusis is decided by the medical staff. If at the next annual test there is no indication of further deterioration, the normal frequency of testing may be resumed.

(2) Full functional and environmental assessments is carried out with the chosen prosthetic equipment in use.

(g) Ear conditions

Rescue and firefighting personnel with perforation is considered unfit. A fit assessment can be made following a specialist evaluation, treatment and full recovery.

(h) Vestibular disturbance

The presence of vestibular disturbance with vertigo (e.g. Meniere’s disease) and spontaneous or positional nystagmus requires a complete vestibular evaluation by a specialist and entails unfitness until successful treatment and/or full recovery.

(i) Speech disorder

Rescue and firefighting personnel with a speech disorder are assessed with due regard to the operational environment in which the operational functions are undertaken. Rescue and firefighting personnel with significant disorder of speech or voice are assessed as unfit.

14. DERMATOLOGY

(a) Rescue and firefighting personnel will not have any established dermatological condition likely to interfere with the safe performance of their duties and the wearing of protective equipment. A fit assessment could be considered following a specialist dermatological assessment.

(b) Systemic effects of radiation or pharmacological treatment for a dermatological condition will be evaluated before a fit assessment can be considered.

(c) Rescue and firefighting personnel with a skin condition that causes pain, discomfort, irritation or itching may only be assessed as fit if the condition can be controlled and does not interfere with the safe performance of the duties and with wearing of personal protective equipment.

(d) In cases where a dermatological condition is associated with a systemic illness, full consideration will be given to the underlying illness before a fit assessment may be considered.

15. ONCOLOGY

(a) After diagnosis of primary or secondary malignant disease, rescue and firefighting personnel are assessed as unfit.

(b) After completion of primary treatment and full recovery, the rescue and firefighting personnel will undergo a specialist evaluation before a fit assessment could be considered.

(c) Rescue and firefighting personnel with an established history or clinical diagnosis of a malignant intracerebral or pulmonary tumor are assessed as unfit.

(d) Rescue and firefighting personnel who have been diagnosed with malignant disease may be assessed as fit provided that:

(1) after primary treatment, there is no evidence of residual malignant disease likely to interfere with the performance of duties;

(2) time appropriate to the type of tumour has elapsed since the end of the primary treatment;

(3) the risk of incapacitation from a recurrence or metastasis is sufficiently low;

(4) there is no evidence of short- or long-term sequelae from treatment. Special attention should be paid to cardiac risk in persons who have received anthracycline chemotherapy; and

(5) satisfactory oncology follow-up reports are provided to the medical staff.

(e) Rescue and firefighting personnel receiving ongoing chemotherapy (other than adjuvant preventative therapy) or radiation treatment are assessed as unfit.

(f) Rescue and firefighting personnel with a benign intracerebral tumour may be assessed as fit after a satisfactory specialist and neurological evaluation and provided that the condition does not compromise the safe performance of duties.

(g) Rescue and firefighting personnel with pre-malignant conditions may be assessed as fit if treated or excised as necessary and there is a regular follow-up.

GM3 ADR.OPS.B.010(a)(4)   Rescue and firefighting services

ED Decision 2020/009/R

PHYSICAL FITNESS EVALUATION PROGRAMME

The physical fitness of rescue and firefighting personnel will be evaluated at regular intervals. For this reason, a physical fitness evaluation programme is necessary.

The evaluation should be anti-discriminatory, non-punitive or non-competitive. The results of the evaluation may be used to establish the person’s baseline or measured against the person’s previous assessments.

A physical fitness evaluation will also be considered following significant absence, illness or injury prior to a return to operational duty.

The physical fitness evaluation includes:

(a) a pre-evaluation health questionnaire;

(b) an evaluation of aerobic capacity; and

(c) an evaluation of muscular strength, endurance and flexibility.

PRE-EVALUATION PROCEDURE

(a) Rescue and firefighting personnel complete a pre-assessment screening questionnaire to identify contraindications for participation in the fitness assessment.

(b) If rescue and firefighting personnel have an incapacitating medical problem or a newly acquired chronic medical condition, the physical fitness assessment will be postponed until the rescue and firefighting personnel have been assessed as fit by the medical staff. In such circumstances, the rescue and firefighting personnel are assessed as unfit.

FITNESS TESTS

Individual physical fitness is tested as follows:

(a) Operational fitness tests

Physical fitness is evaluated using appropriate standard protocols. The physical fitness test ensure that the rescue and firefighting personnel are able to effectively demonstrate the following representative operational competencies:

(1) Stair or ladder climbing while carrying an additional load;

(2) Ladder raise and extension;

(3) Equipment carry;

(4) Rescue drag;

(5) Operating in an enclosed space;

(6) Hose drill and operations;

(7) Operating in a high temperature environment with breathing apparatus; and

(8) Aerobic fitness assessment:

(i) For full operational duties, a VO2 Max of at least the firefighters’ average or better for age and gender and not less than 35 ml/kg/min is recommended.

(ii) The estimation of VO2 Max may be performed using the following tests

(A) Shuttle run;

(B) Validated step test, e.g. Cooper, Chester;

(C) Cycle ergometer;

(D) Treadmill; and

(E) Full spiro-ergometry

The above functions may be included as part of an operational exercise or carried out separately.

(b) Simulated operational physical fitness tests

Tests conducted in an appropriate facility may be used as an alternative for new recruits, untrained personnel or where the operational test is unavailable and where there is evidence that the simulated tests are a reasonable representation of operational tasks. The choice of the appropriate test depends on various aspects such as ease of administration, safety, cost and predictive value. The following methods may be used for the fitness evaluation of rescue and firefighting personnel:

(1) Muscular strength

(i) Handgrip dynamometer;

(ii) Static bicep curl with dynamometer;

(iii) Lat pull;

(iv) Static leg press with dynamometer;

(v) Bench press; and

(vi) Leg press.

(2) Muscular endurance

(i) Push-ups, modified push-ups;

(ii) Pull-ups;

(iii) Bent knee sit-ups; and

(iv) Crunches in a given time, crunches to cadence.

(3) Flexibility

(i) Sit and reach, modified sit and reach;

(ii) Trunk extension; and

(iii) Shoulder elevation.

AMC1 ADR.OPS.B.010(c) Rescue and firefighting services

ED Decision 2021/003/R

RULES AND PROCEDURES

(a) The aerodrome operator should ensure that rescue and firefighting personnel are aware of the rules and procedures relevant to operation of the aerodrome and the relationship of their duties and responsibilities to the aerodrome operation as a whole.

(b) Proficiency checks should verify that rescue and firefighting personnel aew aware of the rules and procedures relevant to their duties and responsibilities.

AMC1 ADR.OPS.B.010(d) Rescue and firefighting services

ED Decision 2021/003/R

TRAINING OF RESCUE AND FIREFIGHTING PERSONNEL

The training of rescue and firefighting personnel may include training in, at least, the following areas:

(a) aerodrome familiarisation;

(b) aircraft familiarisation;

(c) rescue and firefighting personnel safety;

(d) emergency communications systems on the aerodrome, including aircraft fire-related alarms;

(e) use of the fire hoses, nozzles, turrets, and other appliances;

(f) application of the types of extinguishing agents required;

(g) emergency aircraft evacuation assistance;

(h) firefighting operations;

(i) adaptation and use of structural rescue and firefighting equipment for aircraft rescue and firefighting;

(j) dangerous goods;

(k) familiarisation with fire fighters’ duties under the aerodrome emergency plan;

(l) low visibility procedures;

(m) human performance, including team coordination;

(n) protective clothing and respiratory protection;

(o) composite materials; and

(p) recognition of aircraft ballistic parachute systems during emergency operations.

AMC2 ADR.OPS.B.010(d) Rescue and firefighting services

ED Decision 2021/003/R

TRAINING PROGRAMME OF RFFS PERSONNEL — GENERAL

The aerodrome operator should ensure that:

(a) rescue and firefighting personnel actively participate in live fire drills commensurate with the types of aircraft, and type of rescue and firefighting equipment in use at the aerodrome, including pressure-fed jet fuel fire drills or any other type of fuel, provided that they apply the same extinguishing techniques as for jet fuel; and

(b) the rescue and firefighting personnel training programme includes training in human performance, including team coordination.

ADR.OPS.B.015 Monitoring and inspection of movement area and related facilities

Regulation (EU) No 139/2014

(a) The aerodrome operator shall monitor the condition of the movement area and the operational status of related facilities and report on matters of operational significance, whether of a temporary or permanent nature, to the relevant air traffic services providers and aeronautical information services providers.

(b) The aerodrome operator shall carry out regular inspections of the movement area and its related facilities.

AMC1 ADR.OPS.B.015 Monitoring and Inspection of movement area and related facilities

ED Decision 2014/012/R

GENERAL

(a) The aerodrome operator should establish a monitoring and inspection program of the movement area which is commensurate with the traffic expected at the aerodrome in order to identify any default or potential hazards to the safety of aircraft or aerodrome operations.

(b) Inspections of the movement area covering items such as the presence of FOD, the status of visual aids, wildlife and current surface conditions, should be carried out each day, at least, once where the code number is 1 or 2, and, at least, twice where the code number is 3 or 4.

(c) Inspections covering other items such as other lighting systems required for the safety of aerodrome operations, pavements and adjacent ground surfaces, drainage and storm water collection systems, fencing and other access control devices, the movement area environment inside the aerodrome boundary and outside the aerodrome boundary within line of sight, should be carried out, at least, weekly.

(d) The aerodrome operator, during excessive weather events (excessive heat, freeze and thaw periods, following a significant storm, etc.) should be conducting extra inspections of paved areas to check for pavement blow-ups and debris that could damage aircraft, or cause pilots to lose directional control.

(e) The aerodrome operator should keep a log for all routine and non-routine inspections of the movement area and related facilities.

AMC2 ADR.OPS.B.015 Monitoring and inspection of movement area and related facilities

ED Decision 2021/003/R

REQUIREMENTS AND PROCEDURES FOR MOVEMENT AREA INSPECTIONS

(a) The aerodrome operator should designate the personnel responsible for carrying out movement area inspections.

(b) The aerodrome operator should ensure that all vehicles on the manoeuvring area are in radio contact with the appropriate air traffic services either directly or through an escort.

(c) In order to prevent runway incursions, the aerodrome operator should have procedures in place, which have been coordinated with the air traffic services unit, for conducting runway inspections, communication procedures, actions in case of radio communication or transponder failure or vehicle breakdown, stop bars crossing, including in cases of stop bar unserviceability, runway crossings, etc. Runway inspections should be conducted in the opposite direction to that being used for landing or taking off and without interruption, unless it is operationally impossible. The inspection procedures should also cater for the temporary suspension of runway operations to allow a full runway inspection to be carried out without interruption, and should address the need to effectively inspect unidirectional lights.

(d) The aerodrome operator should ensure that personnel conducting movement area inspections should be trained in, at least, the following areas:

(1) aerodrome familiarisation, including aerodrome markings, signs, and lighting;

(2) Aerodrome Manual;

(3) Aerodrome Emergency Plan;

(4) Notice to Airmen (NOTAM) initiation procedures;

(5) aerodrome driving rules;

(6) procedures for radiotelephony, phraseology and ICAO phonetic alphabet;

(7) aerodrome inspection procedures and techniques;

(8) procedures for reporting inspection results and observations;

(9) air traffic services procedures on the movement area; and

(10) low-visibility procedures.

(e) Personnel conducting runway surface condition assessments, in addition to the training specified in point (d) above, should be trained in, at least, the following areas:

(1) procedures for completion/initiation of RCR;

(2) type of runway contaminants and reporting;

(3) assessment and reporting of runway surface friction characteristics;

(4) use, calibration and maintenance of runway friction measurement device, where applicable;

(5) awareness of uncertainties related to point (4) above; and

(6) awareness of the impact of runway surface condition assessment on aircraft performance.

(f) Following the successful completion of the theoretical training, the practical part of the training to be provided should take into account the individual needs of the trainees, and should include the practical application of the theoretical training. After the completion of the practical training, a competency assessment should take place (see AMC1 ADR.OR.D.017(e)).

GM1 ADR.OPS.B.015 Monitoring and inspection of movement area and related facilities

ED Decision 2014/012/R

PAVEMENTS AND ADJACENT GROUND SURFACES INSPECTION

(a) Paved Areas Inspection

The following should be observed during an inspection of paved areas:

(1) general cleanliness with particular attention to material which could cause engine ingestion damage. This may include debris from runway maintenance operations, or excessive grit remaining after runway gritting;

(2) presence of contaminants such as snow, slush, ice, wet ice, wet snow on ice or frost, water, anti-icing or de-icing chemicals, mud, dust, sand, volcanic ash, oil, rubber deposits which may impair the runway surface friction characteristics; particular attention should be given to the simultaneous presence of snow, slush, ice, wet ice, wet snow on ice with anti-icing or de-icing chemicals;

(3) signs of damage to the pavement surface including cracking and spall of concrete, condition of joint sealing, cracking and looseness of aggregate in asphalt surfaces, or break-up of friction courses;

(4) after rain, flooded areas should be identified and marked, if possible, to facilitate later resurfacing;

(5) damage of light fittings;

(6) cleanliness of runway markings;

(7) the condition and fit of pit covers; and

(8) the extremities of the runway should be inspected for early touchdown marks; blast damage to approach lights, marker cones and threshold lights; cleanliness and obstacles in the runway end safety area.

(b) Adjacent ground surfaces inspection

The following may be observed during the inspection:

(1) the general state of ground cover vegetation ensuring, in particular, that excessive length is not obscuring lights, signs, markers, etc.;

(2) any developing depressions should be noted and plotted;

(3) any unreported aircraft wheel tracks should be carefully plotted and reported;

(4) the condition of signs and markers;

(5) the general bearing strength of grass areas, particularly those close to aircraft pavement surface;

(6) waterlogged grass areas; and

(7) FOD and wildlife.

GM2 ADR.OPS.B.015 Monitoring and inspection of movement area and related facilities

ED Decision 2021/003/R

OBSTACLES

(a) All authorised obstacles should be checked for proper lighting and marking.

(b) Any unauthorised obstacles should be reported to the designated persons or organisations immediately.

GM3 ADR.OPS.B.015 Monitoring and inspection of movement area and related facilities

ED Decision 2021/003/R

INSPECTION LOG

The inspection log should include:

(a) details of inspection intervals and times;

(b) names of persons carrying out the inspection; and

(c) results and observations, if any.

GM4 ADR.OPS.B.015 Monitoring and inspection of movement area and related facilities

ED Decision 2021/003/R

FOLLOW-UP OF INSPECTIONS

Arrangements should exist for reporting the results of inspections, and for taking prompt follow-up actions to ensure correction of unsafe conditions. These arrangements could include, depending on the result or observation, notification to air traffic services and aeronautical information services, removal of FODs, wildlife control, recording of events for further analysis according to the aerodrome operator’s SMS requirements, etc.

GM5 ADR.OPS.B.015 Monitoring and inspection of movement area and related facilities

ED Decision 2021/003/R

PERSONNEL REQUIREMENTS FOR MOVEMENT AREA INSPECTIONS

(a) Inspectors should use checklists covering the various inspection areas. A sketch of the aerodrome should accompany the checklist so that the location of problems can be marked for easy identification.

(b) Inspectors should review the most recently completed checklist from the previous inspection cycle prior to beginning the inspection.

(c) If construction or works are in progress, inspectors should be familiar with the safety plan of the construction or works.

GM6 ADR.OPS.B.015 Monitoring and inspection of movement area and related facilities

ED Decision 2021/003/R

RECURRENT, REFRESHER AND CONTINUATION TRAINING

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

ADR.OPS.B.016 Foreign object debris control programme

Delegated Regulation (EU) 2020/2148

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

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

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

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

(3) establish and implement procedures to:

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

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

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

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

AMC1 ADR.OPS.B.016(a) Foreign object debris control programme

ED Decision 2021/003/R

FOD CONTROL PROGRAMME — GENERAL

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

AMC1 ADR.OPS.B.016(b)(1) Foreign object debris control programme

ED Decision 2021/003/R

FOD PREVENTION

(a) Personnel awareness

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

(b) Personnel training

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

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

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

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

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

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

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

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

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

(viii) FOD removal procedures;

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

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

(xi) control over personal items and equipment;

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

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

(xiv) continuous vigilance for potential sources of FOD.

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

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

GM1 ADR.OPS.B.016(b)(1) Foreign object debris control programme

ED Decision 2021/003/R

RECURRENT, REFRESHER AND CONTINUATION TRAINING

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

AMC1 ADR.OPS.B.016(b)(2) Foreign object debris control programme

ED Decision 2021/003/R

FOD PREVENTION — MEASURES

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

GM1 ADR.OPS.B.016(b)(2) Foreign object debris control programme

ED Decision 2021/003/R

FOD PREVENTION — MEASURES

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

(a) Aircraft servicing and maintenance activities

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

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

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

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

(b) Cargo areas

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

(b) Construction activities

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

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

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

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

(1) requiring contractors to cover all loads;

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

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

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

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

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

(d) Aerodrome maintenance operations

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

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

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

(1) Pavements

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

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

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

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

(2) Other aerodrome surfaces

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

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

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

(f) Vehicle operational activities

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

AMC1 ADR.OPS.B.016(b)(3) Foreign object debris control programme

ED Decision 2021/003/R

FOD DETECTION, REMOVAL, CONTAINMENT AND DISPOSAL

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

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

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

(ii) additional inspections are carried out:

(A) in construction areas;

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

(C) following any material spill;

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

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

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

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

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

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

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

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

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

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

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

GM1 ADR.OPS.B.016(b)(3) Foreign object debris control programme

ED Decision 2021/003/R

FOD DETECTION AND REMOVAL

(a) FOD detection

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

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

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

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

(a) FOD removal

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

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

AMC1 ADR.OPS.B.016(c) Foreign object debris control programme

ED Decision 2021/003/R

FOD ANALYSIS — CONTINUOUS IMPROVEMENT

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

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

GM1 ADR.OPS.B.016(c) Foreign object debris control programme

ED Decision 2021/003/R

FOD DESCRIPTION

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

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

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

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

(c) mechanics’ tools;

(d) catering supplies;

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

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

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

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

(i) plastic and/or polyethylene materials; and

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

ADR.OPS.B.020 Wildlife strike hazard reduction

Regulation (EU) No 139/2014

The aerodrome operator shall:

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

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

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

AMC1 ADR.OPS.B.020 Wildlife strike hazard reduction

ED Decision 2014/012/R

GENERAL

The aerodrome operator should:

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

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

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

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

GM1 ADR.OPS.B.020 Wildlife strike hazard reduction

ED Decision 2014/012/R

WILDLIFE RISK ASSESSMENT

(a) The aerodrome operator should:

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

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

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

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

GM2 ADR.OPS.B.020 Wildlife strike hazard reduction

ED Decision 2014/012/R

WILDLIFE RISK MANAGEMENT PROGRAMME

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

(a) assignment of personnel:

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

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

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

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

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

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

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

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

GM3 ADR.OPS.B.020 Wildlife strike hazard reduction

ED Decision 2014/012/R

TRAINIGN FOR WILDLIFE CONTROL

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

(1) reviewing firearms safety;

(2) changes in the local environment;

(3) changes in risk management policy;

(4) recent wildlife events at the aerodrome;

(5) improvements in active and passive measures; and

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

GM4 ADR.OPS.B.020 Wildlife strike hazard reduction

ED Decision 2014/012/R

RECORDING AND REPORTING OF WILDLIFE STRIKES AND OBSERVED WILDLIFE

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

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

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

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

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

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

ADR.OPS.B.024 Authorisation of vehicle drivers

Delegated Regulation (EU) 2020/2148

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

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

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

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

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

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

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

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

(2) include:

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

(A) regulatory framework and personal responsibilities;

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

(C) communications;

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

(E) human performance;

(F) familiarisation with the operating environment;

(ii) competence assessment of the drivers.

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

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

(2) the holder of the driving authorisation:

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

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

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

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

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

(e) The aerodrome operator shall:

(1) establish a system and implement procedures for:

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

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

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

(2) maintain relevant records.

GM1 ADR.OPS.B.024(a) Authorisation of vehicle drivers

ED Decision 2021/003/R

DRIVING AUTHORISATION FOR THE MOVEMENT AREA AND OTHER OPERATIONAL AREAS

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

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

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

GM1 ADR.OPS.B.024(a)(1) Authorisation of vehicle drivers

ED Decision 2021/003/R

GENERAL

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

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

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

AMC1 ADR.OPS.B.024(a)(5) Authorisation of vehicle drivers

ED Decision 2021/003/R

TRAINING OF DRIVERS ON THE USE OF VEHICLES

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

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

AMC1 ADR.OPS.B.024(b) Authorisation of vehicle drivers

ED Decision 2021/003/R

TRAINING OF DRIVERS — GENERAL

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

(1) General driving training programme

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

(2) Manoeuvring area training programme

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

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

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

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

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

(1) Theoretical training

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

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

(2) Practical training

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

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

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

GM1 ADR.OPS.B.024(b) Authorisation of vehicle drivers

ED Decision 2021/003/R

TRAINING OF DRIVERS — GENERAL

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

AMC2 ADR.OPS.B.024(b) Authorisation of vehicle drivers

ED Decision 2021/003/R

DRIVING TRAINING PROGRAMMES

(a) General driving training programme

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

(i) Driving authorisation framework, including:

(A) issuance, validity, conditions of use;

(B) control and audit of its issue;

(C) driving violations and enforcement procedures;

(D) relationship with the national driver licensing system;

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

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

(G) roles of various organisations:

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

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

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

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

(ii) Personal responsibilities, including:

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

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

(C) general driving standards;

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

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

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

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

(iii) Vehicle standards, including:

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

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

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

(D) vehicle fault reporting and rectification;

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

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

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

(iv) Aerodrome rules and procedures, including:

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

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

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

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

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

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

(v) General aerodrome layout, including:

(A) the general geography of the aerodrome;

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

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

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

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

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

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

(B) the danger zones around aircraft;

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

(D) aircraft refuelling;

(E) FOD and spillages;

(F) vehicle reversing;

(G) staff and passengers walking across aprons;

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

(I) the general aircraft turnaround process;

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

(K) hazardous cargo;

(L) vehicle-towing requirements and procedures;

(M) driving at night; and

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

(vii) Human performance, including:

(A) basic concepts of human factors;

(B) basic aviation psychology, including:

(a) attention and vigilance;

(b) perception;

(c) memory;

(d) human error;

(e) decision-making;

(f) avoiding and managing errors;

(g) human behaviour; and

(h) human overload and underload.

(viii) Emergency procedures, including:

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

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

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

(D) action in the event of fire;

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

(F) action in the event of personal injury.

(ix) Communications, including:

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

(B) light signals used by air traffic services;

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

(D) local emergency telephone numbers;

(E) how to contact the local aerodrome unit;

(F) portable radio, including:

(a) correct use of radios;

(b) effective range and battery life;

(c) screening/shielding effects on the aerodrome;

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

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

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

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

(ii) aprons and stands;

(iii) surface paint markings for vehicles and aircraft;

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

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

(vi) parking areas and restrictions;

(vii) speed limits and regulations; and

(viii) hazards during aircraft turnarounds and aircraft movements

(b) Manoeuvring area training programme

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

(i) Air traffic services, including:

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

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

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

(D) normal handover/transfer points for vehicles;

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

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

(ii) Personal responsibilities, including:

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

(B) correct use of personal protective equipment;

(C) responsibilities with respect to FOD; and

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

(iii) Vehicle standards, including:

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

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

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

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

(iv) Aerodrome layout, including:

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

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

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

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

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

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

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

(v) Hazards of manoeuvring area driving, including:

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

(B) requirements and procedures for driving at night;

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

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

(vi) Emergency procedures, including:

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

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

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

(D) local emergency telephone numbers.

(vii) Communication procedures, including:

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

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

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

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

(E) radio communication failure:

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

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

(viii) Aircraft familiarisation, including:

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

(B) knowledge of aircraft call signs; and

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

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

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

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

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

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

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

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

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

AMC3 ADR.OPS.B.024(b) Authorisation of vehicle drivers

ED Decision 2021/003/R

RADIOTELEPHONY

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

(b) Theoretical training

The theoretical training should emphasise on the following areas:

(1) Categories of messages

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

(2) Use of phonetic alphabet

Correct pronunciation and transmission of letters, words and numbers.

(3) Use of standard phraseology

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

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

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

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

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

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

(5) Read-back procedures

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

(6) Test procedures including readability scale

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

(7) Transmitting techniques and use of radiotelephony

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

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

(iii) words and sounds to be avoided;

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

(v) avoidance of ‘clipped’ transmissions;

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

(vii) speed of delivery of RTF phraseology.

(c) Practical training

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

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

GM2 ADR.OPS.B.024(b) Authorisation of vehicle drivers

ED Decision 2021/003/R

RECURRENT, REFRESHER AND CONTINUATION TRAINING

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

GM1 ADR.OPS.B.024(c) Authorisation of vehicle drivers

ED Decision 2021/003/R

DRIVING AUTHRORISATION FORMAT

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

AMC1 ADR.OPS.B.024(d) Authorisation of vehicle drivers

ED Decision 2021/003/R

TEMPORARILY PERMITTING THE DRIVING OF VEHICLES

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

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

GM1 ADR.OPS.B.024(d) Authorisation of vehicle drivers

ED Decision 2021/003/R

TEMPORARILY PERMITTING THE DRIVING OF VEHICLES

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

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

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

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

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

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

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

AMC1 ADR.OPS.B.024(e) Authorisation of vehicle drivers

ED Decision 2021/003/R

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

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

(1) issuing driving authorisations and temporary driving permits;

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

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

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

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

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

(2) violate the driving requirements,

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

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

ADR.OPS.B.026 Authorisation of vehicles

Delegated Regulation (EU) 2020/2148

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

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

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

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

(i) the manoeuvring area;

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

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

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

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

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

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

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

(1) not cause confusion regarding its identity;

(2) be appropriate to its function;

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

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

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

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

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

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

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

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

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

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

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

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

(f) The aerodrome operator shall:

(1) establish and implement procedures for:

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

(ii) assigning call signs to vehicles;

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

(2) maintain relevant records.

AMC1 ADR.OPS.B.026(a)(1);(3) Authorisation of vehicles

ED Decision 2021/003/R

EQUIPAGE OF VEHICLES — GENERAL

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

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

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

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

GM1 ADR.OPS.B.026(b) Authorisation of vehicles

ED Decision 2021/003/R

LIMITING THE NUMBER OF VEHICLES

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

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

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

AMC1 ADR.OPS.B.026(c)(1) Authorisation of vehicles

ED Decision 2021/003/R

GENERAL

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

GM1 ADR.OPS.B.026(c)(1) Authorisation of vehicles

ED Decision 2021/003/R

GENERAL

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

GM1 ADR.OPS.B.026(d) Authorisation of vehicles

ED Decision 2021/003/R

VEHICLE CALL SIGNS

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

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

Ways to reduce the possibility of call sign confusion include:

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

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

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

AMC1 ADR.OPS.B.026(e) Authorisation of vehicles

ED Decision 2021/003/R

ESCORTING OF VEHICLES

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

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

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

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

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

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

GM1 ADR.OPS.B.026(e) Authorisation of vehicles

ED Decision 2021/003/R

ESCORTING OF VEHICLES

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

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

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

(b) Temporarily permitting vehicle operation

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

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

(c) Characteristics of escorting vehicles

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

(1) on the manoeuvring area; or

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

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

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

(d) Operational considerations

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

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

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

AMC1 ADR.OPS.B.026(f) Authorisation of vehicles

ED Decision 2021/003/R

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

(a) The procedures should clearly identify responsibilities for:

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

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

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

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

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

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

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

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

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

ADR.OPS.B.027 Operation of vehicles

Delegated Regulation (EU) 2020/2148

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

GM1 ADR.OPS.B.027(e)(1) Operation of vehicles

ED Decision 2021/003/R

OPERATION OF VEHICLES ON RUNWAY STRIPS, RESA AND CLEARWAYS

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

AMC1 ADR.OPS.B.027(h)(2) Operation of vehicles

ED Decision 2021/003/R

DISTURBING AND DISTRACTING ACTIVITIES WHILE DRIVING

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

Such activities include but are not limited to the following:

(a) texting with mobile phones or other devices;

(b) making or answering phone calls;

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

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

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

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

ADR.OPS.B.028 Aircraft towing

Delegated Regulation (EU) 2020/2148

The aerodrome operator shall:

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

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

(c) ensure that towed aircraft display lights during towing operations, in accordance with the provisions of point SERA.3215 of the Annex to Commission Implementing Regulation (EU) No 923/2012²² Commission Implementing Regulation (EU) No 923/2012 of 26 September 2012 laying down the common rules of the air and operational provisions regarding services and procedures in air navigation and amending Implementing Regulation (EU) No 1035/2011 and Regulations (EC) No 1265/2007, (EC) No 1794/2006, (EC) No 730/2006, (EC) No 1033/2006 and (EU) No 255/2010 (OJ L 281, 13.10.2012, p. 1).;

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

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

AMC1 ADR.OPS.B.028 Aircraft towing

ED Decision 2021/003/R

AIRCRAFT TOWING PROCEDURES

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

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

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

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

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

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

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

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

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

(8) runway crossing, if applicable;

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

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

GM1 ADR.OPS.B.028 Aircraft towing

ED Decision 2021/003/R

TOWING ROUTES

An aerodrome operator may designate various routes for towing operations.

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

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

ADR.OPS.B.029 Language proficiency

Delegated Regulation (EU) 2020/2148

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

(1) the English language; and

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

(b) The applicant shall demonstrate the ability to:

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

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

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

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

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

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

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

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

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

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

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

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

(3) the appeal procedure.

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

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

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

(1) 7 January 2026 as regards English language;

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

AMC1 ADR.OPS.B.029(b) Language proficiency

ED Decision 2021/003/R

RATING SCALE

The following table describes the different levels of language proficiency:

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

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

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

AMC1 ADR.OPS.B.029(e) Language proficiency

ED Decision 2021/003/R

GENERAL

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

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

(1) communicate effectively using standard radiotelephony phraseology;

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

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

AMC2 ADR.OPS.B.029(e) Language proficiency

ED Decision 2021/003/R

ASSESSMENT

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

(1) listening: assessment of comprehension;

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

(3) interaction.

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

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

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

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

AMC3 ADR.OPS.B.029(e) Language proficiency

ED Decision 2021/003/R

LANGUAGE PROFICIENCY ASSESSORS

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

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

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

AMC4 ADR.OPS.B.029(e) Language proficiency

ED Decision 2021/003/R

CRITERIA FOR THE ACCEPTABILITY OF LANGUAGE ASSESSMENT ORGANISATIONS

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

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

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

(1) assessment objectives;

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

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

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

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

(6) assessment procedures and responsibilities:

(i) preparation of individual assessment;

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

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

(iv) retention of documents and records.

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

GM1 ADR.OPS.B.029(e) Language proficiency

ED Decision 2021/003/R

LANGUAGE PROFICIENCY ASSESSMENT

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

(a) The assessment includes:

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

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

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

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

(1) pronunciation:

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

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

(2) structure:

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

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

(3) vocabulary:

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

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

(4) fluency:

(i) tempo;

(ii) hesitancy;

(iii) rehearsed versus spontaneous speech;

(iv) use of discourse markers and connectors.

(5) comprehension:

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

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

(6) interactions:

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

(ii) the ability to initiate and maintain exchanges:

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

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

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

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

GM2 ADR.OPS.B.029(e) Language proficiency

ED Decision 2021/003/R

LANGUAGE PROFICIENCY ASSESSORS

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

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

GM3 ADR.OPS.B.029(e) Language proficiency

ED Decision 2021/003/R

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

AMC1 ADR.OPS.B.029(f) Language proficiency

ED Decision 2021/003/R

LANGUAGE TRAINING

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

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

GM1 ADR.OPS.B.029(f) Language proficiency

ED Decision 2021/003/R

LANGUAGE TRAINING

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

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

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

AMC1 ADR.OPS.B.029(g) Language proficiency

ED Decision 2021/003/R

SAFETY ASSESSMENT WHEN PROFFICIENCY IN THE ENGLISH LANGUAGE IS NOT DEMONSTRATED

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

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

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

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

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

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

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

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

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

ADR.OPS.B.030 Surface movement guidance and control system

Commission Delegated Regulation (EU) 2022/208

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

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

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

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

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

(3) be supported by appropriate means and procedures.

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

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

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

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

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

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

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

AMC1 ADR.OPS.B.030(a) Surface movement guidance and control system

ED Decision 2022/013/R

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

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

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

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

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

(d) the complexity of the aerodrome layout; and

(e) movements of vehicles.

GM1 ADR.OPS.B.030(a) Surface movement guidance and control system

ED Decision 2022/013/R

GENERAL

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

AMC1 ADR.OPS.B.030(a)(3) Surface movement guidance and control system

ED Decision 2022/013/R

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

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

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

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

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

GM1 ADR.OPS.B.030(a)(3) Surface movement guidance and control system

ED Decision 2022/013/R

SURFACE MOVEMENT RADAR AND OTHER SURVEILLANCE EQUIPMENT

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

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

AMC1 ADR.OPS.B.030(b) Surface movement guidance and control system

ED Decision 2021/003/R

STANDARD TAXI ROUTES

(a) Where established, such routes should:

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

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

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

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

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

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

GM1 ADR.OPS.B.030(b) Surface movement guidance and control system

ED Decision 2021/003/R

STANDARD TAXI ROUTES

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

However, as not all aerodromes:

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

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

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

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

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

AMC1 ADR.OPS.B.030(c) Surface movement guidance and control system

ED Decision 2021/003/R

USE OF AIRCRAFT TRANSPONDER

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

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

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

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

ADR.OPS.B.031 Communications

Delegated Regulation (EU) 2020/2148

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

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

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

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

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

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

GM1 ADR.OPS.B.031(b) Communications

ED Decision 2021/003/R

SITUATIONAL AWARENESS

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

AMC1 ADR.OPS.B.031(b)(4) Communications

ED Decision 2021/003/R

RADIO COMMUNCIATION FAILURE

(a) The signals to be used in case of radio communication failure between air traffic services and vehicles or pedestrians authorised to operate on the manoeuvring area should have the following meaning:

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

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

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

ADR.OPS.B.033 Control of pedestrians

Delegated Regulation (EU) 2020/2148

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

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

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

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

(i) are escorted by trained and competent personnel;

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

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

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

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

(2) that such personnel:

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

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

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

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

ED Decision 2021/003/R

GENERAL

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

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

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

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

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

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

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

AMC1 ADR.OPS.B.033(b) Control of pedestrians

ED Decision 2021/003/R

PERSONNEL OPERATING ON THE MANOEUVRING AREA

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

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

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

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

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

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

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

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

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

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

ADR.OPS.B.035 Operations in winter conditions

Delegated Regulation (EU) 2020/2148

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

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

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

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

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

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

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

AMC1 ADR.OPS.B.035(a) Operations in winter conditions

ED Decision 2021/003/R

AERODROME SNOW PLAN

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

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

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

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

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

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

(f) designated snow dumping or melting areas;

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

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

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

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

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

(l) criteria for the suspension of runway operations.

AMC2 ADR.OPS.B.035(a) Operations in winter conditions

ED Decision 2021/003/R

ESTABLISHMENT OF PRIORITIES

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

AMC1 ADR.OPS.B.035(a)(1) Operations in winter conditions

ED Decision 2021/003/R

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

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

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

AMC1 ADR.OPS.B.035(a)(2) Operations in winter conditions

ED Decision 2021/003/R

REMOVAL OF CONTAMINANTS

The aerodrome operator should ensure that:

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

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

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

GM1 ADR.OPS.B.035(b)(3) Operation in winter conditions

ED Decision 2021/003/R

INFORMATION ON ALKALI-ORGANIC RUNWAY DE-/ANTI-ICING SUBSTANCES

During winter operations, the aircraft carbon brakes and open wheel/bay are exposed to alkali-organic salt runway de-/anti-icing substances during taxi, take-off and landing. A slush mixture of snow and alkali-organic salt de-/anti-icing substances could freeze onto the landing gear and inside the wheel well/bay. After landing gear retraction, the frozen slush deposits begin to melt. The resulting liquid flows into the core of the carbon brake, further contaminating the carbon discs. The presence of the alkali-organic salt creates a catalytic condition lowering the oxidation temperature of the carbon, resulting in structural deterioration of the carbon disc material and reducing the service life and long‑term efficiency of the brakes.

It is very important that aircraft operators have information on the de-/anti-icing substances used at the aerodrome that they operate to and from, in order to assess the exposure of their aircraft to these substances and adjust their maintenance programme.

The information, when provided in the RCR or in the AIP, should be given using the following abbreviations/words:

(a) KAC, for potassium acetate fluids;

(b) KFOR, for potassium formate fluids;

(c) GAC, for glycerine acetate fluids;

(d) NAFO, for sodium formate solids;

(e) NAAC, for sodium acetate solids;

(f) EG, for ethylene glycol fluids;

(g) PG, for propylene glycol fluids;

(h) UREA; and

(i) SAND.

ADR.OPS.B.036 Operations on specially prepared winter runways

Delegated Regulation (EU) 2020/2148

(a) An aerodrome operator may, subject to the prior approval of the competent authority, establish and use procedures for the operation of aeroplanes on specially prepared winter runways, when the contaminant type is compacted snow or ice. Specially prepared winter runways may be associated with primary RWYCC 4; however, if treatment does not justify a RWYCC 4, the normal procedure in accordance with point ADR.OPS.B.037 shall apply.

(b) In order to obtain prior approval by the competent authority, the aerodrome operator shall:

(1) establish procedures which include the following:

(i) the type of equipment or the type, the quality and the quantity of the material, or both, which are used to improve runway surface condition and method of application;

(ii) monitoring the meteorological parameters;

(iii) management of loose contaminants;

(iv) assessment of the achieved results;

(2) obtain aeroplane data that relates to stopping performance on the runway with the special treatment from at least one aeroplane operator;

(3) analyse and process the data obtained under point (2), in order to demonstrate the capability to establish runway conditions in accordance with a given RWYCC;

(4) establish a maintenance programme that covers both preventive and corrective maintenance for equipment which is used in order to achieve consistent performance.

(c) The aerodrome operator shall establish and implement a programme to monitor the continuous effectiveness of the procedure. The programme shall use braking action reports from aeroplane data that shall be compared with the reported runway conditions.

(d) The aerodrome operator shall evaluate the performance of winter operations after the end of the winter period in order to identify necessity for:

(1) additional training requirements;

(2) update of the procedures;

(3) additional or different equipment and materials.

AMC1 ADR.OPS.B.036(b)(1)(i) Operations on specially prepared winter runways

ED Decision 2021/003/R

PROCEDURES FOR USE OF SAND OR GRIT

The aerodrome operator, when using sand or grit, should:

(a) if the runway is contaminated with compacted snow:

(1) use sand or grit at an application rate appropriate to achieve the desired effect;

(2) use sand or grit where the grain passes through a 4.75 mm sieve; and

(3) remove as completely as possible any loose contaminants;

(b) if the runway is contaminated with ice:

(1) remove as completely as possible any loose contaminants;

(2) use sand or grit at an application rate appropriate to achieve the desired effect; when the air temperature is stable and the surface temperature is below freezing, consider using frozen sand or grit; and

(3) use sand or grit where the grain passes through a 4.75 mm sieve;

(c) ensure that sand or grit maintains the required specifications until application.

GM1 ADR.OPS.B.036(b)(1)(i) Operations on specially prepared winter runways

ED Decision 2021/003/R

PROCEDURES FOR USE OF SAND OR GRIT

The application rate depends on several parameters including temperature, wind speed, vehicle speed, the quality of the material, wear and tear from operations and local experience. Consideration needs to be given to the application rate in order to achieve the desired effect. Very low application rate may only tolerate a very limited number of operations or pass by the sweeping machines, whereas higher application rates may be detrimental to the effectiveness of the treatment.

In order to ensure that the sand or grit is in contact with the aeroplane tyres during operations, the surface needs to be free of any loose contaminants. In practical terms, sand or grit is visible during operations.

Light precipitation or drifting snow needs to be removed to ensure the effectiveness of the treatment.

The need to ensure that the material maintains the required specification until application requires that actions be taken in order to ensure that no foreign objects are mixed with the sand or grit from origin to the dispenser vehicle, and storage is in a suitable environment to avoid the formation of frozen lumps.

AMC1 ADR.OPS.B.036(b)(1)(ii) Operations on specially prepared winter runways

ED Decision 2021/003/R

METEOROLOGICAL PARAMETERS

In order to ensure the effectiveness of the use of materials, the aerodrome operator should establish limitations and ranges for when the procedures may be applied using the following meteorological parameters:

(a) air temperature;

(b) surface temperature (when available);

(c) dew point; and

(d) wind speed and direction.

GM1 ADR.OPS.B.036(b)(1)(iii) Operations on specially prepared winter runways

ED Decision 2021/003/R

MANAGEMENT OF LOOSE SAND OR GRIT

Excess sand or grit no longer adhering to the surface can reduce aircraft braking performance and could be ingested by engines. When using sand or grit, it is essential that the aerodrome operator monitors the situation and removes loose sand or grit from the operational surfaces as soon as possible. Excess sand or grit can be efficiently removed by mechanical sweeping and blowing.

AMC1 ADR.OPS.B.036(b)(1)(iv) Operations on specially prepared winter runways

ED Decision 2021/003/R

ASSESSMENT OF ACHIEVED RESULTS

(a) The procedures should define the operational objectives for specially prepared winter runways.

(b) The aerodrome operator, when operating in accordance with the requirements for specially prepared winter runways, should monitor continuously and assess the achieved results.

(c) In case of deviations from operational objectives when materials are applied, the aerodrome operator should take mitigating actions to correct the achieved results and inform aeroplane operators as necessary.

GM1 ADR.OPS.B.036(b)(1)(iv) Operations on specially prepared winter runways

ED Decision 2021/003/R

ASSESSMENT OF ACHIEVED RESULTS

The operational objectives are aligned with the need to establish a runway surface at least with friction characteristics commensurate with RWYCC 4. This could mean a need to apply materials (sand, grit or chemicals) and to assess whether frozen sand can be applied.

If it is assessed that the treatment (frozen sand or other method) has not achieved the desired results (i.e. at least the equivalent of RWYCC 4), a specially prepared winter runway is reported with the appropriately downgraded RWYCC, and in the RCR free text field, the word ‘DOWNGRADED’ is used.

Depending on the actual weather and traffic conditions, the continuous monitoring and assessment of the achieved results may be carried out by the same staff operating the equipment for surface treatment or by staff operating an independent vehicle in contact with the equipment operator.

AMC1 ADR.OPS.B.036(b)(2) Operations on specially prepared winter runways

ED Decision 2021/003/R

AEROPLANE DATA

The aeroplane data related to stopping performance should:

(a) include a timestamp for each flight and be related to the subject runway;

(b) contain all necessary parameters for the chosen method of analysis, recorded with an appropriate frequency; and

(c) permit the isolation of the effective braking action.

If available, braking action information identified by a third party from aeroplane data may be used when it can be related to specific landings on the subject runway.

GM1 ADR.OPS.B.036(b)(2) Operations on specially prepared winter runways

ED Decision 2021/003/R

AEROPLANE DATA ANALYSIS

The analysis of aeroplane performance data for the purpose of deducing available braking action usually implies the isolation of the total friction force. Either isolating the friction coefficient or comparing the actual stopping capability with a reference capability permits identification of a RWYCC experienced by the aeroplane. Typically, this requires a technical or simulation model of the aeroplane performance produced by the manufacturer. The analysis may be performed through a third party or through the resources of the aeroplane manufacturer. The aeroplane operator planning to perform operations on a specially prepared winter runway needs to set up the arrangement with the aeroplane manufacturer.

AMC1 ADR.OPS.B.036(b)(3) Operations on specially prepared winter runways

ED Decision 2021/003/R

DEMONSTRATION OF CAPABILITY TO ESTABLISH THE RUNWAY SURFACE CONDITION IN ACCORDANCE WITH A GIVEN RUNWAY CONDITION CODE

In order to demonstrate the capability to establish the runway surface condition in accordance with a given RWYCC, the aerodrome operator should demonstrate with a statistical level of confidence of 95 per cent that the actual braking action indicated by aeroplane data is consistently the same as or better than that expected for the reported RWYCC.

GM1 ADR.OPS.B.036(b)(3) Operations on specially prepared winter runways

ED Decision 2021/003/R

DEMONSTRATION OF CAPABILITY TO ESTABLISH THE RUNWAY SURFACE CONDITION IN ACCORDANCE WITH A GIVEN RUNWAY CONDITION CODE

The statistical level of confidence is established by analysing data obtained from aeroplane operators and data from aerodrome operators. The analysis is done by the aerodrome operator.

The experienced RWYCC is compared with the RWYCC reported by the aerodrome operator. An analysis is performed to calculate the statistical level of confidence for the number of landings when the reported RWYCC was deemed the same as or better than the experienced RWYCC.

To obtain statistical significance, a representative number of landings on a winter-contaminated surface prepared such as intended to benefit from the improved braking action used in the demonstration should be as large as possible, but not less than 30.

GM1 ADR.OPS.B.036(b)(4) Operations on specially prepared winter runways

ED Decision 2021/003/R

MAINTENANCE PROGRAMME

(a) The maintenance programme should include at least the following equipment:

(1) sand spreaders including heating and pre-wetting equipment; and

(2) chemical spreaders.

(b) The maintenance programme should include regular verification of the accuracy of distribution rates and temperature measurements for material spreaders.

AMC1 ADR.OPS.B.036(c) Operations on specially prepared winter runways

ED Decision 2021/003/R

MONITORING PROGRAMME — PERFORMANCE INDICATORS

The aerodrome operator should:

(a) establish a system of performance indicators to systematically monitor the effectiveness of the procedures which are applied to support operations on specially prepared winter runways;

(b) record the performance indicators on a monthly basis during the winter season for each runway and review them on an annual basis; and

(c) prepare and make available an annual report, which includes comparison with the performance indicators of at least the previous 3 years.

GM1 ADR.OPS.B.036(c) Operations on specially prepared winter runways

ED Decision 2021/003/R

MONITORING PROGRAMME — PERFORMANCE INDICATORS

The following performance indicators may be used in order to monitor the success in correctly assessing and reporting the runway surface condition:

(a) Proportion of landings on reported RWYCC 4 versus total number of landings on specially prepared winter runways. The indicator aims to measure the frequency of operations on specially prepared winter runways where no downgrade has been used;

(b) Proportion of landings identified under (a) where the braking action computed based on aeroplane data was one RWYCC worse than the RCRs issued by the aerodrome operator;

(c) Proportion of landings identified under (a) where the braking action computed based on aeroplane data was two RWYCCs worse than the RCRs issued by the aerodrome operator.

(d) Number of movements on a contaminated runway (RWYCC 1–4) per total number of movements. This number provides an indication of the exposure of the aerodrome to winter conditions. Information concerning the contamination of the runway can be derived from the RCRs.

The indicators mentioned in (a), (b) and (c) provide information concerning the quality of the runway surface condition assessment.

Performance indicators should be recorded on a monthly basis.

ADR.OPS.B.037 Assessment of runway surface condition and assignment of runway condition code

Delegated Regulation (EU) 2020/2148

Whenever the contaminants listed in points ADR.OPS.A.060(a) to (e) are present on the surface of a runway, the aerodrome operator shall:

(a) assign a RWYCC based on the type and depth of the contaminant and temperature;

(b) inspect the runway whenever the runway surface condition may have changed due to meteorological conditions, assess the runway surface condition and assign a new RWYCC;

(c) use special air-reports to trigger reassessment of RWYCC.

AMC1 ADR.OPS.B.037(a) Assessment of runway surface condition and assignment of runway condition code

ED Decision 2021/003/R

RUNWAY CONDITION ASSESSMENT MATRIX (RCAM)

The aerodrome operator should use the following RCAM in order to assign the RWYCC:

Aerodromes which never experience or never report snow and ice conditions, may use the following simplified form of RCAM:

GM1 ADR.OPS.B.037(a) Assessment of runway surface condition and assignment of runway condition code

ED Decision 2021/003/R

AVAILABLE MEANS USED TO DETERMINE THE RWYCC

(a) The visual inspection of the movement area to assess the surface condition is the core method to determine the RWYCC. An overall assessment however implies more than that. The continuous monitoring of the development of the situation and the prevailing weather conditions is essential to ensure safe flight operations. Other aspects to be considered in the assessment result are the outside air temperature, the surface temperature, the dew point, the wind speed and direction, the effect of surface treatment, control and deceleration of the inspection vehicle, the special air-reports of braking action, the output from friction measuring devices, the weather forecast, etc. Due to interaction between them, a deterministic method on how these factors affect the RWYCC to be reported cannot be precisely defined.

(b) The RCAM supports the classification of runway surface conditions by their effect on aeroplane braking performance using a set of criteria identified and quantified based on the best industry knowledge, built upon dedicated flight testing and in-service experience. The thresholds at which a criterion changes the classification of a surface condition are intended to be reasonably conservative, without being excessively pessimistic.

(c) The following describes why the primary classification criteria in the RCAM have been set this way, and why it is important for aerodrome personnel to monitor and accurately report conditions when operating close to the boundaries of each RWYCC:

(1) Percentage of coverage with contamination in each runway third

A runway is considered contaminated whenever the extent of the coverage is more than a quarter of the surface of at least one third of the runway. It is important to note that whenever coverage is assessed to be below the 25 per cent threshold in each third, the computation assumption made by flight crew will be a dry runway (uniformly bare of moisture, water and contamination). It has been demonstrated that in conditions of contamination just below the reporting threshold but concentrated in the most unfavourable location, this assumption of dry runway still provides positive stop margins.

(2) Type of contaminant

Different contaminants affect the contact area between tyre and runway surface, where the stopping force is generated, in different ways. A water film of any depth leads to the partial (viscous aquaplaning) or total separation (dynamic aquaplaning) of the tyre from the surface. The smaller the surface, the smaller the force of adhesion, the less braking is available. Therefore, the maximum braking force decreases at higher speed and depends on contaminant depth. Other fluid contaminants have a similar effect. Hard contaminants, such as ice or compacted snow, prevent the contact between tyre and runway surface completely and at any speed, effectively providing a new surface that the tyre rolls on. A deterministic classification of the stopping performance can be made only for the contaminants listed in the RCAM. For other reportable contaminants (oil, mud, ash, etc.), a large variance in the aeroplane performance effect exists, or insufficient data is available to permit a deterministic classification. An exception is rubber contamination, for which in-service data indicates that an assumption of RWYCC 3 provides a satisfactory performance margin. Runway surface treatments with sand, grit or chemicals may be very effective or even detrimental depending on the conditions of the application, and no credit can be attributed to such treatment without verification and validation.

(3) Depth of the contamination

The industry accepts that the threshold for the effect of depth of fluid contaminants on aeroplane performance is at 3 mm. Below this threshold, any type of fluid contaminant can be removed from the tyre/runway contact zone either by forced drainage or by compressing it into the macrotexture of the surface, thus allowing adhesion between tyre and surface to exist, albeit on less than the full footprint surface area. This is the reason why contamination depths up to 3 mm are expected to provide similar stopping performance as a wet runway. It should be noted that the physical effects causing reduced friction forces begin to take effect from very small film thickness, therefore damp conditions are considered to provide no better braking action than a wet runway. Aerodrome personnel need to be aware of the fact that the capability to generate friction in wet (or with thin layers of fluid contaminants) conditions is very dependent upon the inherent qualities of the runway surface (friction characteristics) and may be less than normally expected on poorly drained, polished or rubber contaminated surfaces. Above the 3 mm threshold, the impact on friction forces is more significant, leading to classification in lower RWYCCs. Above this depth, and depending on the density of the fluid, additional drag effects start to apply, due to displacement or compression of the fluid and impingement on the airframe of the aeroplane. These latter effects depend on the depth of the fluid and affect the ability of the aeroplane to accelerate for take-off.

(4) Surface or air temperature

It is self-evident that close to the freezing point significant changes in surface conditions can occur very quickly. Surface temperature is more significant for the relevant physical effects, and surface and air temperature may be significantly different due to latency and radiation. However, surface temperature may not be readily available, and it is acceptable to use air temperature as a criterion for the contaminant classification. The threshold for the classification of compacted snow in RWYCC 4 (below OAT -15 degrees) or RWYCC 3 (above this temperature) is based on historical North American operational practice and may be very conservative, therefore other assessment means should be used to support the classification. Such assessment means should be based upon specific rationale, specific procedures and substantiating aeroplane data.

GM2 ADR.OPS.B.037(a) Assessment of runway surface condition and assignment of runway condition code

ED Decision 2021/003/R

ICE is considered to be untreated ice that covers the runway macrotexture.

AMC1 ADR.OPS.B.037(a);(b) Assessment of runway surface condition and assignment of runway condition code

ED Decision 2021/003/R

ASSIGNMENT OF RUNWAY CONDITION CODE

(a) The aerodrome operator should:

(1) assign a RWYCC 6, if 25 per cent or less area of a runway third is wet or covered by contaminant;

(2) describe in the plain-language remarks part of the situational awareness section of the RCR the location of the area that is wet or covered by the contaminant, if the distribution of the contaminant is not uniform;

(3) assign a RWYCC based on the contaminant that will most likely affect the aeroplane’s performance, if multiple contaminants are present and the total coverage is more than 25 per cent but no single contaminant covers more than 25 per cent of any runway third;

(4) not upgrade an assigned RWYCC 5, 4, 3, or 2; and

(5) not upgrade beyond RWYCC 3 an assigned RWYCC 1 or 0.

(b) The aerodrome operator may upgrade an assigned RWYCC 1 or 0 when all available means of assessing runway slipperiness, including properly operated and calibrated measuring devices, if available, have been used to support the decision.

(c) The aerodrome operator, when RWYCC 1 or 0 is upgraded, should assess the runway surface frequently during the period the higher RWYCC is in effect, to ensure that the runway surface condition does not deteriorate below the assigned code.

(d) The aerodrome operator, if sand or other runway treatments are used to support upgrading of the RWYCC, should assess the runway surface frequently to ensure the continued effectiveness of the treatment.

(e) The aerodrome operator should appropriately downgrade the RWYCC taking into consideration all available means of assessing runway slipperiness, including special air-reports.

(f) The aerodrome operator, when the primary assignment of the RWYCC in accordance with RCAM does not reflect the prevailing conditions accurately, and is supported by other observations, experience and local knowledge, should downgrade or upgrade the RWYCC. In this case:

(1) the RWYCC should be the downgraded or upgraded RWYCC following the overall assessment;

(2) the description of the runway surface contaminant will reflect the actual condition; and

(3) in the plain language remarks section of the RCR, the terms ‘UPGRADED’ or ‘DOWNGRADED’ should be used.

GM1 ADR.OPS.B.037(b) Assessment of runway surface condition and assignment of runway condition code

ED Decision 2021/003/R

SINGLE AND MULTIPLE CONTAMINANTS

When single or multiple contaminants are present, the RWYCC for any third of the runway is determined as follows:

(a) When the runway third contains a single contaminant, the RWYCC for that third is based directly on that contaminant in the RCAM as follows:

(1) If the contaminant coverage for that third is less than 10 per cent, a RWYCC 6 is to be generated for that third, and no contaminant is to be reported. If all thirds have less than 10 per cent contaminant coverage, no report is generated; or

(2) If the contaminant coverage for that third is greater than or equal to 10 per cent and less than or equal to 25 per cent, a RWYCC 6 is to be generated for that third and the contaminant reported at 25 per cent coverage; or

(3) If the contaminant coverage for that third is greater than 25 per cent, the RWYCC for that third is based on the contaminant present.

Figure 1: Single contaminant

(b) If multiple contaminants are present where the total coverage is more than 25 per cent but no single contaminant covers more than 25 per cent of any runway third, the RWYCC is based upon the judgement of the runway inspector, considering what contaminant will most likely be encountered by the aeroplane and its likely effect on the aeroplane’s performance. Typically, this would be the most widespread contaminant, but this is not an absolute.

(c) The structure of the RCAM is ranking the contaminants in the column ‘Runway surface description’ from top to bottom and is having the most slippery contaminants at the bottom. However, this ranking is not an absolute, as the RCAM by design is landing oriented and if judged in a take-off scenario, the ranking could be different due to drag effects of loose contaminants.

GM2 ADR.OPS.B.037(b) Assessment of runway surface condition and assignment of runway condition code

ED Decision 2021/003/R

DOWNGRADING AND UPGRADING

(a) The RCAM allows making an initial assessment based on visual observation of contaminants on the runway surface: their type, depth and coverage, as well as the outside air temperature. Downgrading and upgrading is an integral part of the assessment process and essential to developing relevant reports of the prevailing runway surface condition.

(b) Examples of aspects to be considered in assessing the runway slipperiness for the downgrade process:

(1) Prevailing weather conditions

(i) stable sub-freezing temperature

(ii) dynamic conditions

(iii) active precipitation.

(2) Observations

(3) Measurements

(i) friction measurements

(ii) vehicle behaviour

(iii) shoe scraping

(4) Experience (local knowledge)

(5) Special air-reports

(c) When the complete removal of contaminants cannot be achieved, but the RWYCC initially assigned does not reflect the real surface condition, the aerodrome personnel may apply the upgrade procedures. Upgrading is applicable only when the initial RWYCC is 0 or 1. Upgrading can only occur up to RWYCC 3.

(d) When upgrading RWYCC 0 and 1, a preponderance of evidence needs to exist pointing towards the higher RWYCC.

(e) When a friction measuring device is used for upgrading purposes, a preponderance of evidence needs to exist. In order to upgrade a RWYCC 0 or 1 to no higher than RWYCC 3, the friction measuring device needs to demonstrate an equivalent friction to that of a wet runway (RWYCC 5) or higher.

AMC1 ADR.OPS.B.037(c) Assessment of runway surface condition and assignment of runway condition code

ED Decision 2021/003/R

USE OF SPECIAL AIR-REPORT

(a) The aerodrome operator should:

(1) re-assess the runway surface condition if RWYCC 2 or better has been reported and two consecutive special air-reports of POOR runway braking action are received; and

(2) re-assess the runway surface condition and consider the suspension of operations on that runway when one pilot has reported a LESS THAN POOR runway braking action.

(b) The aerodrome operator may use a special air-report of runway braking action for upgrading purposes only if it is used in combination with other information qualifying for upgrading.

GM1 ADR.OPS.B.037(c) Assessment of runway surface condition and assignment of runway condition code

ED Decision 2021/003/R

USE OF SPECIAL AIR-REPORTS

Special air-reports typically provide aerodrome personnel and other pilots with an observation that can confirm the ground-based assessment of or alert to degraded conditions experienced in terms of braking capability and/or lateral control during the landing roll. The braking action observed is dependent on the type of aircraft, aircraft weight, runway portion used for braking, and other factors. Pilots will use the terms GOOD, GOOD TO MEDIUM, MEDIUM, MEDIUM TO POOR, POOR and LESS THAN POOR. When receiving a special air-report, the recipient needs to consider that it rarely applies to the full length of the runway and is limited to the specific sections of the runway surface in which sufficient wheel braking was applied to reach friction limitation. As special air-reports are subjective and contaminated runways may affect the performance of different aeroplane types in a different way, the reported braking action may not be directly applicable to another aeroplane.

ADR.OPS.B.040 Night operations

Regulation (EU) No 139/2014

The aerodrome operator shall ensure that means and procedures are established and implemented for providing safe conditions for aerodrome operation during night operations.

AMC1 ADR.OPS.B.040 Night Operations

ED Decision 2014/012/R

GENERAL

The aerodrome operator for aerodromes operated at night should, in collaboration with air traffic services provider, ensure that visual aids are installed, operated, and maintained to permit aircraft operations to be performed safely.

ADR.OPS.B.045 Low-visibility procedures

Commission Delegated Regulation (EU) 2022/208

(a) The aerodrome operator shall ensure that the aerodrome is provided with appropriate aerodrome equipment and facilities, and that appropriate low-visibility procedures are established and implemented where it is intended to be used for any of the following operations:

(1) low-visibility take-offs;

(2) approach and landing operations with visibility conditions less than 550 m RVR or DH less than 200 ft (60 m);

(3) operations with operational credits where the actual RVR is less than 550 m.

The low-visibility procedures shall coordinate the movement of aircraft and vehicles and shall restrict or prohibit activities on the movement area.

(b) The aerodrome operator shall establish and implement the low-visibility procedures in cooperation with the air traffic services provider. The low-visibility procedures shall include criteria for their preparation, initiation and termination. The criteria shall be based on RVR and cloud ceiling values.

(c) The aerodrome operator shall inform the aeronautical information services provider and air traffic services provider, as appropriate, of any change on the status of the aerodrome equipment and facilities that have an impact on low-visibility operations.

(d) The aerodrome operator shall provide information on low-visibility procedures to the aeronautical information services provider, for publication in the AIP.

(e) Low-visibility procedures, and any changes thereto, shall require prior approval by the competent authority.

AMC1 ADR.OPS.B.045(a)(1) Low-visibility procedures

ED Decision 2022/013/R

LOW-VISIBILITY TAKE-OFF (LVTO) WITH AN RVR LESS THAN 125 M

In addition to the low-visibility procedures which are required for LVTOs, the following should also apply to LVTOs with an RVR less than 125 m:

(1) if an ILS signal is used for lateral guidance, the ILS localiser signal meets the requirements for category III operations including the availability of a standby transmitter; and

(2) if an ILS signal is used, the low-visibility procedures should include protection of the ILS-sensitive area.

GM1 ADR.OPS.B.045(a)(1) Low-visibility procedures

ED Decision 2022/013/R

RUNWAY CENTRE LINE LIGHTS

The specifications for the required runway centre line lights are contained in CS ADR-DSN.M.690.

AMC1 ADR.OPS.B.045(a)(2) Low-visibility procedures

ED Decision 2022/013/R

SUITABILITY OF RUNWAYS — APPROACH AND LANDING OPERATIONS

(a) CAT II instrument approach operations may be conducted on a precision approach category II or III runway, using a CAT II instrument approach procedure.

(b) CAT III instrument approach operations may be conducted on a precision approach category III runway, using a CAT III instrument approach procedure.

(c) SA CAT I approach operations may be conducted in accordance with the following:

(1) the runway is a precision approach category I runway and an obstacle free zone (OFZ) is established;

(2) a CAT I instrument approach procedure that includes an OCH based on a radio altimeter is used;

(3) where an ILS/MLS is used, it is not promulgated with any restrictions affecting its usability and is not offset from the extended runway centre line;

(4) where a GBAS landing system (GLS) is used, it is not promulgated with any restrictions affecting its usability and should not be offset from the extended centre line;

(5) the glide path angle is 3.0^o;

(6) the pre-threshold terrain is surveyed and either a precision approach terrain chart (ICAO Annex 4, Chapter 6) is published in the AIP or the required information is included in the aerodrome terrain and obstacle chart – ICAO (Electronic) (ICAO Annex 4, Chapter 5).

(d) SA CAT II approach operations may only be conducted in accordance with the following:

(1) the runway is a precision approach category I runway and an OFZ is established, and for operations with an RVR of less than 400 m, runway centre line lights are installed;

(2) a CAT II instrument approach procedure is used;

(3) where an ILS/MLS is used, it is not offset from the extended runway centre line and no restrictions affecting its usability are published in the AIP;

(4) where a GLS is used, it is not offset from the extended runway centre line and no restrictions affecting its usability are published in the AIP;

(4) where an ILS is used, it is certified to class II/D/2;

(5) the pre-threshold terrain is surveyed and either a precision approach terrain chart (ICAO Annex 4, Chapter 6) has been published or the required information is included in the aerodrome terrain and obstacle chart – ICAO (Electronic) (ICAO Annex 4, Chapter 5).

(e) The switch-over times of the different lighting elements on runways supporting SA CAT I/II approach operations should be as follows:

(f) The switch-over time for runway edge lights may be increased to 15 sec if runway centre line lights are provided. In this case, the switch-over time for runway centre line lights should be 1 sec.

AMC1 ADR.OPS.B.045(a)(3) Low-visibility procedures

ED Decision 2022/013/R

SUITABILITY OF RUNWAYS FOR EFVS APPROACH AND LANDING OPERATIONS

(a) An EFVS-A operation may be conducted on a runway if:

(1) it is served by a straight-in instrument approach procedure in accordance with Part-FPD of Regulation (EU) 2017/373;

(2) an OFZ is established or a VSS is not penetrated by obstacles, and an instrument departure procedure is established;

(3) the touchdown zone (TDZ) RVR is available;

(4) low-visibility procedures are in effect;

(5) the switch-over time for runway edge, threshold and end lights meets the specifications in CS ADR-DSN.S.880 for CAT II/III runways.

(b) An EFVS-L operation may be conducted on a runway when, in addition to point (a):

(1) an aerodrome obstacle chart – ICAO Type A is published in the AIP; and

(2) a precision approach terrain chart – ICAO is published in the AIP.

AMC1 ADR.OPS.B.045(b) Low-visibility procedures

ED Decision 2022/013/R

GENERAL

(a) When low-visibility procedures (LVPs) are in effect:

(1) persons and vehicles operating on the movement area should be restricted to the essential minimum;

(2) the critical and sensitive areas of ILS/MLS/GLS should be safeguarded.

(b) The aerodrome operator should, in coordination with air traffic services, establish low-visibility taxi routes.

AMC2 ADR.OPS.B.045(b) Low-visibility procedures

ED Decision 2022/013/R

CRITERIA FOR THE PREPARATION OF LVPs

When establishing the RVR and cloud ceiling values below which LVPs should be prepared, the aerodrome operator should consider:

(a) the aerodrome layout and its complexity;

(b) the location of the control tower;

(c) the facilities and equipment available; and

(d) the density of traffic.

AMC1 ADR.OPS.B.045(c) Low-visibility procedures

ED Decision 2023/003/R

EQUIPMENT FAILURES TO BE REPORTED AND EFFECTS ON FLIGHT OPERATIONS

The following equipment failures should be reported if the system is degraded or unserviceable or if back-up procedures cannot provide the same level of service:

ADR.OPS.B.050 Operations in adverse weather conditions

Regulation (EU) No 139/2014

The aerodrome operator shall ensure that means and procedures are established and implemented to ensure the safety of aerodrome operations in adverse weather conditions.

AMC1 ADR.OPS.B.050 Operations in adverse weather conditions

ED Decision 2014/012/R

PROCEDURES

The aerodrome operator should, together with the air traffic services and other relevant parties operating at the aerodrome, establish and implement procedures required to mitigate the risk of operation of the aerodrome under adverse weather conditions such as strong winds, heavy rain, and thunderstorms, including the suspension of operations on the runway(s) if deemed necessary.

ADR.OPS.B.055 Fuel quality

Regulation (EU) No 139/2014

The aerodrome operator shall verify that organisations involved in storing and dispensing of fuel to aircraft have procedures to ensure that aircraft are provided with uncontaminated fuel and of the correct specification.

AMC1 ADR.OPS.B.055 Fuel quality

ED Decision 2014/012/R

GENERAL

The aerodrome operator should verify, either by itself or through arrangements with third parties, that organisations involved in storing and dispensing of fuel to aircraft, implement procedures to:

(a) maintain the installations and equipment for storing and dispensing the fuel in such condition so as not to render unfit for use in aircraft;

(b) mark such installations and equipment in a manner appropriate to the grade of the fuel;

(c) take fuel samples at appropriate stages during the storing and dispensing of fuel to aircraft, and maintain records of such samples; and

(d) use adequately qualified and trained staff in storing, dispensing, and otherwise handling fuel on the aerodrome.

GM1 ADR.OPS.B.055 Fuel quality

ED Decision 2014/012/R

COMPLIANCE

The aerodrome operator, in order to ensure compliance, could use:

(a) audit reports to organisations involved in storing and dispensing of fuel to aircraft, or

(b) relevant national procedures providing for the assurance of fuel quality.

ADR.OPS.B.065 Visual aids and aerodrome electrical systems

Regulation (EU) No 139/2014

The aerodrome operator shall have procedures to ensure that aerodrome visual aids and electrical systems function as intended.

AMC1 ADR.OPS.B.065 Visual aids and aerodrome electrical systems

ED Decision 2021/003/R

GENERAL

(a) The aerodrome operator should establish a monitoring system of aerodrome ground lights so as to inform the air traffic services provider when safe operation is no longer possible.

(b) The aerodrome operator should establish procedures for the operation of visual aids and, in coordination with the air traffic services provider, procedures to be implemented in the event of unserviceability of stop bars. The procedures should cover the situation where the stop bars cannot be turned off because of a technical problem, and the measures to be taken should not undermine the principle that a lit stop bar must not be crossed.

(c) The aerodrome operator should establish procedures for the provision and removal of temporary markings, lights and signs.

GM1 ADR.OPS.B.065 Visual aids and aerodrome electrical systems

ED Decision 2021/003/R

UNSERVICEABILITY OF STOP BARS

In situations where the stop bars cannot be turned off because of a technical problem, the following contingency measures may, inter alia, be considered:

(a) physically disconnecting the respective lit stop bar from its power supply;

(b) physically obscuring the lights of the lit stop bar; and

(c) using a different route, until the malfunctioning system has been repaired.

In case of implementation of (a) or (b), a marshaller or a follow-me vehicle may need to be provided to lead the aircraft to cross the stop bar. Moreover, in case of implementation of (b), care is necessary to ensure correct implementation of the measure to avoid misunderstandings by the flight crew.

In any case, the measures taken do not undermine the principle that a lit stop bar must not be crossed, while maintenance action needs to be taken as soon as possible.

ADR.OPS.B.070 Aerodrome works safety

Regulation (EU) No 139/2014

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

(1) aircraft safety is not affected by aerodrome works; and

(2) aerodrome works safety is not affected by aerodrome operational activities.

AMC1 ADR.OPS.B.070 Aerodrome works safety

ED Decision 2021/003/R

GENERAL

(a) The procedures should be appropriate to the volume and nature of operations at the aerodrome.

(b) Construction or maintenance work on the movement area, or work affecting aerodrome operations should be planned, established, implemented, or approved by the aerodrome operator.

(c) The scope of work, physical extent, and time period should be notified to the relevant parties concerned. If such work will render limitations to the use of a particular runway, additional measures should be implemented to ensure safety. In case the works necessitate the temporary change of the declared distances of the runway, a recalculation of the declared distances should be performed, in accordance with an established procedure, and the relevant information should be provided to the Competent Authority, the air traffic services and aeronautical information services unit, before the implementation of the new declared distances. The aerodrome operator should also request the broadcast of relevant information via the local ATIS.

(d) Roles and responsibilities for operations and tasks associated with the reduction of runway length available and the work in progress (WIP) are clearly understood and complied with.

(e) The aerodrome operator should put in place appropriate measures to monitor the safety of the aerodrome and aircraft operations during aerodrome works such that timely corrective action is taken when necessary to assure continued safe operations.

(f) The aerodrome operator should ensure the works site is returned to operational use in a safe and timely manner by ensuring:

(1) the works site is cleared of personnel, vehicles, and plant in a safe and timely manner;

(2) The works-affected area is inspected for operational serviceability in accordance with the hand-back procedures; and

(3) relevant authorities or organisations are notified of the restoration of aerodrome serviceability in accordance with procedures, using suitable means of communication.

AMC2 ADR.OPS.B.070 Aerodrome works safety

ED Decision 2021/003/R

RUNWAY PAVEMENT OVERLAYS

The aerodrome operator should ensure that:

(a) when a runway is to be returned temporarily to an operational status before resurfacing is complete, the longitudinal slope of the temporary ramp, measured with reference to the existing runway surface or previous overlay course, should be:

(1) 0.5 to 1.0 %for overlays up to and including 5 cm in thickness; and

(2) not more than 0.5 % for overlays more than 5 cm in thickness.

(b) Runway overlaying proceeds from one end of the runway towards the other end so that based on runway utilisation, most aircraft operations will experience a down ramp.

(c) The entire width of the runway is overlaid during each work session.

(d) Before a runway being overlaid is returned to a temporary operational status, a runway centre line marking, conforming to the applicable specifications included in the aerodrome certification basis of the aerodrome, should be provided.

(e) The location of any temporary threshold should be identified by a 3.6 m wide transverse stripe.

AMC3 ADR.OPS.B.070 Aerodrome works safety

ED Decision 2014/012/R

MARKING AND LIGHTING OF UNSERVICEABLE AREAS

(a) The aerodrome operator should ensure that:

(1) unserviceability markers are displayed whenever any portion of a taxiway, apron, or holding bay is unfit for the movement of aircraft but it is still possible for aircraft to bypass the area safely;

(2) on a movement area used at night, unserviceability lights should be used; and

(3) Unserviceability markers and lights are placed at intervals sufficiently close so as to delineate the unserviceable area.

(b) Unserviceability markers should consist of conspicuous upstanding devices such as flags, cones, or marker boards.

(c) Unserviceability markers and lights should meet the specifications described in CS ADR.DSN.R.870.

AMC4 ADR.OPS.B.070 Aerodrome works safety

ED Decision 2021/003/R

CLOSED RUNWAYS AND TAXIWAYS, OR PARTS THEREOF

The aerodrome operator should ensure that:

(a) a closed marking as defined in CS ADR-DSN.R.855(c) is displayed on a temporarily closed runway, or taxiway, or a portion thereof, except that such a marking may be omitted when the closing is of short duration and adequate warning by air traffic services is provided;

(b) lighting on a closed runway or taxiway, or a portion thereof is not operated, except as required for maintenance purposes; and

(c) in addition to closed markings, when the runway, taxiway, or portion thereof is closed and is intercepted by a usable runway or taxiway which is used at night, unserviceability lights as defined in CS ADR-DSN.R.870(c) should be placed across the entrance to the closed area at intervals not exceeding 3 m; and

(d) a closed runway or taxiway marking as defined in CS ADR-DSN.R.855(c), or a portion thereof, is displayed on new runways and taxiways that are still under construction.

GM1 ADR.OPS.B.070 Aerodrome works safety

ED Decision 2014/012/R

MAINTENANCE WORKS

(a) Persons or sections entering the movement area to perform maintenance should have a written approval by the aerodrome operator.

(b) Entrance to the movement area should be subject to clearance by the unit responsible for that area (ATC, apron management, aerodrome operator, etc.) using appropriate means (R/T, telephone, etc.).

(c) Individuals carrying out maintenance works should comply with local rules concerning the control and operation of vehicles in the movement area.

GM2 ADR.OPS.B.070 Aerodrome works safety

ED Decision 2014/012/R

MINOR CONSTRUCTION/MAINTENANCE WORK

(a) A system of work permits should be established for minor works on the movement area.

(b) The objectives of the work permits should be such that:

(1) no work is taking place on the movement area without the knowledge of aerodrome operator’s staff and air traffic services;

(2) permitted times of work are strictly followed; and

(3) all individuals taking part in the work are briefed in detail on the following:

(i) precise areas in which work may be done;

(ii) the routes to be followed to and from the working area;

(iii) the R/T procedures to be used;

(iv) the safety precautions to be observed , the maintenance of a listening watch and the use of look-outs; and

(v) the reporting procedure to be followed on completion of work.

(c) At the conclusion of work, aerodrome operator’s staff, or other appropriate staff, should inspect the working area to ensure that it has been left in a satisfactory condition.

GM3 ADR.OPS.B.070 Aerodrome works safety

ED Decision 2014/012/R

MAJOR CONSTRUCTION/MAINTENANCE WORK

(a) Before the commencement of any substantial work on the movement area, a liaison group comprising representatives from the aerodrome operator, air traffic services, apron management services, if applicable, and subcontractors’ agents should be established.

(b) The group could meet, as often as considered necessary, to review progress, and consider the need for any change in working practices to meet operational requirements.

(c) As far as practicable, working areas should be blocked off from the active parts of the movement area by the erection of physical barriers.

(d) Consideration should be given to the marking and lighting of barriers.

(e) The lights of taxiways leading into working areas should be permanently ‘off’.

(f) Before works commence, the following should be established:

(1) the hours of work;

(2) the authorised routes;

(3) the communications facilities to be used;

(4) the permitted heights of vehicles and equipment, and the limitations to be placed on operating heights of cranes; and

(5) any limitation to be placed on use of electrical equipment which might cause interference with navigational facilities or aircraft communications.

(g) Contractors should be briefed for possible hazards to personnel working on aerodromes, in particular the jet blast problem and noise.

(h) Where contractors work on or traverse aircraft pavement areas, these areas should be inspected thoroughly before they are opened again for aircraft use, with particular attention to the presence of debris and the general cleanliness of the surface.

(i) Where aircraft are constantly using areas open to contractors, inspections at frequent intervals are required to ensure the continuing operational safety of the aerodrome.

(j) Adequate marking arrangements should be provided for crane jibs when extra conspicuity is considered desirable.

(k) If work is of prolonged duration, a constant watch is required to ensure that the marking and lighting of obstacles and unserviceable areas does not degrade below acceptable limits.

(l) The effect of tall cranes on ILS and radar, in conjunction with those responsible for electronic landing aids and steps taken to reduce limitations to the minimum, should be considered.

GM4 ADR.OPS.B.070 Aerodromes works safety

ED Decision 2014/012/R

USE OF UNSERVICEABILITY LIGHTS

When lights are used to mark temporary unserviceable areas at night or during reduced visibility conditions, these lights mark the most potentially dangerous extremities of the area. A minimum of four such lights could be used, except where the area is triangular in shape where a minimum of three lights may be employed. The number of lights may be increased when the area is large or of unusual configuration. At least one light should be installed for each 7.5 m of peripheral distance of the area. If the lights are directional, they should be orientated so that, as far as possible, their beams are aligned in the direction from which aircraft or vehicles will approach. Where aircraft or vehicles will normally approach from several directions, consideration should be given to adding extra lights or using omnidirectional lights to show the area from these directions. Unserviceable area lights should be frangible. Their height should be sufficiently low to preserve clearance for propellers and for engine pods of jet aircraft.

GM5 ADR.OPS.B.070 Aerodrome works safety

ED Decision 2017/017/R

USE OF TEMPORARY RUNWAY MARKINGS

(a) Circumstances may occur when it is not practicable to install permanent markings, for example during runway resurfacing. In order to provide sufficient visual guidance to aircraft, the following markings should be considered:

(1) runway centre line;

(2) taxiway centre line lead on/off;

(3) runway edge line;

(4) runway threshold; and

(5) touchdown zone and aiming point markings.

(b) Centre line and edge marking widths can be replaced by temporary markings of reduced width from 0.9 m to 0.6 m, if required.

(c) Touchdown zone and aiming point markings should be painted as soon as possible after the resurface of the runway.

(d) Threshold markings should be painted as soon as possible, using temporary materials before making them permanent.

GM6 ADR.OPS.B.070 Aerodrome works safety

ED Decision 2021/003/R

CLOSED RUNWAY AND TAXIWAY MARKINGS — AVOIDING THE LACK OF CONTRAST

(a) In certain circumstances, e.g. due to the colour of the material used during construction works, there may be insufficient contrast between the colour of the surface of the runway or taxiway and the colour of the respective closed runway or taxiway marking, even though the latter conforms to the applicable specifications.

This may result in the closed runway or taxiway markings not fulfilling their purpose. To avoid the lack of contrast, the closed runway or taxiway markings need to be included in an appropriate border, whose colour is black.

(b) At aerodromes where operations take place at night, the closed runway or taxiway markings would be made with reflective materials designed to enhance their visibility. Guidance on reflective materials is given in Part 4 ‘Visual Aids’ of ICAO Doc 9157 ‘Aerodrome Design Manual’.

ADR.OPS.B.075 Safeguarding of aerodromes

Regulation (EU) No 139/2014

(a) The aerodrome operator shall monitor on the aerodrome and its surroundings:

(1) obstacle limitation and protection surfaces as established in accordance with the certification basis, and other surfaces and areas associated with the aerodrome, in order to take, within its competence, appropriate action to mitigate the risks associated with the penetration of those surfaces and areas;

(2) marking and lighting of obstacles in order to be able to take action within its competence, as appropriate; and

(3) hazards related to human activities and land use in order to take action within its competence, as appropriate.

(b) The aerodrome operator shall have procedures in place for mitigating the risks associated with obstacles, developments and other activities within the monitored areas that could impact safe operations of aircraft operating at, to or from the aerodrome.

AMC1 ADR.OPS.B.075 Safeguarding of aerodromes

ED Decision 2021/003/R

GENERAL

(a) The aerodrome operator should have procedures to monitor the changes in the obstacle environment, marking and lighting, and in human activities or land use on the aerodrome and the areas around the aerodrome, as defined in coordination with the Competent Authority. The scope, limits, tasks and responsibilities for the monitoring should be defined in coordination with the relevant air traffic services providers, and with the Competent Authority and other relevant authorities, and should ensure the protection of the sight lines from the established air traffic control tower, apron management services unit, and watch-room of the RFFS station(s), from permanent or temporary obstacles or activities.

(b) The limits of the aerodrome surroundings that should be monitored by the aerodrome operator are defined in coordination with the Competent Authority and should include the areas that can be visually monitored during the inspections of the manoeuvring area.

(c) The aerodrome operator should have procedures to mitigate the risks associated with changes on the aerodrome and its surroundings identified with the monitoring procedures. The scope, limits, tasks, and responsibilities for the mitigation of risks associated to obstacles or hazards outside the perimeter fence of the aerodrome should be defined in coordination with the relevant air traffic services providers, and with the Competent Authority and other relevant authorities.

(d) The risks caused by human activities and land use which should be assessed and mitigated should include:

(1) obstacles and the possibility of induced turbulence;

(2) the use of hazardous, confusing, and misleading lights;

(3) the dazzling caused by large and highly reflective surfaces;

(4) sources of non-visible radiation, or the presence of moving, or fixed objects which may interfere with, or adversely affect, the performance of aeronautical communications, navigation and surveillance systems; and

(5) non-aeronautical ground light near an aerodrome which may endanger the safety of aircraft and which should be extinguished, screened, or otherwise modified so as to eliminate the source of danger.

GM1 ADR.OPS.B.075(a)(1) Safeguarding of aerodromes

ED Decision 2014/012/R

OTHER SURFACES

Other surfaces associated with the aerodrome are surfaces that need to be established when operating in accordance with ICAO PANS-OPS Doc 8168 (Procedures for Air Navigation Services - Aircraft Operations), Volume II, as adopted into the national law. The term ‘surfaces’ in this meaning is not used uniformly in different sources of information where also terms ‘area’ or ‘zone’ may be used.

GM2 ADR.OPS.B.075(a)(1) Safeguarding of aerodromes

ED Decision 2014/012/R

OTHER AREAS TO BE MONITORED AND PROTECTED

Aeronautical communications, navigation and surveillance systems should be established and protected in accordance with the requirements of ICAO Annex 10.

ADR.OPS.B.080 Marking and lighting of vehicles and other mobile objects

Delegated Regulation (EU) 2020/2148

(a) The aerodrome operator shall ensure that vehicles and other mobile objects, excluding aircraft, on the movement area of the aerodrome are:

(1) marked by use of conspicuous colours, or display, at suitable locations, flags of appropriate size, chequered pattern and contrasting colours;

(2) lighted with low-intensity obstacle lights whose type and characteristics are appropriate to their function, if the vehicles and the aerodrome are used at night or in conditions of low visibility. The colour of the lights to be displayed shall be as follows:

(i) flashing blue for vehicles associated with emergency or security;

(ii) flashing yellow for other vehicles, including follow-me vehicles;

(iii) fixed red for objects with limited mobility.

(b) The aerodrome operator may exempt from point (a) aircraft servicing equipment and vehicles used only on aprons.

AMC1 ADR.OPS.B.080(a) Marking and lighting of vehicles and other mobile objects

ED Decision 2021/003/R

MARKING OF VEHICLES

(a) Vehicles to be marked should be coloured or display flags as follows:

(1) Red or yellowish green colour should preferably be used for marking emergency vehicles and yellow colour for service vehicles.

(2) When flags are used to mark vehicles, they should:

(i) be displayed around, on top of, or around the highest edge of the vehicle. Flags should not increase the hazard presented by the vehicle they mark;

(ii) not be less than 0.9 m on each side and should consist of a chequered pattern, each square having sides of not less than 0.3 m. The colours of the pattern should contrast each with the other and with the background against which they will be seen. Orange and white, or alternatively red and white should be used, except where such colours merge with the background.

LIGHTING OF VEHICLES

(b) Lighting of vehicles should be as follows:

(1) Low-intensity obstacle lights, Type C, should be displayed on vehicles;

(2) Low-intensity obstacle lights, Type C, displayed on vehicles associated with emergency or security should be flashing blue and those displayed on other vehicles should be flashing yellow;

(3) Low-intensity obstacle lights, Type D, should be displayed on follow-me vehicles.

(c) Low-intensity obstacle lights, Types C and D should be in accordance with the specifications contained in Table Q-1, CS ADR-DSN.U.930 and Figure U-1A or U-1B of CS-ADR-DSN, as appropriate.

AMC2 ADR.OPS.B.080(a) Marking and lighting of vehicles and other mobile objects

ED Decision 2021/003/R

MARKING OF MOBILE OBJECTS OTHER THAN VEHICLES

(a) Mobile objects, other than vehicles, to be marked should be coloured or display flags as follows:

(1) When they are marked by colour, conspicuous colours should be used.

(2) When they are marked by flags, the flags should:

(i) be displayed around, on top of, or around the highest edge of the object. Flags should not increase the hazard presented by the object they mark; and

(ii) not be less than 0.9 m on each side and should consist of a chequered pattern, each square having sides of not less than 0.3 m. The colours of the pattern should contrast each with the other and with the background against which they will be seen. Orange and white, or alternatively red and white should be used, except where such colours merge with the background.

LIGHTING OF MOBILE OBJECTS OTHER THAN VEHICLE

(b) Lighting of mobile objects, other than vehicles, should be as follows:

(1) Low-intensity obstacle lights, Type C, should be displayed on mobile objects;

(2) Low-intensity obstacle lights on objects with limited mobility, such as aerobridges, shall be fixed-red, and as a minimum be in accordance with the specifications for low-intensity obstacle lights, Type A, in Table Q-1 of CS-ADR-DSN. The intensity of the lights shall be sufficient to ensure conspicuity considering the intensity of the adjacent lights and the general levels of illumination against which they would normally be viewed.

GM1 ADR.OPS.B.080(a) Marking and lighting of vehicles and other mobile objects

ED Decision 2021/003/R

MOBILE OBJECTS OTHER THAN VEHICLES

The term ‘mobile objects’ covers all mobile equipment, such as passenger stairs, generators, as well as other similar equipment, which are not self-powered, and whose presence is required on the apron for the ground servicing of aircraft.

It also covers objects of reduced mobility, such as aerobridges, which are attached to the terminal building.

Moreover, it covers any other mobile equipment that may be needed to be used in the manoeuvring area for specific purposes.

ADR.OPS.B.090 Use of the aerodrome by higher code letter aircraft

Regulation (EU) No 139/2014

(a) Except for aircraft emergency situations, an aerodrome operator may, subject to prior approval by the Competent Authority, permit the use of the aerodrome or parts thereof by aircraft with a higher code letter than the aerodrome design characteristics specified in the terms of the certificate.

(b) In showing compliance with point (a), the provisions of ADR.OR.B.040 shall apply.

AMC1 ADR.OPS.B.090 Use of the aerodrome by higher code letter aircraft

ED Decision 2014/012/R

ELEMENTS TO BE ASSESSED

When assessing the possibility of operation of aircraft whose code letter is higher than the code letter of the aerodrome reference code, the aerodrome operator should, amongst other issues, assess the impact of the characteristics of the aircraft on the aerodrome, its facilities, equipment and its operation, and vice versa.

Aircraft characteristics to be assessed include, but are not limited to:

(a) fuselage length;

(b) fuselage width;

(c) fuselage height;

(d) tail height;

(e) wingspan;

(f) wing tip vertical clearance;

(g) cockpit view;

(h) distance from the pilot’s eye position to the nose landing gear and to the main landing gear;

(i) outer main gear wheel span;

(j) wheelbase;

(k) main gear steering system;

(l) landing gear geometry;

(m) engine data;

(n) flight performance; and

(o) technology evolution.

GM1 ADR.OPS.B.090 Use of the aerodrome by higher code letter aircraft

ED Decision 2014/012/R

ELEMENTS TO BE ASSESSED

Further guidance on this issue is contained in ICAO Circular 305-AN/177 and ICAO Circular 301-AN/174.

In any case, the elements that have to be taken into account for the safety assessment are, without prejudice to other assessments that may have to be conducted, in accordance with other applicable requirements contained in Part-ADR.OPS.

Such assessments should include, but are not limited to:

(a) the aircraft mass, tire pressure and ACN values — with regard to overload operations; and

(b) maximum passenger and fuel carrying capacity — with regard to level of RFFS protection to be provided and the aerodrome emergency planning.