DOC9137-AN1898

Part 8

AIRPORT SERVICES
MANUAL

PART 8

AIRPORT OPERATIONAL SERVICES

FIRST EDITION - 1983

Approved by the Secretary General

and published under his authority

INTERNATIONAL CIVIL AVIATION ORGANIZATION

 Airport Services
Manual
(Doc 9137-AN1898)

Part 8
Airport Operational Services

First Edition - 1983

 AMENDMENTS

The issue of amendments is announced regularly in the ICAO Journal and in the
monthly Supplements to the Catalogue of ICAO Publications and Audio-visual Training
Aids, which holders of this publication should consult. These amendments are available
free upon request.

I No. I Date / Entered by 1

 Foreword

Annex 14, in addition to specifying certain facilities to be fighting, other manuals cover the subjects in greater
provided at airports, identifies a number of duties to be detail. In these instances, this manual only highlights the
ca:ried out by airports. The purpose of this manual is to requirements of the airport and provides a reference to
k i n g under one cover a compilation of various technical specific ICAO documents. For other aspects, such as
funr:tions that are required to be fulfilled by an airport. flight checking of visual aids, detailed material is
v, ., >.t airports will be required to fulfil all of the duties provided.
reviewed in this manual. What will vary between This manual was prepared by the ICAO Secretariat,
individual airports is the size and character of the which received assistance from the British Airports
organization that will be required to fulfil them and the Authority. It is important to note that the material
aninunt of time that each duty will occupy. contained in the manual may reflect neither the views of
The title of the manual refers to airport operational the British Airports Authority nor an official ICAO
services. This title has been selected to discriminate position since it is intended to consist of general guidance
between those services which relate to the safety and on many subjects. It deals with several subjects which are
efficiency of aircraft operations and those which relate to not precisely defined in ICAO regulatory documents.
such matters as the administration of airport finances and However, it is believed that the manual will be of
servicing of passengers. Examination of the table of assistance to States as all airports are required to provide
contents will show that the manual treats two aspects of most of the services outlined in this manual.
pioviding airport services. The first two chapters relate to It is intended that the manual will be kept up-to-date.
the overall organization and staffing of the operational Future editions will be improved on the basis of
services. The remaining chapters discuss particular experience gained and of comments and suggestions
services to be provided by the airport without detailing received from the users of this manual. Therefore,
the responsibilities of individual departments. readers are invited to give their views, comments and
In developing the manual, an attempt has been made suggestions on this edition. These should be directed to
to describe all operational services provided by the the Secretary General of ICAO.
airport. In certain instances, such as for rescue and fire
 Table of Contents

Page Page
CHAPTER 1. Introduction ................... 1 CHAPTER 6. Adverse Weather Conditions .... 16

6.1 Introduction .........................

6.2 General .............................
CHAPTER 2. The Functional Responsibilities 6.3 Ice, frost and freezing rain ............
of the Airport Technical Departments ....... 3 6.4 Strong winds ........................
2.1 Introduction ......................... 3 6.5 Rain ................................
2.2 Operations Management Department . . 4 6.6 Fog or low visibility ..................
2.3 Airport Maintenance Department ...... 5 6.7 Snow ...............................
2.4 Operations room ..................... 5

CHAPTER 7 . Measurement of Surface Friction

CHAPTER 3. Airport Surface Inspections 7.1 Introduction .........................
7.2 Procedures . . . . . . . . . . . . . . . . . . . . . . . . . .
3.1 Frequency of inspection ..............
7.3 Administration ......................
3.2 Method of inspection .................
7.4 Record keeping . . . . . . . . . . . . . . . . . . . . . .
3.3 Inspection procedures ................
7.5 Maintenance of runways ..............
3.4 Paved area inspections ...............
3.5 Grassed area inspections . . . . . . . . . . . . . .
3.6 Obstacles ...........................
3.7 Reporting . . . . . . . . . . . . . . . . . . . . . . . . . . . CHAPTER 8. Control of Work in Progress
on the Movement Area and
Precautions to be Taken . . . . . . . . . . . . . . . . . . . . .

CHAPTER 4. Ground Checks of Visual Aids 10 8.1 Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

8.2 Routine maintenance . . . . . . . . . . . . . . . . .
4.1 introduction . . . . . . . . . . . . . . . . . . . . . . . . . 10 8.3 Minor constructionlmaintenance work .
4.2 Frequency of inspection . . . . . . . . . . . . . . 10 8.4 Major construction/maintenance work .
4.3 Routine ground inspections ........... 10
4.4 Inspection procedures . . . . . . . . . . . . . . . . 11
4.5 . Emergency ground lights . . . . . . . . . . . . . 11
CHAPTER 9. Bird Hazard Reduction .........
4.6 Approach lighting system inspections . .
4.7 Visual approach slope indicator system 9.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . .
inspections . . . . . . . . . . . . . . . . . . . . . . . . 11 9.2 Organization . . . . . . . . . . . . . . . . . . . . . . . .
9.3 Conclusion . . . . . . . . . . . . . . . . . . . . . . . . . .

CHAPTER 5. Flight Checks of Visual Aids . . . . 14

CHAPTER 10. Apron Management and
5.1 General. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 Apron Safety . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5.2 Flight checks after major maintenance . 14
5.3 Approach and runway lighting systems . 14 10.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . .
5.4 Locationlidentification beacon . . . . . . . 15 10.2 Co-ordinated management . . . . . . . . . . . .
(v)
 Airport Services Manuol

Page
10.3 Management by aerodrome CHAPTER 15 The Airport Emergency Plan . . . 35
authority or operating company ......
10.4 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Introduction . . . . . . . . . . . . . . . . . . . . . . . . .
10.5 Apron management functions . . . . . . . . . Purpose . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
10.6 Apron safety ........................ Responsibility . . . . . . . . . . . . . . . . . . . . . . .
10.7 Diversions . . . . . . . . . . . . . . . . . . . . . . . . . Response . . . . . . . . . . . . . . . . . . . . . . . . . . .
Maps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Access roads . . . . . . . . . . . . . . . . . . . . . . . .
General .............................
Exercises ...........................
CHAPTER 11. Control of Ground Noise

11.1 introduction .........................

11.2 Reverse thrust . . . . . . . . . . . . . . . . . . . . . . CHAPTER 16. Medical Services . . . . . . . . . . . . . . 38
11.3 Auxiliary power units . . . . . . . . . . . . . . . .
11.4 Fixed ground power .................. 16.1 Introduction ......................... 38
11.5 Aircraft taxiing noise . . . . . . . . . . . . . . . . . 16.2 Handling of casualties ................ 38
11.6 Engine running for maintenance 16.3 Identification of emergency service
purposes . . . . . . . . . . . . . . . . . . . . . . . . . . personnel ......................... 38
16.4 Communications..................... 38
16.5 Protection from the weather .......... 38
16.6 Emergency equipment ................ 39
CHAPTER 12. Airport Zoning and
Obstacle Clearance . . . . . . . . . . . . . . . . . . . . . . . . . .

12.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . CHAPTER 17. Rescue and Fire Fighting

12.2 Zoning responsibility . . . . . . . . . . . . . . . . . Services. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
12.3 Obstacle limitation surfaces ...........
12.4 Obstacle-free zone . . . . . . . . . . . . . . . . . . . 17.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
12.5 Plane of approach lighting system . . . . . 17.2 Determination of rescue and
12.6 Aerodrome Obstruction Chart - fire fighting category . . . . . . . . . . . . . . . 40
Type "A'" . . . . . . . . . . . . . . . . . . . . . . . 17.3 The deployment of rescue and
12.7 Obstacle removal . . . . . . . . . . . . . . . . . . . . fire fighting services . . . . . . . . . . . . . . . 41
17.4 Personnel employed on rescue and
fire fighting duties . . . . . . . . . . . . . . . . . 41
17.5 Operational requirements . . . . . . . . . . . . . 41
CHAPTER 13 Aircraft AccidentsAncidents 17.6 Training . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
17.7 Airport facilities affecting rescue and
13.1 introduction . . . . . . . . . . . . . . . . . . . . . . . . . fire fighting services . . . . . . . . . . . . . . . 43
13.2 Airport emergency planning . . . . . . . . . . .
13.3 Reporting procedures . . . . . . . . . . . . . . . .
13.4 Post-emergency procedures . . . . . . . . . . .
CHAPTER 18. Secutity . . . . . . . . . . . . . . . . . . . . . . 44

18.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
CHAPTER 14. Removal of Disabled Aircraft .. 33 18.2 Unlawful interference with civil aviation 44

14.1 Legal considerations . . . . . . . . . . . . . . . . . 33

14.2 Capability for aircraft removal . . . . . . . . . 33
L4,3 Division of responsibilities . . . . . . . . . . . . 33 C H A ~ E R19. vehicle control. .............. 45
14.4 Rewrd of operation . . . . . : . . . . . . . . . . . . 33
14.5 Disabled aircraft removal plan . . . . . . . . . 33 19.1 On manoeuvring area . . . . . . . . . . . . . . . . 45
14.6 Communications. . . . . . . . . . . . . . . . . . . . . 34 19.2 On apron areas . . . . . . . . . . . . . . . . . . . . . . 45
 ..
Part 8 Airport Operational .Services
Table of Contents fvii)

Page Page
CHAPTER 20 . Incidents Affecting People and 21.3 Airport owner's'responsibility . . . . . . . . . 50
Property Outside the Airport Boundary . . . . . . . . 47 21.4 Safety services. . . . . . . . . . . . . . . . . . . . . . . 50
21.5 Accidents ........................... 50
20.1 lcefalls from aircraft . . . . . . . . . . . . . . . . . 47 21.6 Post-display tasks .................... 50
20.2 Objects falling from aircraft in flight . . . 47
20.3 Fuel jettisoning ...................... 47 I CHAIYTER 22 . The Provision of
20.4 Wingtip vortices ..................... 48 Aerodrome Data ............................ 51.

22.1 General ............................. 51

CHAPTER 21. Safety at Air Displays ......... 49 22.2 The types of information .............51
22.3 Procedures .......................... 51
21.1 Initial organization ................... 49 22.4 Responsibility for notification
21.2 Organization responsibility ............ 49 of changes ........................ 51
 Chapter l
Introduction

1.1 It is for national Governments to lay down the f) the formulation of policies relating to the
framework of civil aviation within their national environmental impact of airports on the community:
boundaries, and to determine the arrangements for the
ownership and operation of their civil airports. These g) the co-ordination of civil and military aviation; and
arrangements can take a variety of forms, and there may h) the investigation of aircraft accidents.
not necessarily be one form common to all civil airports
within a given national boundary. 1.4 As with the operations of airports, responsibility
for the provision of air traffic control and tele-
1.2 A government may decide to retain direct control communications can take a variety of forms, albeit
of civil airports by giving this responsibility to a subject to a national policy within the framework
Government Department. Alternatively, it may: provided by ICAO. An air traffic control unit will
normally be provided by the national Government but it
a) set up an agency or a nationally owned corporation may in special circumstances be the responsibility of the
for this purpose; airport. Whatever the arrangement, it is essential that the
b) delegate the responsibility to provincial or local closest co-operation exists between air traffic control and
governments; the airport's operations department; since without such
co-operation no airport can be efficiently run, and at
C) adopt a combination of these arrangements at worst there may be safety implications
different airports to suit the particular circumstances
and aviation background of the State; or 1.5 Aside from the Government's responsibilities
d) permit cities/communities to provide and the for civil aviation, and its impact on a specific airport, and
airports with minimal governmental involvement. regardless of the arrangements made for the provision of
air traffic control, an airport operator or owner has a
1.3 whichever policy it adopts, the state having number of vital and specific responsibilities. These can be
iurisdiction over the airport, i.e. the national broadly summarized as follows:
Government, must inevitably remain responsible for a
number of aspects of civil aviation. A general list of these a) the design and provision of facilities in consultation
is as follows: with the appropriate State departments and the
airport's users, and in accordance with the relevant
a) control of the development of a national airport Standards and Recommended Practices contained in
structure; ICAO documents; and
b) the licensing of airports and personnel involved in b) the adoption and implementation of internationally
civil aviation, and the legislative framework within recognized procedures for the safe conduct of airport
which licensing arrangements operate; practices and operations.
C) the State's air traffic control system;
1.6 The latter will include the followim- aspects:
.
d) the negotiation of traffic rights with other States;
a) the provision and maintenance of visual aids to
e) the establishment of procedures to ensure co- navigation;
ordination between the development and operation
of an airport and the development of the local b) the provision of rescue and fire fighting services;
neighbourhood of that airport to avoid conflicts of c) the provision and maintenance of the movement
interests; area surfaces;
 Airport Services Manual

d) the provision and mamtenance of apron markings, 1.7 Thus t t will be seen that the complex matter of
lighting and vtsual docking guidance systems; operating a civil airport can be approached in a number of
ways Typical examples are
e) the control of veh~culartraffic in apron areas;
f) the regulation of movement area traffic, except on
- A government-owned and operated airport, with the
air traffic control unit at that airport being provided
those parts of the airport where dfrect control is
by a government service.
exercised by air traffic control;
g) snow clearance and snow state reporung,
- A local authority owned or privately owned airport,
employing its own air traffic control unit, operating
h) the parking Of aircraft; wlthin a national framework of airports, and wtthin a
netional air traffic control system.
I) the assessment of runway brakkng action and the
measurement of water depth: - An airport operated by a nationaliy owned
corporation or by a bcal authority, with an a a traffic
J measures to discourage birds and other wildlife;
control system furnished by a Government
k) the co-ordiilation of disabled aircraft removal Department, R Government Agency or by a different
operations, nationally owned body.
1) the adoption of measures intended to m~nimizethe
effect of the airport on the local environment; 1 8 The above examples are not exhaustive, but they
iliustrate some of the forms adopted in various States;
m) the clearance of obstacles where practicable; and
and it must be remembered that more than one system
h) the provision of airgmt data may be found within a single national boundary.
 Chapter 2
The Functional Responsibilities of
the Airport Technical Departments

2.1 INTRODUCTION full or in part to another agency. For example, the

provider of air traffic control may be responsible either
2.1.1 The responsibility for the provision of technical directly or indirectly for some of the tasks listed in
iervlces sit an airport will normally be that of the airport Chapter 1, 1.6. The system adopted will reflect national
crroer but it may in special circumstances be the practice - Chapter 1, 1.2 and 1.4 refer.
responsibility of the national Government.

2 i ? A State owning and operating an airport may in 2.1.3 A typical simple organizational chart of airport
spe,!al circumstances delegate this responsibility either in management is shown in Figure 2-1.

Airport General
Manager

Mechanical Electrical Civil

Figure 2.1. Typical organization of airport management

4 - -- Airport Services Manual
2.2 OPERATIONS MANAGEMENT d) regular training to enhance efficrency includrng
DEPARTMENT negotiating water, swampy areas and other d~ffleult
environment 10 the vrc~nityof the airport:
. .
2.2.1 A typical organizational chart of the
e) other duties as necessary which do not interfere with
department of airport management responsible for airport
the primary duties in meeting the recognized
operations is shown in Figure 2-2.
response time as'stated in Annex 14, Chapter 9; and
f) fire preventionduties, both planning and practical
2.2.2 Function01 responsibilities of the aspects, and training of non-rescue and fire fighting
airport rescue andfirefighting service personnel in fire prevention duties.
2.2.2.1 Typical duties of the airport rescue and fire
fighting service are:
a) dealing with all fires, emergencies and related 2.2.3 Functional responsibilities of the
incidents on an airport. These will include, for Airport Operations Section
example, aircraft or aircraft-related fires occurring on
or in the immediate vicinity of the airport as well as 2.2.3.1 The Airport Operations Section is responsible
building fires, fuel spillages and road/rail accidents; for the day-to-day control and organization of the safe
and expeditious movement of aircraft around the airport
b) maintenance of an effective liaison with local fire and to and from the aircraft stands. Within this section
departments, ambulance and police services. These
the Dug Operafions O . c e r is usually respon'sible for the
services provide the major effort in dealing with
immediate operational efficiency of the airport and a
aircraft rescue and fire fighting operations;
Duty Operations Officer is usually available throughout
C) attendance at aircraft crash sites in the immediate 24 hours at a large airport. Specialized units may exist
vicinity of the airport. Familiarization with access within the section such as the Movement Area Safety
routes; Unit and the Apron Management Unit.

Operations
Mansgement

l DUNOperations
Officer

Figure 2-21, Typical organization of airport operations

Part I.- Airport Operutional Services
Chapter 2.- The Functional Responsibilities of the
Airport Tei:hnicalDepartments 5

2.2.3.2 A Movement Area Safely Unit is established to efficient running of airport operations. Noise monitoring,
carry out the majority of the day-to-day duties of the administration of airside passes, liaison with external
Operations Department, with the exception of apron emergency services are all examples of the work of this
control. However, at a small airport, these functions will department.
be combined within a single unit. Typical duties of a
Movement Area Safety Unit are: 2.2.5 Functional responsibilities of the
Mechanical Transport Section
a) comprehensive and routine surface inspections of
the manoeuvring area, including adjacent unpaved
2.2.5.1 Typical duties of the Mechanical Transport
areas, and submission of reports to air traffic control,
Section are:
airport maintenance, and airport operations of the
condition of the areas inspected and the need for a) the maintenance of all vehicles and specialist mobile
sweeping andlor surface maintenance; engineering equipment, including rescue and fire
fighting vehicles, snow clearance equipment and
b) comprehensive and routine surface inspections of disabled aircraft removal equipment, including the
the aprons and submission of reports to air traffic allocation of priorities when required,
control, airport maintenance and airport operations
of the condition of the apron areas inspected and the b) the provision of drivers for airport vehicles as
need for sweeping andlor maintenance; required; and
c) inspections of lighting and subn~issionof reports to c) the provision of drivers for specific duties, including
air traffic control, airport maintenance and airport sweeping, aircraft stand cleaning, snow clearance and
operations of any lamp failures, circuit failures and disabled aircraft removal.
other malfunctions;
d) bird dispersal measures;
the measurement of friction coefficient; and 2.3 AIRPORT MAINTENANCE DEPARTMENT
e)
fl the control and issue of temporary passes for people 2.3.1 Typical duties of an Airport Maintenance
and vehicles requiring access to apron areas on an Department relating to operational matters are:
irregular basis.
a) Civil Engineering. The Civil Engineering Section will
2.2.3.3 Typical responsibilities of an Apron Munage- be responsible, either directly or indirectly through
use of a contractor, for carrying out remedial repairs
ment Unit are:
to surfaces of the airport, including all the paved
a) allocation of aircraft stands on the aprons to arriving areas and the grass areas (including grass cutting),
aircraft; and the marking on the paved areas, together with
b) maintenance of the necessary documentation in the associated drainage, fire mains (if provided) and
connexion with aircraft stand allocation. The purpose boundary fencing; and
of this documentation will be to ensure that adequate h) Electrical and Mechanical Engineering. This section
records are kept, for example to permit landing and will be responsible, either directly or indirectly
parking charges to be levied; through use of a contractor for the maintenance of all
C) the provision of marshallers for use on aircraft stands aerodrome lighting, associated taxiing guidance signs
without docking guidance systems; and and other signs, apron guidance systems and standby
power supplies serving these facilities.
d) at some airports, the unit may also be responsihile for
apron services including the provision of cargo, These sections are also responsible for building
baggage and aircraft handling. maintenance, hut these duties are inappropriate to an
operational manual.
The Apron Management Unit may be combined with the
Movement Area Safety Unit at a small airport.

2.2.4 Functional responsibilities of the 2.4 OPERATIONS ROOM

operations Services Seclion.
2.4.1 A cn-ordinating centre should he established,
2.2.4.1 The Operations Services Section is where information relating to the operation of the airport
responsible for the support functions necessary to the can be received and distributed. This may combine the
6 Airport S e r v j c e s M d

funct%onsof the Apron Management Unit as well as the oxitacted whether on fool or In uehlckss. Arrangements
Movement Area Safety Unit should be made for the preparatmn and issue of NOTAM
(see Chapter 22).
2.4.2 The room should be provided with direct
telephone llnes to ATC and any other operational control 2.4.3 Communications should be established with
rooms as well as MET and AlS. R ~ & Qcommunications any management duty control room which is provided to
should be provided so that operationai staff can be cover the overall operation of the airport.
 Chapter 3
Airport Surface Inspections

3.1 FREQUENCY OF INSPECTION Department while other areas should be inspected by the
relevant department. It will be necessary for airport
3.1.1 Inspections of the movement area should be operations to co-ordinate the programme to ensure that
regular and as frequent as possible. In any event the inspections are carried out at the correct frequency.
minimum frequency should be:
a) Runwoys - Four inspections daily as described
below: 3.3 INSPECTION PROCEDURES
Dawn inspection -A detailed surface inspection
3.3.1 Before commencing any runway inspection,
covering the full width of all runways should
permission must be obtained from air traffic control. On
be undertaken. This should take approximately
entering the runway a positive entry call, e.g. "checker
15 minutes for each runway (two runs).
enterine for insnection". must be made: on leavine the
Morning inspection - All runways, normally carried runway, air traffic control must be advised when the
out on an ONIOFF basis concentrating on the area inspection vehicle is clear of the runway strip. Most
between the runway edge lights.
~ ~
inspections are carried out on an ONIOFF basis (i.e.
where the inspection vehicle may be required to enter or
Afternoon inspection - Same as the morning
leave the runway at short notice). The above calls must be
inspection.
made on each occasion that the inspection vehicle enters
-
Dusk inspection This should cover all runways. It the runway.
is designed to bridge the gap in runway inspections
when the lighting inspection is not required until late 3.3.2 It is essential to maintain a listening watch on'
in the evening, and should cover the whole runway the appropriate RIT channel during any runway
surface. inspection.
b) Taxiways - daily for those in normal regular use.
3.3.3 If, during an ONIOFF inspection, air traffic
C) Aprons - daily. control reauests the inspection team to clear the runway...
the vehicle must move outside the runway strip before
d) Gloss areas - those areas that may be required to
advising air traffic control that they are clear. They must
sustain aircraft should be inspected as frequently as
then remain outside the runway strip while awaiting re-
the adjacent paved areas. Other grass areas should be
entry instructions.
inspected at intervals suitable to observe any
deterioration of the surface Note. - Inspector$ should never clear a runway by
entering an ILS criticallsensitive area.

3.2 METHOD OF INSPECTION 3.3.4 Clearance must be obtained before crossing

any runway.
3.2.1 The areas and distances to be covered
necessitate the use of vehicles for airport inspections. 3.3.5 All runway inspections are carried out in the
However, the higher the speed, the less effective the direction opp3site to that being used for landing or taking
inspection: therefore, speeds should be kept as low as off, primarily for safety reasons. In the case of the first-
practicable. Detailed inspections of paved surfaces on foot light runway inspection involving two runs in the same
will normally be completed by the Maintenance direction, the "back-tracking" must be done outside the
 Airport Services Manual

runway strip and can be ukili~edIn inspecting the runway h) any developing depressions should be noted and
from a distance or the tax~waysadjacent to the runway in plotted;
question C) any unreported aircraft wheel tracks should be
carefully plotted and reported;
3.3.6 On final completion of a runway inspection the
team should advise air traMic control of the fact and d) the condition of signs and markers should be noted
report the state of the runway. and necessary repair work ordered;
e) the general bearing strength of grass areas,
3.3.7 The times of commencement and completion
particularly those close to aircraft pavement surfaces,
of the inspection must be noted and included in the
should be noted. A reasonable assessment can be
Record of Inspection Log. made from the depth of vehicle wheel tracks. Any
areas showing signs of persistent waterlogging should
3.4 PAVED AREA INSPECTIONS tie reported. Any differences in levels between grass
and paved areas should be noted and remedial action
3.4.1 Attention should be paid to the following requested. Because of the hazard to aircraft engines
points: particular note should be made of the general
cleanliness of these areas. Signs of blast erosion
a) general cleanliness with particular attention to should be noted and reported; and
material which could cause engine ingestion damage.
This may include debris from runway maintenance f) waterlogged grass areas should be noted and reported
operations or excessive grit remaining after runway particularly since they may be an attraction to buds.
gritting. Any build-up of tire rubber deposits should
be noted; 3.5.2 The main object of grass cutting is to ensure
that lights and markers are not obscured by tall
b) signs of damage to the pavement surface including vegetation. It should also he managed in such a fashion as
cracking and spalling of concrete, condition of joint to limit the attraction of the airport to birds and other
sealing, cracking and looseness of aggregate in wildlife (see Chapter 9). It will be necessary to ensure
asphalt surfaces o r break-up of friction courses. that mounds of grass cuttings are not left on areas where
Damage or deterie~rationwhich could cause aircraft engine ingestion is possible.
damage should be reported immediately for
, inspection by the Airport Maintenance Department
and, if the damage is sufficiently serious, the area 3.6 OBSTACLES
closed to aircraft pending the results of such an
inspection; 3.6.1 A check should be made of all authorized
c) after rain, flooded areas should be identified and obstacles for proper lighting and marking.
marked, if possible, to facilitate later resurfacing;
3.6.2 Any unauthorized obstacles must be reported
d) damage of light fittings; to the designated persons or organizations immediately.
e) cleanliness of runway markings; and Where possible, prompt removal of the obstacle should
be carried out. If this is not possible immediate
£1 the condition and fit of pit covers. consideration must be given to whether aircraft
operations should be restricted in any form and
3.4.2 The extremities of the runway should be appropriate marking and lighting of the obstacle carried
inspected for early touchdown marks; blast damage to out.
approach lights, marker cones and threshold lights;
cleanliness and obstacles in the runway end safety area.
3.7 REPORTING
3.5 GRASSED AREA INSPECTIONS
3.7.1 If a dangerous unserviceability is discovered
during a runway inspection (e.g. damaged pit covers or
3.5.1 The foliowing points should be observed: broken lights), the fact should be immediately reported
a) the general state of ground cover vegetation ensuring by R/T in order that appropriate ATC action can be
in particular that excessive length is not obscuring taken. In addition, airport operations should be informed.
lights, signs, nrarkers, etc.; If the runway is closed as a result of such damage the
inspection team should continue their inspection whilst 3.7.3 Should aircraft parts or tire pieces be found
awaiting the arrival of airport maintenance support. The during a runway inspection, then airport operations and
team should also be prepared to inspect any subsidiary air traffic control must be informed immediately so that
runway if required. tracing and notification action can be taken.

3.7.2 If runway unserviceability of a type that will not

affect its use is discovered the matter must be reported to 3.7.4 To assist in identifying the location of faults on
the Airport Maintenance Department on the appropriate a runway, reference plates should he installed outside the
form stating the degree of urgency, date and time, etc. runway edge lights on one side of the runway.
 Chapter 4
Ground Checks of Visual Aids

4.1 INTRODUCTION 4.3 ROUTINE GROUND INSPECTIONS

4.1.1 The integrity and reliability of lighting aids 4.3.1 Daily checks
should be comparable with those of non-visual aids. The
a) all inset and elevated approach lighting systems and
integrity of the lighting system will depend upon the
runway and taxiway lights should be checked for
design of both the internal airport circuits and the
lamp failures, breakage or gross misalignment, also
external power supply. The reliability of the system will
stop bars and illuminated Category I1 or I11 holding
depend upon the programme of preventive maintenance
position signs. Lamp failures on runway centre line
employed and the degree of inspection carried out.
lights of precision approach runways Category I1
Guidance on preventive maintenance of visual aids is
and I11 should be repaired as soon as possible; and
contained in the Airport Services Manual Part 9 -
Airport Maintenance Practices.
b) major deficiencies in electrical circuits affecting the
integrity of visual aids, e.g. breaks in the distribution
4.1.2 The operational checking of lighting is network or unsewiceability of the standby power
normally carried out by the Movement Area Safety Unit generators, should be reported to airport operations,
but rectification is the responsibility of Airport maintenance and air traffic control, and NOTAM
Maintenance. At some smaller airports the checking may action taken.
be delegated to Airport Maintenance.

4.3.2 Weekly checks

4.1.3 Faults in the lighting systems will be detected
by monitoring. Monitoring by visual display on the a) check all approach lighting systems for burnt out
Control Panel will ensure detection of circuit failures and lamps. Check obstacle lights in the vicinity of the
verification that brtlliancy selection by air traffic control airport which are the responsibility of the airport
provides the desired light output. Monitoring by visual operator. Ensure grass cutting, etc., has been carried
inspection will, however, be necessary to detect failed out and approach lighting systems are not becoming
lamps, contamination of fittings by dirt and rubber obscured;
deposits or misalignment. Routine visual ground b) check all runway lighting where it is likely to become
inspections should be augmented by flight checks from contaminated and arrange for cleaning programmes
time to time. to be carried out as necessary;
on all precision approach runways Category 11
and 111, light cleaning should be followed up by
photometric measurements of the light output of
4.2 FREQUENCY OF INSPECTION runway centre line lights from threshold for a
longitudinal distance of 910 m down the runway.
4.2.1 The frequency and detail of inspections will This will be carriedout by either the Movement Area
depend to some extent on the complexity of the visual Safety Unit or Airport Maintenance, depending on
aids provided. In the case of precision approach runways, local circumstances. These checks can be readily
both flight checks and ground inspections of visual aids carried out by mounting a photometer in an inverted
should be more frequent and detailed than those carried box which carries wheels at its front end and can be
out on other runways. moved swiftly from fitting to fitting:
Part 8 . Airport Operational Services
Chapter 4.- Ground check of VisualAids

d) the visual approach slope indicator systems should be 4.5.2 These Lights are used in emergency situations,
checked for accuracy and realigned if necessary; or where no other form of lighting can be used.
ef the serviceability of retro-reflective markers should
be examined and any unserviceable ones replaced;

f) all other markers should be checked; and 4.6 APPROACH LIGHTING SYSTEM
INSPECTIONS
gi any taxi-holding position lights at side of stop bars
should be checked for serviceability. 4.6.1 Approach lighting systems should be inspected
every 24 hours. In addition they may be inspected on
request from airport operations or air traffic control.
4.4 INSPECTION PROCEDURES
4.6.2 The inspection should cover all elements of the
4.4.1 Before commencing any runway lighting, approach lighting including the side row (red) barrettes of
inspection permission must be obtained from air tramc a precision approach Category I1 and 111 lighting system.
control on R/T or, if the runway is closed, from ground
movement control. On entering the runway a positive -
Note. These barrettes are also checked when switched
entry call (e.g. "checker entering for inspection") must on in Category I11 conditions.
be made and on leaving the runway air traffic control
must be advised when the inspection vehicle is clear of 4.6.3 The inspecting team should inform air traffic
the runway strip. Most inspections are carried out on an wntrol before commencing the approach lighting system
ON/OFF basis and the above calls must be made on each inspection, normally by telephone. Separate clearance
occasion that the inspection vehicle enters the runway. must be obtained on R/T to enter the runway strip or
runway end safety area.
4.4.2 it is essential to maintain a listening watch on
the appropriate R/T channel during any runway lighting 4.6.4 The ILS localizer criticailsensitive areas must
inspection. not be infringed.

4.4.3 If during an ONIOFF inspection air traffic 4.6.5 Air traffic control should be informed when the
control requests the inspection team to clear the runway, check is complete in order that non-operational lighting
the vehicle must move outside the runway cleared and can be turned off.
graded area before advising air traffc control that they are
clear. They must then remain outside the runway strip 4.6.6 Reprting. If a major failure is discovered
while awaiting re-entry instructions. during the inspection, air waffc control and airport
maintenance should be informed immediately by R/T.
Note.- Inspectors sharld never leave a runway by
entering an ILS criticallsensitiw area. 4.6.7 Long grass or trees obscuring approach lighting
systems should be reported to airport operations.
4.4.4 All runway Sighting inspections are carried out
in the direction opposite to that being used for landing or
raking off, primarily for safety reasons. Touchdown zone
lighting cannot be checked easily from the upwind 4.7 VISUAL APPROACH SLOPE
direction and is the subject of a separate inspection INDICATOR SYSTEM INSPECTIONS
carried out immediately following the main inspection.
4.7.1 Introduction
4.4.5 On final completion of a runway lighting
inspection the team should advise air trafficcontrol of the 4.7.1.1 Visual approach slope indicator systems are
fact and the serviceability state reported. installed to indicate to landing aircraft the correct
approach slope. Annex 14 specifies the following four
types of systems:
4.5 EMERGENCY GROUND LIGHTS
VASIS
4.5.1 A stock of ground lights which have 3-BAR VASIS
interchangeable filters and can indicate green, blue, red T-VASIS
or white light should be held. PAP1
 Airport ServicesMwuaI

4.7.1.2 Under certaln crcumstances it is possible to a) select the cnrrect sighting stick;
use abbreviated configurations of VASIS, 3-BAR VASIS
b) place the sighting stick upon the rekvant checking
and T-VASIS. These abbreviated configurations are
peg located approximately 31 m downwind from the
known respectively as AVASIS, 3-BAR AVASIS and
VASI unit, ensurlng that the stick is held vertically;
AT-VASIS.
c) align the eyes with the top edged line on the green
perspex and the VASI unit. A thin pencil line of even
4.7.2 Inspection details white light should appear below the red light;
4.7.2.1 The following inspection procedures are d) lower the eyes to the lower edged line and the pencil
common to all the visual approach slope indicator line of white light should disappear;
systems:
e) any variation to c) and d) indicates that the VASI
a) the system should be checked for alignment at unit is out of alignment;
regular intervals. The system should also be checked
f) any unserviceabilities should be dealt with by the
on request from operat~onsor air trafic control, and
engineer accompanying the checking party; and
after an alrcraft landing ~ncidentlacc~dent;
b) on each runway inspection a visual check is made of g) the procedures described above should be repeated
the system in use to ensure serviceability; for each unit of the system.

C) before commencing alignment checks air traffic

control and tekcommunications engineering must be 4.7.2.3 T-VASIS alignment checks. T-VASIS unlts are
informed if entry into the ILS glide path factory-adjusted and the optical units being compact and
criticallsensitive area is required; stiff, the subsequent check on beam angles is only
confirmatory. The unit should be levelled laterally and
d) checking at night and in bad visibility should be longitudinally and then checked periodically. To achieve a
avoided if at all possible; sharp signal and maximum system range, it is essential
e) alignment checks should be carried out with the that the most intense sector of the lamp be utilized This
system set at 30 per cent intensity; can be ach~evedby means of a target which 1s temporarily
~nstalledat the front of the light unlt so that each lamp
f) during the system check the vehicle must remain can be correctly aimed by adjustments m azimuth and
clear of the strlp and one member of the team must elevation.
remain m the vehicle monitormg the RIT while the
checking team proceeds on foot to the system
location, 4.7.2.4 PAP1 alignment checks. The PAR unlts are
optically set in the factory and all that is required is the
g) if the system is located within the ILS glide setting of the unlt to the required approach angle. In some
path criticallsensitive area, the vehicle must be cases there may be a levelling &vice whlch 1s
parked outside, and upwind of, the glide path ~ncorporatedinto the unit. In other cases a clinometer
criticallsensitive area boundary. The checking party
should be utilized to ensure that the desired angle is
must proceed on foot to the runway edge, remaining
achieved.
clear of the ILS glide path critical/sensitive area,
then turn and walk along the grass adjacent to the
runway edge to the system, leaving by the same
route; 4.7.3 Reporting

h) a prevlous arrangement should be made between the 4 7.3.1 VASIS. When the VASIS has an
lookout and the checklng party to agree on a signal unserviceability or when units have to be unplugged the
should it become necessary for them to clear raprdly following standards apply:
(e.g. portable radio); and; - Failure of one lamp in one unit - UNIT
i) care must be taken not to obstruct the front of the SERVICEABLE.
system when aircraft are on final approach to land.
- Failure of two lamps in one unit - UNIT
UNSERVICEABLE.
4.7.2.2 VASIS and 3-BAR VASIS alignment checks.
The alignment checks of these systems should be carried - Not more than two units of a 12-unit system
out as follows: -
unserviceabk SYSTEM REMAINS IN USE.
Part 8.- Airport Operational Sewices
Chapter 4.- Ground Check of VisuaiAids

- More than two units of a 12-unit system In the case of 3-BAR AVASIS the standards are the same
unserviceable on one side -
REMAINDER OF as for AVASIS.
THAT SIDE UNPLUGGED AND THE OTHER
SIDE USED AS AN AVASIS. 4.7.3.4 T-VASIS. In the case of T-VASIS the
following applies:
- More than one unit unserviceable on the remaining
side - SYSTEM UNSERVICEABLE. - Failure of more than two lamps out of four of the day
lamps - UNIT UNSERVICEABLE.
4.7.3.2 In the case of AVASIS the following applies: - Failure of one or more of the two night lamps -
UNIT UNSERVICEABLE.
- Failure of one lamp in one unit - UNIT
SERVICEABLE.
- Failure of two lamps in one unit - UNIT 4.7.3.5 The system shall be regarded as having failed
UNSERVICEABLE. when the following failures occur in units:
- Single sided system - Two out of eight reference light units.
- More than one unit unserviceahle - SYSTEM - One out of six fly-up light units.
UNSERVICEABLE
- One out of six fly-down light units.
- Two sided sysrem
- More than one unit of system unserviceahle on 4.7.3.6 In the event that more failures occur than
described above, provided that they are on the same side
one side - REMAINDER OF THAT SIDE
of the runway, the failed side may be withdrawn from
UNPLUGGED AND OTHER SIDE USED.
service and remaining side used as an AT-VASIS. In that
- One or more of the remaining side unserviceable event no further unit failures can be tolerated.
-SYSTEM UNSERVICEABLE.
4.7.3.7 PAPI. In the case of PAPI the following
applies:
4.7.3.3 3-BAR VASIS. When the 3-BAR VASIS has
an unserviceability or when units have to be unplugged - Failure of more than one lamp in each unit - UNIT
the following standards apply: UNSERVICEABLE.
- Failure of one lamp in one unit - UNIT - Failure of any one unit - SYSTEM
SERVICEABLE. UNSERVICEABLE.
- Fa~lure of two lamps in one unit - UNIT 4.7.3.8 If PAPI is provided on both sides of the
UNSERVICEABLE.
runway, failure of a light unit in a symmetrical PAPI
- Not more than three units of an 18-unit system system may be tolerated by switching off completely the
unserviceable - SYSTEM REMAINS IN USE. failed side, leaving PAPI operating only on the
serviceable side of the runway.
- More than three units of an 18-unit system
unserviceahle on one side -
REMAINDER OF
4.7.3.9 Long grass obstructing light units should also
THAT SIDE UNPLUGGED AND THE OTHER
he reported.
SIDE USED AS A 3-BAR AVASIS.
- More than one unit unserviceahle on the remaining 4.7.4 Further guidance on the subject is included in
side - SYSTEM UNSERVICEABLE. the Aerodrome Design Manual, Part 4 - Visual Aids.
 Chapter 5
Flight Checks of Visual Aids

5.1 GENERAL 5.3 APPROACH AND RUNWAY

LIGHTING SYSTEMS
5.1.1 Flight checking of visual aids is very important
and arrangements for flight checking will be made at Note. - For simpliciry in presenfatiori the fOllowing is written
designated intervals. Airport operations staff should take in a series of logi~al steps, but persons with in-f7ighl
part in these inspections. experience may wish to combine these steps in a reduced
number of approaches.
5.1.2 Approach lighting systems, approach side row
(red) barrettes where fitted, visual approach slope 5.3.1 Approach lighting pattern
indicator systems, threshold lights, touchdown zone
lights, runway edge lights and runway centre line lights 5.3.1.1 Carry out a normal approach from about
will be checked for failures and alignment. The visual 6-8 km starting with all elements of the approach lighting
approach slope indicator systems will he checked for system excluding side row barrettes (red) at the
compatibility with the non-visual approach system. The maximum brilliancy setting. Check that a uniform pattern
brilliancy control system will be exercised. Taxiway is presented to an aircraft on the normal approach path.
lighting and stop bars will be checked on those routes in Variations should be made about the approach path.
use at the time of the flight check. Further information on Small variations in elevation and azimuth should not
flight checking of visual approach slope indicator systems produce any noticeable change in the intensity of the
is contained in the Aerodrome Design Manual, Part 4 - lights. Large variations will produce a progressive
Visual Aids. reduction in intensity as the aircraft leaves the area of
primary cover of the lights These changes in intensity
should be substantially the same for all lights. Ragged
changes are normally attributable to incorrect setting
5.2 FLIGHT CHECKS AFTER angles of individual units, and a note of these lights
MAJOR MAINTENANCE should be made for subsequent checking on the ground.

5.2.1 After major maintenance or developments 5.3 1.2 During the approach, call for progressive
affecting operational facilities within the movement area, reductions in hrill~ancydown to the minimum setting.
special flight checks will be arranged as necessary. Check that all lights respond correctly and simultaneously
to the setting changes. With the lights set at a suitable
5.2.2 Daylight visual aids checks. At least once per brilliancy setting (the lowest at which the individual lightB
year checks should be carried out in daylight to inspect are d~scetniblein the conditions is normally best), check
surface markings, VASIS for range and beam spread and that all the individual lights are dluminated. Note and
the balance of the runway and approach lighting system at record all failures.
maximum brilliancy.

5.3.2 Approach side row (red) barrettes

5.2.3 New mstallatrons. Before any new installations (when installed)
are brought into use or when there have been substantial
changes to existing installations, a flight check should be 5.3.2.1 Repeat checks 1 and 2 above for side row
w:znged. harrettes (red) of the approach lighting system.
Part 8.- Airport Operational Services
Chapter 5.- Flight Check of Visual Aids

5.3.2.2 Repeat with all the elements of the approach 5.3.5 Touchdown zone lights
lighting systems including the side row barrettes (red).
5.3.5.1 Repeat checks 5.3.3.1 and 5.3.3.3 above for
touchdown zone lights.
5.3.3 Runway edge, threshold and end lights

5.3.3.1 With edge, threshold and end lights at

maximum brilliancy, check that a uniform pattern is 5.3.6 Complete check of approach and
presented to an aircraft taking off, landing and runway lighting systems
overshooting. Check that there is a progressive reduction
5.3.6.1 With the approach (including side row red
in the intensity as the aircraft leaves the area of primary
barrettes where installed) and runway lighting systems
cover of the lights.
set at the brilliancy levels appropriate to the conditions
carry out a normal approach. Check that a balanced
5.3.3.2 From the downwind leg, check that all omni-
lighting system is presented to the pilot. Call for brilliancy
directional runway edge lights are visible and clearly
adjustments appropriate to other conditions and check
define the runway edges.
that balance is maintained.
5.3.3.3 During a normal approach, and starting with
5.3.6.2 Repeat the above check with the addition of
the runway lights at maximum intensity, call for
side row barrettes of the approach lighting systems and
progressive reductions in the light intensities down to the
touchdown zone lights.
minimum setting. Check that all lights respond correctly
and simultaneously to the setting changes. At a low
brilliancy setting carry out a low overshoot and check for
any l~ghtfailures.
5.4 LOCATION/IDENTIFICATION BEACON
5.3.4 Runway centre line lights
5.4.1 Check that the beacon is clearly discernible at a
5.3.4.1 Repeat checks 5.3.3.1 and 5.3.3.3 above for range appropriate to the conditions, and that the
the runway centre line lights. codinglflash rate is correct.
 Chapter 6
Adverse Weather Conditions

6.1 INTRODUCTION 6.3.2 The alrport operattons supervisor should

arrange for regular inspections of movement area paved
6.1.1 Adverse weather conditions requiring special surfaces and monitormg of ice warning system, where
action by the airport operator are snow, fog, strong winds, fitted.
frost, ice and freezing rain.

6.1 2 It IS essential that a communications net be 6.3.3 The airport operations supervisor should
established so that messages from the Meteorological arrange for as many frict~ontest device runs as necessary
Office giving adequate warning of all the above to be made in order to present an accurate indication of
meteorological phenomena are passed to operations, air runway friction characteristics relative to the changing
traffic control and the airlines. weather conditions. It is important that a run be done
~mmediatelyfollowing the application of anti-icing fluid,
as m same circumstances this may result in an initial
serlous reduction of surface friction. For further
6.2 GENERAL guidance, see the Airport Services Manual, Part 2 -
Pavement Surface Conditions, Chapter 3.
6.2.1 During adverse weather, airport operations will
advise air traffic control of relevant surface conditions 6.3.4 Airport operations and air traffic control should
and should carry out such various checks that the weather he kept up to date regarding any significant changes in the
may dictate. surface friction s~tuation.

6.2.2 Adverse weather weather can be divided into

seven groups: 6.3.5 Airport operations should commence any
necessary anti-ice precautions, after co-ordination with
a) ice - temperatures below O°C; air traffic control.
b) frost;
C) freezing rain; 6.3.6 Solid and liquid chemicals may be used to
combat ice formation on runways, taxiways and aprons,
d) strong winds;
e) rain - giving reduced runway friction; 6.3.6.1 Urea anti-icing pellets can be dispensed from
a special vehicle. Anti-icing fluids can be dispensed from
f) fog or low visibility; and a large capacity de-~cingvehicle or trailers with a boom.
g) snow. (See the Airport Services Manua,! Part 2, Chapter 7 )

6.3.6.2 Gritlsand, graded in accordance with the

material found in the Airport Services Manual, Part 2,
6.3 ICE, FROST AND FREEZING RAIN Chapter 7 may be used as a last resort to overcome icy
conditions. In general, the use of grit on the runway
6.3.1 When ice, frost or freezing rain warnings are should be avoided owing to the possible adverse effect on
received, airport operations should respond by ensuring turbo propand jet engines operating at high power. It may
the serviceability of friction test devices, and ice warning also have an adverse effect on the porous friction course,
sps?e=ls. when provided.
Part 8.- Airport Operational Services
Chapter 6.- Adverse Weather Conditions

6.3.6 3 Salt should notbe usedfor de-icinglanti-icing 6.6 FOG O R LOW VISIBILITY
purposes on the movement area other than as a mixture
of S per cent salt, 95 per cent grit for treating runway edge 6.6.1 During conditions of low visibility, normally
drains. Extreme care is to be used during its application to caused by fog, special procedures will be required to en-
avoid any possible corrosion risk to aircraft. sure that vehicles or workers on foot do not inadvertently
lose their way and enter active runways or taxiways. In
such conditions the time available for aircraft and
6.4 STRONG WINDS possibly vehicles to take evasive action will be too short to
avoid an accident.
6.4 1 A method of disseminating strong wind
warnlngs to airlines, airport operations and handling
6.6.2 The visibility at which special procedures will
agents should be implemented.
become necessary may vary from airport to airport.
(Category I11 operations will require special procedures
6.4.2 Airport operations should arrange for checks to
be made of work in progress to ensure markers and but so may Category I1 operations.) Regardless of the
equipment are secure. visibility at which an airport decides low visibility
procedures are required, a slightly higher visibility should
be selected at which, during a time of failing visibility, the
6.4.3 Airport operations should arrange for airside
call to implement low visibility procedures would be
patrols to be carried out to collect blowing objects and
given. Once low visibility procedures have been
warn air traffic control and operations regarding objects
implemented they should remain in force until there is a
that cannot be retrieved and are blown onto operational
clear trend of improving visibility. Again a slightly higher
areas.
visibility should he selected at which to terminate low
visibility procedures.
6.4.4 The safeguarding of light aircraft should be the
responsibility of the owner. Operational staff should be
aware of the effect of high winds on such aircraft, and 6.6.3 It should be remembered that in add~tionto
take positive steps to turn aircraft into the wind and to procedures, special airport facilities are required for
assist in tying them down. Category II/III operations. For example, the runway
approach lighting, taxiway lights and secondary power
6.4.5 The safeguarding of aircraft ground equipment supplies have to conform to Category II/III standards
should be the responsibility of the owner but a careful as laid down in Annex 14. The ILS must be up to
watch should be maintained by airport operations and Category II/III requirements as laid down in Annex 10,
adequate warnings passed to all airline and handling Volume I, Part 1,'Chapk.r 3, and the runway must be
agencies. protected by an ohstacle-free zone as specified in
Annex 14.

6.5 RAIN
6.6.4 Low visibilily procedures
6.5.1 There is an operational need for information on
6.6.4.1 When low visibility operations are likely and
runways which may become slippery when wet. To this
at a pre-agreed visibility condition, air traffic control
end there is a need to measure periodically the friction
should notify airport operations and Category IIAII
characteristics of a wet runway surface to ensure that they
airport surface security checks should commence.
do not fall below an agreed level (see Chapter 7). Details
Aircraft operators should be notified immediately prior to
of methods for measuring and expressing friction
low visibility procedures actually beginning.
characteristics of a wet runway can be found in Annex 14,
Chapter 2 and Appendix A, and the Airport Service:
Manual, Part 2, Chapter 3. 6.6.4.2 Airport operations should respond to the
initial call from air traffic control by arranging for the
6.5.2 Standing water checks should be carried out on tasks detailed below, as appropriate, to be carried out:
request from air traffic control or airport operations. A
a) advise airport security so that airside access for
verbal assessment for the centre half of the width of the
vehicles and personnel is restricted;
runway is required (see Annex 14, Chapter 2). OF
completion of the check the results should be passed tc b) prohibited areas are closed off by lighting, portable or
air traffic control and recorded For reference purposes. switched;
 Airport Services Manual

C) e n s m that all contr&ors working in manoeuvring the AIP. The method of operation and utilization of the
area evacuate the area, and leave the site marked and equipment is given in detail in the Airport Snow Plan.
secure;
d) check that any lights provided to indicate the ILS
6.7.2 The Airpwt Snow Plan must clearly define the
following:
sensitive area are switched on and working;
a) the Snow Committee members and the person in
e) notify the following, advising them the "Category
charge of the snow clearance operation, with a chain
..... operations on the appropriate runway are being of command giving a breakdown in duties;
conducted":
- Airport rescue and fire fighting service b) methods of communication between oparations, air
- Security control staff traffic control, and the Meteorological Office;
- Apron management staff C) the equipment available for snow clearance. This
- Senior operations management; and should jnclude equipment for ploughing, sweeping
and blowing snow. Assistance on types of equipment
f) advise ATC when the checks are completed and
can be found in the Airport Services Monual, Part 2;
safeguarding complete.
d) priority of surfaces to be cleared, andclearance limits
6.6.4.3 Once all controlled accesses have been closed for aircraft usins the airport (see Part 2, Chapter 7);
by airside security, operations may have to arrange leader e) collection of information for SNOWTAM and
vehicles to supervise taxiway crossings to remote stands, dissamination of this information as described in
fuel farms, etc., for any essential vehicles, Part 2, Chapter 6;
f) the use of friction test devices and associated ice
6.6.4.4 Perimeter security should notify operations detection systems and other "specialist" aids,
of any unauthor~zedvehlcle or persons seen entering the together with tables of friction coefficient (details can
manoeuvring area, and a team should be dispatched to be found in Part 2, Chapter 3);
investigate and keep air traffic control and senior
operations management informed. g) nominated snow dumping or melting areas to avoid
confusion during the actual clearance operations;
6.6.4.5 When advised by the air traffic control that h) an alerting system in order that sufficient warning be
Category IIlIII conditions are cancelled, operations given to all bodies concerned;
should ensure that the actions detailed in previous
if the manpower available, including staff for
paragraphs are positively restored and previously notified
equipment maintenance arrangements for shifts, and
personnel are re-advised.
a l l out procedures;
j) deployment of equipment and tactical approaches to
be used; and
6.7 SNOW
k) general principles to be followed in deciding when to
6.7.1 A snow plan for the airport must be published dose runways for snow clearance and designation of
and available to all concerned in snow clearance. Details management personnel authorized to make the
of the equipment available at the airwrt are contained in decision.
 Chapter 7
Measurement of Surface Friction

7.1 INTRODUCTION b) who undertakes the measurement;

C) the circumstances leading to the need for
7.1.1 Two separate circumstances of surface friction
measurement - including an after-accident report
need to be considered in order to fulfil the requirement to when runway conditions may be a factor;
provide information on the condition of runways to
arriving and departing aircraft d) operation of the equipment and calculation of the
results:
7.1.1.1 Wet runway. Information that a runway or -, 4 transmission of the results (ATC,
YOTAM);
f) testing and calibration of the equipment;
7.1.1.2 Runway contaminated with snow or ice.
g) storage and servicing of the equipment;
Whenever a runway is affected by snow or ice the braking
action should be measured. h) training of operatives;
i) record keeping.
7.1.2 The concept of wet runway measurement is
based on periodic checks to ensure that the friction level
of a runway does not fall below specified minimum
values. This is therefore an infrequent task. 7.4 RECORD KEEPING
Measurement under conditions of snow and ice,
however, requires frequent checks in order to keep 7.4.1 In view of the need to maintain runway
information up to date. surfaces so that they provide adequate friction, it is
important that records of wet friction assessment be kept.
This permits the airport operator to monitor the surface
7.2 PROCEDURES conditions and undertake remedial action - such as
-
rubber removal in good time.
7.2.1 Full details on the method of undertaking and
expressing friction values using different types of
equipment are specified in Annex 14, Attachment B, and
7.5 MAINTENANCE OF RUNWAYS
the Airport Services Manual, Part 2.
7.5.1 With time, a progressive reduction in the
measured coefficient of friction (wet) will occur.
7.3 ADMINISTRATION
Corrective action will thus need to be taken when the
measured coefficient of friction (wet) of a runway or part
7.3.1 Whatever the type of equipment deployed by
of a runway falls below a specified level,
an airport authority for the purposes of friction
measurement, it is important that written instructions are
7.5.2 Among the factors which can result in a
provided for the guidance of personnel. The following
reduction in the measured coefficient of friction (wet) are
topics should be covered:
rubber deoosits. Information on the methods which can
a) who initiates the requirements for a measurement be used to remove rubber are given in the Airport Services
(air traffic control, airport operator, pilots); Manual, Part 2, Chapter 8.

19
 Chapter 8
Control of Work in Progress on the Movement Area
and Precautions to be Taken

8.1 CONTROL 3) the RIT procedures to be used;

4) the safety precautions to be observed, the
8.1.1 The Airport Operations Section is responsible
maintenance of a listening watch and the use of
for co-ordinating work on the movement area and for
look-outs; and
dictating the safety requirements. Further guidance is
-
contained in the Alrporr Servtces Manual, Part 6 Control 5) the reporting procedure to be followed on
of Obstacles, Chapter 3. completion of work.

8.2 ROUTINE MAINTENANCE 8.3.2 At the conclusion of work, airport operations

staff, or other appropriate staff, should inspect the
8.2.1 Persons, or sections specially authorized in working area to ensure that it has been left in a
writing by airport operations, may enter active parts of the satisfactory condition.
movement area subject to clearance from air traffic
control or by the separate unit in charge of apron
management services as appropriate by R/T or telephone 8.4 MAJOR CONSTRUCTION/
for routine tasks such as light maintenance, grass cutting, MAINTENANCE WORK
etc. Ind~vidualscarrying out such duties must comply
with local rules concerning the control of vehicles on the 8.4.1 Liaison machinery. Before the commencement
manoeuvring area. of any substantial work on the movement area, liaison
machinery comprising representatives from the Airport
8.3 MINOR CONSTRUCTION/ Operations Department, Air Traffic Control, Airport
MAINTENANCE WORK Maintenance Department, and contractors' agents should
be established. The group should meet as often as
8.3.1 For minor work on active parts of the considered necessary to review progress and consider the
movement area a system of work permits should be need for any change in working practices to meet
established. The actual system employed at each airport operational requirements.
should be jointly agreed between alrport management and
air traffic control. The objectives of the work permit are to 8.4.2 Isolation of work area. As far as a practicable
ensure that: working areas should be blocked off from the active parts
of the movement area by the erectlon of physical barriers.
a) no work takes place on the active movement area
This is to both warn pilots and preclude work vehicles
without the knowledge of airport operations staff and
inadvertently straying onto the movement area. Any
air traffic control;
barriers must be marked for day use and adequately lit by
b) permitted times of work are strictly followed; and night. The l~ghtsof taxiways leading into working areas
must be permanently "off '. Guidance on the marking of
c) all individuals taklng part in the work are briefed in
unserviceable areas 1s conta~nedin Annex 14, Chapter 7.
detail on the following:
1) prense areas in whrch work may be done; 8.4.3 General working rules. Before work commences
agreement should he estahhshed on:
2) the routes to be followed to and from the
working area; a) the hours of work;
20
Part 8.- Airport Operational Services
Chapter 8 .Control of Work in Progress on the
Movement Area and Precautions to be Taken

h) the authorized routes - preferably these should be 8.4.5 Paved area cleanliness. Where contractors work
marked with contractor's signs. At critical points on or traverse aircraft pavement areas, these areas should
controls should be established. Where there is real be thoroughly inspected before they are opened again for
risk of conflict between aircraft and vehicles, control aircraft use, with particular attention to the presence of
points should be manned. At less critical points debris and the general cleanliness of the surface. Where
controls may be effected by lights or warning signs; aircraft are constantly using areas open M contractors,
inspection should be carried out at frequent intervals to
C) the communications facilities to be used. Where
ensure that the contractor has carried out any necessary
direct control of vehicles is required each vehicle
cleaning.
should either have R/T or be escorted by a suitably
equipped vehicle. In some circumstances it may be
8.4.6 Marking and lighting. Adequate marking
sufficient to have direct communications with
arrangements should be insisted on for crane jibs when
control points by R/T or by direct telephone lines to
extra conspicuity is considered desirable. If work is of
air traffic control;
prolonged duration a constant watch should be
d) the permitted heights of vehicles and equipment and maintained to ensure that the marking and lighting of
the limitations to be placed on operating heights of obstacles and unserviceahle areas does not degrade below
crane jibs; and acceptable limits. This is particularly important with
marking and lighting arrangements to indicate a displaced
e) any limitation to be placed on use of electrical
threshold.
equipment which might cause interference with
navigational facilities or aircraft communications.
8.4.7 m e c t on operations limits. The effect of tall
cranes on ILS and radar will need to be considered in
8.4.4 Safety. .Contractors should be warned in writing conjunction with those responsible for electronic landing
of possible hazards to personnel working on airports, in aids and steps taken to reduce limitations to the
particular the jet blast problem and noise. Where minimum. Construction equipment may have adverse
necessary, contractors should be briefed to provide look- effects on obstacle clearance limits and dominant obstacle
out men. A distinctive jacket must be worn at all times. allowances and these should be considered and the
This can be of the waistcoat variety coloured day-glow appropriate authorities consulted when working
red, reflective orange, or reflective yellow. arrangements are being planned.
 Chapter 9
Bird Hazard Reduction

9.1 INTRODUCTION C) liaison between the airport operator and other

parties;
9.1.1 The appropriate authority must take such
d) arranging for the services of a wildlife biologist;
action as is necessary to decrease the number of birds
constituting a hazard to aircraft operations by adopting e) training of operators;
measures for discouraging their presence on or in the
f) co-ordinating the activities of personnel concerned;
vicinity of an airport (Amex 14, 9.5).
g) co-ordinating the supply of hird-scaring materials;
9.1.2 Guidance on the method to be adopted to
h) warning pilots through air traffic control of the
assess the bird hazard and the organization necessary to
presence of bird concentrations;
deal with it, together with the methods which can be
employed, and procedures for reporting bud strikes are i) supervision of the reporting of hird strikes in
detailed in the Airport Services Manual, Part 3 -Bud accordance with national procedures;
Control and Reduction.
j) preparation of standing instructions; and
k) supervision of the maintenance of a wmprehensive
9.2 ORGANIZATION bird wntrol log.

9.2.1 The correct assessment of the problem will

indicate the scale of resources which require to be
deployed to reduce the hazard. At the very least, at a 9.3 CONCLUSION
minor airport, this will entail an alertness to the hazard
and an arrangement to wnvey information to the pilot. At 9.3.1 The effort to be devoted to bird control will be
the other extreme, at major airports, there will need to be related to the resources which can reasonably be provided
a co-ordinated organization with clearly defined functions at individual airports and will take account of the extent
and wmprehensive equipment. to which a local hazard has been identified.

9.2.2 Whatever the scale of organization adopted, a 9.3.2 Bird dispersal arrangements must, however,
senior member of staff should be made responsible for cover all hours of operation of the airport, including night
the following functions as far as they are applicable: hours.
a) the collection and recording of information on bird
concentrations and movement patterns;
9.3.3 Where hird dispersal techniques are employed
b) an appraisal of the bird strike rate and an assessment it is essential to realize that persistence is necessary in
of the local risk; many cases to achieve the degree of control required.
 Chapter 10
Apron Management and Apron Safety

10.1 INTRODUCTION arrival times, landings and take-offs. The apron

management unit may also provide a marshalling service
10.1.1 The Air Traffic Control Service at an and a leader van service.
aerodrome extends throughout the manoeuvring area,
but no specific instructions relating to such a service 10.2.3 The unit staff will be responsible for the
cover the apron. Therefore an apron management service maintenance of discipline and compliance with
is required to regulate the activities and the movement of regulations relating to the control of vehicles, as laid
aircraft and vehicles on the apron (Annex 14, 9.6). down by the Airport Authority or operating company.

10.1.2 There are a variety of different approaches

.. to
apron management service which have been developed
and which can, depending on the particular condition, 10.3 MANAGEMENT BY AERODROME
accommodate the requirements of the aerodrome. AUTHORITY OR OPERATING COMPANY

10.3.1 Some aerodromes have found that a preferred

10.1.3 Apron managementservices may be provided system of operating aprons has been to set up a traffic
by the aerodrome traffic service unit, by a unit set UP by management control procedure in which a single unit
the aerodrome authority, by the operator in the case of a takes over the responsibility for aircraft and vehicles at a
company terminal, or by co-ordinated control between pre-determined hand-over point between the apron and
ATS and the aerodrome authority or operating company. the manoeuvring area. This unit will then assume
responsibilities for monitoring and co-ordinating all
aircraft traffic on the apron, issuing verbal advisory
information on an agreed radio frequency and monitoring
10.2 CO-ORDINATED MANAGEMENT all apron vehicle traffic, and other apron activities, in
order to advise aircraft of potential hazards within the
10.2.1 One form of the co-ordinated apron apron area. By arrangement with the airport ATS unit,
management service is where radio control of aircraft start-up and taxi clearances will be given to departing
requiring start-up or push-back clearance on the apron is aircraft to the hand-over point where the ATS unit
vested in the Air Traffic Control Service Unit, and the assumes responsibility.
control of vehicles is the responsibility of the airport
authority or the operator. At these airpor~s,instructions
to aircraft are given on the understanding that safe
separation between the aircraft and vehicles not under 10.4 GENERAL
radio control is not included in the instruction.
10.4.1 Whichever method of operating an apron
10.2.2 The Apron Management Unit provided by the management service is provided, the need for close
Airport Authority or operator maintains close liaison between the Aerodrome Authority, aircraft
communication with the Air Traffic Control Service Unit, operator and ATS is paramount. Stand allocation, aircraft
and is responsible for aircraft stand allocation, arrival or departure time, start-up clearances,
dissemination of movement information to aircraft dissemination of information to operators, notification of
operators by monitoring ATC frequencies, and by work in progress and non-availability of facilities, security
updating basic information continuously on aircraft arrangements and the availability of safety services, are
23
 Aimort Services Manual

all items of vital importance to both ATS and the 10.5.3 Marshalling service
Aerodrome Authority. The operational efficiency and
safety of whichever system is adopted, depends very 10.5.3.1 An airport mashaliing service should be
largely upon this close co-operation. provided where self-help guidance systems do not exist or
are unserviceabie and where guidance to aircraft parking
is required to avoid a safety hazard or to make the most
efficient use of available parking space. Proper training
10.5 APRON MANAGEMENT FUNCTIONS arrangements should exist for marshallers and only those
whohave demonstrated satisfactory competence should
10.5.1 Aircrqff stand allocation be permitted to marshal aircraft. Where airport
marshalling is provided, comprehensive instructions
10.5.1.1 Overall responsibility for aircraft stand should be written for marshallers including:
allocation should be retained by the airport operator
although for operational convenience and efficiency a a) the absolute necessity for using only authorized
system of preferred user stands may he established. signals. (Copies of these should be displayed at
Instructions should clearly state which stands may be suitable points),
used by which aircraft or groups of aircraft. Where
b) the need to ensure that the stand to be used is clear
considered desirable, a preferred order of use of stands of fixed and mobile obstructions;
should be laid down. Apron control staff should be given
clear guidance on the stand occupancy times to be C) the circumstances in which single man marshalling
permitted and the steps to be taken to achieve compliance may be used and the occasions when assistance of
with the rules. wingtip men should be employed; and
d) the action to be taken in the event of aircraft damage
10.5.2 AircraJi parkingldocking occurring during marshalling.
guidance system
A distinctive jacket must be worn at all times. This can be
10.5.2.1 The apron guidance system provided will of the waistcoat variety coloured day-glow red, reflective
depend upon the accuracy of parking required and the orange, or reflective yellow. A badly executed aircraft
type of aircraft operating. The simplest form of stand manoeuvre could lead to the need for use of excessive
guidance where precise accuracy is not required will engine power for corrective action, with consequent risk
comprise stand identification and centre line paint of injury or damage from blast. If necessary, aircraft in
markings with an arrow to indicate the position in which these situat~onsshould be signalled to close down engines
the aircraft should be brought to rest. This system will be and re-positioning carried out by tractor.
suitable for nose-in parking where the aircraft does not
have to mate with a loading bridge and hydrant refuelling
is not in use. Paint markings must be maintained in a 10.5.4 Leader vnn service
clean condition to ensure maximum visibility. Where 10.5.4.1 At airports where ground guidance (follow-
frequent night movements take place centre line paint
me) vehicles are in use, local orders should ensure that
markings will be supplemented by centre line lighting. drivers are suitably trained in RIT procedures, visual
These will comprise omni-directional fittings with a
signals, taxiing speeds and the correct aircraftlvehicle
yellow filter. Switching for stand centre line lighting will
spacings.
either be locally controlled or at the centralized apron
control room. Stand centre line lighting should be
inspected weekly to ensure replacement of lamp failures
where necessary. Where a nose-in stand is equipped with 10.6 APRON SAFETY
a loading bridge, precision parking is required to mate
aircraft with the loading bridge. In such cases, a visual 10.6.1 Blasrprecautions
docking guidance system will be used. For further
guidance on such systems see the Aerodrome Design 10.6.1.1 All apron users should be made aware of the
Manual, Part 4, Chapter 8. Should these systems be hazards arising from jet efluxes and propeller
unserviceable it will be necessary either to marshal slipstreams. Where necessary apron design will have
aircraft onto stands where loading bridges are provided, incorporated blast fences and the best use must be made
or to park aircraft short of the loading bridge to ensure of these to protect equipment. All vehicles and wheeled
safety clearances are maintained. equipment must be left properly braked and, where
Part 6. - Alrporf Operational Services
Cl~apter10.-- Apron Management and Apron Safety

appropriate, on jacks to minimize the risk of movement on precautionary measures to be taken while fuelling
when subjected to jet blast or propeller slipstream. operations are carried out is contained in the Airport
Particular care must be exercised with apron equipment -
Services Manual, Part 1 Rescue and Fire Fighting.
having a large flat side surface area. Litter or rubbish can
constitute a risk when acted on by blast and it is thus 10.6.3 Apron sweeping
necessary to ensure that aprons are kept clean.
Responsibility for the marshalling of passengers across 10.6.3.1 The cleanliness of paved areas is vital to
aprons rests with the airline or its agent. However, airport prevent foreign object damage (FOD) to the engines of
staff should be aware of the risk to passengers on aprons taxiing aircraft. A regular programme should be instituted
from jet blast and should be prepared to give warning for the mechanical sweeping of aprons and taxiways so
where this seems necessary. that in a given period of time all the operational paved
areas where aircraft taxi or park will have been swept. In
10.6.2 Aircraft refueling addition, sweeping should be available "on request" to
deal with those areas on which loose material has
10.6.2.1 Airlines and fuel companies are responsible accumulated since the last regular sweeping and which
for the observance of safety procedures during the represent a hazard to aircraft. It is unlikely that there will
fuelling of aircraft. All personnel working on aprons be any requirement to sweep the runway on a regular
should, however, be made aware of the major safety basis unless the airfield is located in a dusty or sandy area.
precautions and should repor1 any apparent breach to the
person in charge of the fuelling operations, the fuelling 10.6.4 Apron cleaning
overseer, The main points to be observed are:
10.6.4.1 At regular intervals, aircraft stands should
a) no smoking or naked lights within the fuelling zone;
be withdrawn from service and scrubbed with a chemical
b) auxiliary power units and ground power units shall solvent to remove oil, grease and rubber marks. This is
not be started during the fuelling operation; also required prior to repainting stand markings. The
solvent may be applied from a bowser using spray booms
C) a clear exit path maintained to and from the aircraft and the stand is then scrubbed using a mechanical rotary
to allow the quick removal of fuelling equipment and
brush. It is important that the stand being scrubbed
persons in an emergency;
should not be used by aircraft during the. scrubbing
d ) aircraft and supply sources shall be correctly bonded operation.
and the correct earthing procedures employed;
e) fire extinguishers of a suitable type should be readily
available; and 10.7 DIVERSIONS
f) fuel spillage should he immediately brought to the
10.7.1 Contigency arrangements should be made at
attention of the fuelling overseer. Detailed
each airport to deal with the possibility of apron
instructions should be laid down for dealing with fuel
congestion due to a large influx of diverted aircraft. These
spillage.
arrangements should include the setting up of a liaison
When necessary, aircraft fuelling companies should be committee of all parties concerned to enable quick
given iilstructions with respect to the acceptable decisions to be made. Warning arrangements should be
positioning of vehicles relative to the aircraft to ensure made to alert operators to any approaching saturation of
that taxing clearance limits are not infringed. Guidance apron or terminal facilities.
 Chapter l l
Control of Ground Noise

11.1 INTRODUCTION e) sound ~nsulat~on of property adjo~nlngthe alrport, or

the purchase of such property.
11 1.1 Ground notse can be a severe nuisance to
residents in the vicinity of an airport, particularly at night,
as well as to passengers and airport employees. If the 11.1.6 Methods of alleviating the disturbance caused
nuisance remains unchecked it can lead to a total ban o n by ground noise are in to ".'.
operations by way of curfew or to the lesser restriction of
air services. 11.1.7 Regardless of the legal responsibility, the
airport operator will seek to live in harmony with
communities adjoining the airport, and to take such
11.1.2 The limitation of aircraft airborne noise by
action as is justified to maintain a balance of interests
certification also leads to an improvement in the ground
between those communities and the needs of the airport.
noise situation, hut the regulation of ground noise is not
amenable to international standards and local action is
often necessary to contain the problem.

11.2 REVERSE THRUST

11.1.23 The res~onsibiiitv for control of the noise
from aircraft will be determined by national legislation.
11.2.1 The use of reverse thrust after landing
At one extreme the airport operator may have no
improves safety margins by providing a retardation
responsibility, and at the other total responsibility.
largely independent of runway surrace conditions. Its use
also increases runway capacity. The full value of reverse
thrust however is only realized at high engine thrust and
11.1.4 The problem is divided between: this surge of power, particularly during the evening and
a) air noise; and night, or in a period when there are no take-offs
dominating the noise environment, may create a noise
b) ground noise. problem.

11.1.5 Measures to minimize air noise include: 11.2.2 Because of the safety considerations it is not
possible to ban the use of this technique. I n practice,
a) use of quieter aircraft to Standards laid down by
however, it is often possible to balance the safety aspect
national or international noise certification
in terms of the actual runway length available rather than
procedures;
in terms of a shorter length required by an aircraft
b) operating procedures designed to reduce the noise on operating near to its limits of performance capability.
the ground. These may be enforced by a n o s e Consequently, on long runways the selection of idle
monitoring- system;
. rather than full reverse thrust w~llsignificantly reduce the
noise, whilst ensuring lhat the system is immediately
C) operating restrictions to regulate the type of aircraft
available in case an emergency develops. It is therefore
permitted' the numbers and lhe Of quite proper for an ,airport to request that aircraft
airport operation;
operators restrict the use of reverse thrust whenever
d) land-use planning; and safety considerations permit.
26
Part 8.- Airport Operational Services
Chapter 1 I.- Control of Ground Noise

11.3 AUXILIARY POWER UNITS 11.6.2 At airports with local communities and where
regular engine maintenance takes place, it is normal to
11 3.1 The aux~lrary power unit (APU) provides install some form of suppressor appropriate to the type of
electric power independent of the airport for certain aircraft involved. These can achieve a reduction of up to
aircraft services when the main engines are not running. 30 dB, although the improvement is usually less.
Its use is required dur~ngcertain maintenance processes Whatever type of suppressor is provided they are
as well as before and after flight. expensive installations and their construction can
normally be justified only at engineering base airport.
11.3.2 The noise problem created by APUs is
confined principally to airport workers and passengers in
the apron area but, particularly at night, may also lead to 11.6.3 Restriction on ground runs. At airports where
complaints from neighbouring communities. noise suppression equipment is not available, it is still
possible to limit the noise nuisance from ground running
11.3.3 According to the extent of the nuisance an by controlling the location on the airport where it takes
airport authority may choose to restrict the length of time place, its duration and type of run-up and the times when
that APUs are permitted to run after an aircraft arrives on it is permitted.
the stand and prior to its departure. In extreme cases, it
may be necessary to forbid the use of APUs altogether at
sensitive locations during the night.
11.6.3.1 Location. The most important factors are the
distance to nearby communities and the wind direction.
The transmission of ground noise is clearly dependent on
the distance between the source and the recipient, but
11.4 FIXED GROUND POWER wind direction is also an important consideration. It is
therefore useful to select a location downwind of the
11.4.1 Fixed ground power provides an alternative to noise sensitive areas.
the use of auxiliary or ground power units, both of which
produce high noise levels.
11.6.3.2 Shielding. It may also be helpful to use the
shielding effect provided by a large hangar or natural
feature. The closer the aircraft is to the structure or
11.5 AIRCRAFT TAXIING NOISE feature, the higher will be the attenuation. Use of this
technique, however, must include consideration of
11.5.1 A marginal improvement to the noise employees who may be working in and around the
environment of residents in the near vicinity of an airport hangar.
can he achieved by a limitation on the number of engines
employed during taxiing, particularly the high engine on
tri-jet aircraft. Use of tractors for the positioning of 11.6.3.3 Aircraf? heading. The noise pattern
aircraft may also lead to an improvement during generated around an aircraft varies from one type to
otherwise quiet hours. another, but generally the maximum noise occurs on
either side of the tail at about an angle of 45 degrees. It
can therefore be advantageous to select the aircraft
heading in relationship to local communities. An
11.6 ENGINE RUNNING FOR overriding factor, however, is the wind direction, as some
MAINTENANCE PURPOSES engine types are sensitive to cross and tail winds. This is
particularly true of high bypass ratio engines.
11.6.1 Modern aircraft engines require less regular
routine maintenance ground running than was previously
the case. It is, however, a necessary function of airline 11.6.3.4 Type of run and duration. Some ground runs
activity, particularly at their home base, and when it is can be completed satisfactorily without the use of
required it may well occur during the night. It is maximum thrust. It may be necessary therefore to specify
potentially the most serious source of ground noise the permitted thrust and also the duration for which it
annoyance. may be employed.
 1 1 6 S The. If eqrduyment of of foregoing possible a times when other Ttivitics are at a peak, such
methods &S slot M u a ground n o i s b&w the level at as the busy times For air trsffic snd during rush trour
which diswbance is caused in local mmmunities, it may periods when road and rail transport w at its bus~est.
be necessary O further mntain the problem by impming Additioiully, it may be nemssary to restrict ground
restrictions on the time when testing can be carried out. running during the night, during the evening and durihg
Concentration of ground running activities may be weekends.
 Chapter 12
Airport Zoning and Obstacle Clearance

12.1 INTRODUCTION map: the take-off climb surface, approach surface,

transitional surface, inner horizontal surface, conical
12.1.1 The purpose of zoning is to ensure that surface and outer horizontal surface (where provided).
development does not occur which would be prejudicial to
the continued operation of the airport. Detailed guidance 12.3.2 Annex I4 requires that all existing objects
on this subject is included in the Airport Services Manual, penetrating the approach, transitional, take-off climb,
Part 6 - Control of Obstacles. inner horizontal and conical surfaces should as far as
practical be removed, except when in the opinion of the
12.2 ZONING RESPONSIBILITY appropriate authority they are shielded by existing
immovable objects. Detailed requirements concerning
12.2.1 Responsibility for zoning is frequently vested marking and lighting of obstacles are contained in
in the national department responsible for the control of Annex 14, Chapter 6.
civil aviation. To give effect to this a zoning map is
prepared for the guidance of the responsible local 12.4 OBSTACLE-FREE ZONE
authority. The zoning- map is a compnsite relating- all
zoning criteria to the ground level around the airport. It
12.4.1 The obstacle free zone, also specified in
covers not only the Annex 14 obstacle limitation surfaces Annex 14, is made up of the inner approach surface,
hut also the radar and ILS zoning criteria, etc. and any inner transitional surface and balked surface,
local zoning ordinances which may be applicable. These additional surfaces are established to protect
aircraft near the runway from fzed or mobile obstacles
12'2'2 The *p shows the height above which new during Category I, and approaches any Sub-
construction near the airport may interfere with its use. It
sequent balked
also defines the area within which the siting of gravel pits,
refuse dumps, sewage outfalls and other features
attractive to birds may he subject to restriction in the 12.5 PLANE OF APPROACH
interests of aviat~onsafety. LIGHTING SYSTEM
12.2.3 it is common practice for architects, 12.5.1 This is established to prevent the lights of the
consultants and local authorities to refer proposals or approach lighting system being obscured. Ideally no
planning applications at or close to airports to the airport object should penetrate the plane. For further guidance
for comment. Opposition to the proposal generally takes on this issue see Annex 14, Attachment A.
the form of suggesting height limits where the height
limits specified on the zoning map are violated, but other
local factors could also lead to an objection. For example, 12.6 AERODROME OBSTRUCTION CHART
one could object to rubbish dumps, gravel extraction and
in-filling on the grounds of increased bird activity andfor
-
TYPE "A"
smoke affecting operations at an airport. 12.6.1 The Aerodrome Obstruction Chart - Type
"A" represents a profile of the take-off obstruction
12.3 OBSTACLE LIMITATION SURFACES environment on departure from a specific runway. The
basic slope shown on the chart is 1 per cent, i.e. half that
12.3.1 Of the Annex 14 obstacle limitation surfaces of the protected Annex 14 take-off surface established for
the following are the essential elements of any zoning a runway intended for use by large aircraft.
 Airport Services Manual

12.6.2 Although objects may penetrate t b 1per cent ensured by raising the obstacle d w a n c e limit. This
slope, there is no requirement to remove any which are can have an adverse effect on the regularity of
beneath Annex 14 take-off climb surface. However, all operations;
objects shown are accountable in the calculation of the
b) the transitional surfaces are adjacent to the runway
aircraft take-off performance and in some instances may
strip and approach surface and penetration by an
affect the payload of a particular departing aircraft. The
obstacle results in a reduchon in the clearance
extent of this limitation depends on individual
available whilst carrying out an approach to land or
circumstances, but it is possible to significantly reduce the
during a missed approach procedure. Hence, such
payload penalty by judicious obstacle removal close to the
obstacles may have an adverse effect on the obstacle
airport. Conversely, it may be that an obstacle several
clearance limit altitudelheight,
kilometers from the airport is the limiting factor.
C) the take-off climb surface is critical to this particular
12.6.3 Obstacle removal to improve the Aerodrome phase of flight. However, certification criteria require
Obstruction Chart - Type "A" obstacle profile should that all aircraft can climb out over all obstacles by a
he based on a clear understanding of the performance minimum specified margin, even in the event of an
requirements of the aircraft in regular use at the airport, engine failure. Therefore, objects which penetrate
or those proposed to be brought into use. this surface do not represent a degradation of safety
standards. However, they may impose payload
penalties on operations from that runway;
12.7 OBSTACLE REMOVAL d) the inner horizontal surface is more significant for
VFR operations. It does not usually represent a
12.7.1 When considering obstacle removal the critically limiting surface around a large airport
following must not be overlooked: handling IFR traffic, except in so far as it extends
beneath the approach surface; and
a) objects which penetrate the approach surface are
critical since they represent an erosion of the e) the conical surface represents the obstacle limiting
clearance between the approach path, usually 3O, and surface some distance from an airpart. It is often not
fixed or mobile obstacles on the ground. The safe practical to remove obstacles which penetrate this
operation of aircraft on an approach where the surface, although it does usually provide a limit to
approach surface is significantly obstructed is new construction.
 Chapter 13
Aircraft Accidents/Incidents

13.1 INTRODUCTION Investigation Authority is usually vested in air traffic

control, but airport staff should co-operate as much as
13.1.1 An accident is an occurrence associated with possible in the process.
the operation of an aircraft which takes place between the
time any person boards the aircraft with the intention of 13.3.2 Other mctdents. In addition to the official
flight until such time as all such persons have reporting procedure described above, airport operations
disembarked, in which: staff should report any other incidents which are
- a person is fatally or seriously injured;
considered to be of operational significance.

- the aircraft sustains damage or structural failure; or

- the aircraft is missing or is completely inaccessible.
13.4 POST-EMERGENCY PROCEDURES
13.1.2 An incident is an occurrence other than an
accident associated with the operation of an aircraft which 13.4.1 NOTAM action
affects or could affect the safety of operation. Further
details on the explanation of the terms "accident" and 13.4.1.1 Where an accident or incident is likely to
"incident" are included in Annex 13. result in any interference with aircraft operation,
immediate Class I NOTAM action should be taken. If the
runway strip, stopway or clearway is obstructed,
13.2 AIRPORT EMERGENCY PLANNING
operations on the runway affected should be notified as
suspended pending examination of the situation.
13.2.1 In the event of an aircraft accident the
primary consideration is to save lives. In order that this
13.4.1.2 The location and effective height of any
may be accomplished expeditiously it is necessary to plan
crashed or disabled aircraft should be determined as
the action to be taken in advance and publish orders
quickly and accurately as possible. Where this establishes
which clearly denote the respons~bilityof the various
that none of the safeguarded surfaces or areas are
emergency services involved in the rescue.
infringed, the runway may be notified as available for
operation with any cautionary advice considered
13.2.2 Each airport should draw up an emergency
necessary.
plan containing a comprehensive set of procedures
detailing the action to be taken for all degrees of aircraft
13.4.1.3 Where safeguarded surfaces and areas are
emergencies. These procedures should be approved by
infringed by a crashed or disabled aircraft, consideration
the airport, off airport and other appropriate authorities as
must be given to the possibility of operating the runway
necessary.
with reduced distances. The distances to be offered will
be determined in practice by the need to achieve
13.2.3 Guidance on the preparation and content of
satisfactorily marked and lighted thresholds and runway
the emergency plan is given in Chapter 15 of this manual.
ends. It may be necessary to restrict a runway to take-offs
or landings only.
13.3 REPORTING PROCEDURES
13.4.1.4 Close liaison must be maintained with air
13.3.1 Notifable accidents. Responsibility for official traffic control in the preparation and dispatch of
reporting of notifiable accidents to the Accident NOTAM.
31
 Airport Services Manual

13.4.L.S A list should be prepared and constantly 13.4.2.3 Approach lighting. Where thresholds are
updated of all persons m aulines and other ageneles with temporarily displaced the continued use of approach
whom contact may need to be made lighting systems is open to considerable doubt. Where the
displacement is small (less than 150 m) continued use
13.4.2 Marking and lighting for temporarily revised may be acceptable if free standing approach lights of
distances. The arbiter of what is acceptable in the form of appropriate intensity can be provided to extend the centre
temporary runway marking and lighting is the appropriate line up to the temporary threshold.
national authority. Airports should discuss contingency
arrangements with their local national office and seek
provisional approval for them. 13.4.2.4 Runway edge and centre line lights. Runway
centre line and edge lights in closed sections should be
13.4.2.1 Thresholds. Temporary threshold lighting extinguished.
may be provided by temporary wing bars. VASI light
units may be used for threshold indication if green filters
13.4.2.5 Touchdown zone lighting. Where thresholds
are available. The normal threshold lights must be
are displaced, the appropriate touchdown zone lighting
extinguished. For temporary displacements of thresholds
should be extinguished.
of less than 24 or 48 hours, the standard runway markings
may not be a practical proposition. It may be acceptable to
mark the temporarily closed lengths of runway with 13.4.2.6 Visual approach slope indicators. These
portable "cross" markings. should be extinguished when thresholds are temporarily
displaced.
13.4.2.2 Runway ends. Runway ends may be
indicated by portable battery powered lights with red
filters or by prefabricated "plug in" light sets. Closed 13.4.3 Radio navigation aids. Before any displaced
marking, i.e. a whitecross (Amex 14, F i u r e 7.1) should threshold is implemented, a confirmatory check should
be displayed on the section of runway not available be made that the ILS glide path for the runway concerned
beyond the temporary runway end. has been taken out of service.
 Chapter 14
Removal of Disabled Aircraft

14.1 LEGAL CONSIDERATIONS 14.3 DIVISION OF RESPONSIBILITIES

14.1.l Accident investigation. The Accident 14.3.1 Airport operations should co-ordinate the
Investigation Authority must be notified of any accident. aircraft removal operation and an officer should be
Responsibility for notification is normally delegated to designated for this purpose. His telephoneftelex number
ATC. No crashed aircraft or wreckage shall be moved should be made available on request to aircraft operators.
until clearance has been received from the Accident
Investigation Authority unless it constitutes an
obstruction to the public or to air navigation or to other 14.3.2 The task of moving the aircraft is the
transport. These exceptions must be considered responsibility of the aircraft owner or operator.
conservatively and the general rule about not moving
wreckage should apply unless a definite hazard exists.
The alternative of divertinn aircraft is acce~table.As 14.3.3 Each operator using the airport should
stated in 13,5,1,3, operations-can often be continued with nominate a person or organization authorized to act on
his behalf in this respect prior to the commencement of
reduced distances.
flight operations into the airport.

14.1.2 Insurance aspects. The aircraft is the property

o f the aircraft operator and his insurers. A claim for
damages could follow an attempt to move a crashed
14.4 RECORD OF OPERATION
aircraft if it can be proven the act of moving has
exacerbated the damage. Therefore, the invariable rule is
14.4.1 A detailed log of the aircraft removal
that only the aircraft owner, operator or his appointed
operation should be maintained supplemented by
representatives should control the aircraft removal
photographs if possible.
operation.

14.1.3 Customs and immigration requirements. Both

customs and immigration clearance may he required 14.5 DISABLED AIRCRAFT REMOVAL PLAN
before aircraft removal operations are commenced.
14.5.1 Each airport should draw up a comprehensive
14.1.4 Guidance on removal of a disabled aircraft plan for the removal of a disabled aircraft. In addition to
including recovery equipment is given in the Airport covering and amplifying the points above, the plan should
-
Services Manual, Part 5 Removal of Disabled Aircraft. deal with the following:

a) a list of equipment available on or in the vicinity of

14.2 CAPABILITY FOR AIRCRAFT REMOVAL the airport;

14.2.1 Information concerning the capability to b) a list of additional equipment available from other
remove an aircraft on or adjacent to the movement area airports on request;
should be made available. This information may he
expressed in terms of the largest type of aircraft which the c) a list of nominated agents acting on behalf of each
airport is equipped to remove (Annex 14, 2.10). operator at the airport;
34 Airport Services Manual

d) a statement of the airl~nearrangements for the use of 14.6 COMMUNICATIONS

pooled specialist equipment; and
14.6.1 A mobile off~ceshould he. available for the
alrcraft removal operation. Adequate communication
e) a list of local contractors (with names and telephone system linking this office with the Aii Traffic Services
numbers) able to supply heavy removal equipment Unit should he. prov~ded, particularly if the removal
on hue. operation interferes m any way with flight operations.
 Chapter 15
The Airport Emergency Plan

15.1 INTRODUCTION Nevertheless, a basic set of procedures, interpreted and

applied in a common-sense manner to a given situation,
15.1.1 An airport emergency plan should be can ensure that lives are saved and the injured removed
prepared to indicate the responsibilities of as well as the to receive medical care in the shortest possible time.
actions to be taken by agencies which could be of
assistance in responding to an emergency. The plan 15.2.3 The plan should set out in sequence the
should serve as a guide to internal and external agencies arrangements for the calling of the airport rescue and fire
(services) who have a part to play, especially local fire fighting services as well as police, ambulance, hospitals,
departments, police, ambulance services, hospitals and medical services and fire departments to aircraft accidents
medical unlts in the event of an aircraft accident on or both ON and OFF the airport. Air traffic control wilt
near the airport. It is imperative that the airport authority generally be the originator when the plan is used in that
arrange mutual aid emergency arrangements with they will alert the airport rescue and fire service, in the
surrounding communities. event of an aircraft accident or other aircraft emergency.
The airport telephone exchange will normally play a key
15.1.2 No emergency plan can be completely part in passing on to external and internal participants the
comprehensive andeveryone who has a part to play in the air traffic control message.
event of an aircraft accident occurring at the airport
should ensure they are fully conversant with the details of
15.2.4 Local rue departments and other external
the plan as they are expected to interpret these as events
emergency services should be alerted within a
dictate. communications network that ensures the air traffic
control message is received as soon as possible so that an
15.1.3 Detiuled guidance on the preparation of the immediate response can be forthcoming by all.
emergency plan, the agencies involved and then role and
responsibtl~ty for the different types of emergency 15.2.5 The need to consider "on-site" care and to
together w ~ t hrelated subjects are given in the Alrporr establish a command post as soon as possible should be
Sernces Manual, Part 7 - Airport Emergency Planning.
included in the plan. The availability of a readily
identifiable (day and night) command post vehicle
equipped with four wheel drive to enhance its capability
of reaching an accident site in the minimum time is
15.2 PURPOSE necessary. The command post vehicle sbould carry all the
necessary communication equipment that will be required
15.2.1 The purpose of an emergency plan is to set out on site. The command post vehicle should become the
procedures to alert the various emergency services, both focal point so that all the efforts of airport and externally
ON and OFF the airport, and to co-ordinate their based emergency services are co-ordinated to enhance
activiues in the event of an aircraft accident or emergency command, communications and co-ordination.
situation occurring. The plan should set out in detail the
responsibilities of all the emergency organizations as to 15.2.6 Consideration should be given to the
their role in response and participation in an aircraft provision of a fixed emergency operations centre for use
accident both ON and OFF the airport. during an emergency. This centre should be a part of the
airport facilities and should be responsible for the overall
15.2.2 No emergency plan can cover every situation, co-ordination and general direction of the response to an
as no two incidents will follow the same pattern. emergency.
36 Airport Services Manual

15.2.7 Stakes and lines to allow the accident site to be on maps, copies of which should be held by both the local
fenced off should be available. Consideration should also authority fire servlce and the airport fire service.
be given to the provision of one or more portable tents
that can be easily erected and used to provide succor to 15.4.6 The boundary of this area will be influenced
the injured. by the existence of both man-made (e.g. railways) and
natural (e.g. rivers) barriers and the availability of
crossings. Thus at some locatrons the boundary may be
15.3 RESPONSIBILITY only two or three kilometres from the airport boundary.
In other instances it may extend to approximately eight
15.3.1 Normally, the officer-in-charge of the airport kilometres from the centre of the airport.
rescue and fire service will be the first person in
command of the emergency services. He should establish 15.4.7 Where an aircraft accident occurs more than
radio communications with air traffic control as soon as about eight kilometres from the airport, the airport rescue
possible. Prior agreement between the airport rescue and and fue fighting services will not normally respond unless
fire fighting services and the lo~alfire department as to requested to do so.
who is to command the combined rescue and fire fighting
operations should be written into the airport emergency 15.4.8 Normally externally based emergency
plan under the mutual aid emergency agreement. services, when responding to an aircraft accident or
emergency on the airport, should report to a designated
rendezvous point(s). Escort vehicles provided by the
airport authority should be awaiting their arrival and after
15.4 RESPONSE obtaining the necessary clearances by radio from air
traffic control should escort the externally based services
15.4.1 The degree of response by the airport and to the scene of the accident or a staging area, as
exter,nally based emergency services will be governed by appropriate.
the category of the emergency and the location of the
accidentlincident. The predetermined response of the 15.4.9 in the case of an aircraft emergency where
externally based emergency services to an aircraft rescue and fire fighting vehicles have taken up
accident should be prearranged in the mutual aid predetermined standby pos~tionsfor a landing aircraft,
emergency agreement. the externally hased emergency services should normally
remain at the designated "stagtng area" unless "called
15.4.2 Aircraft acctdents and Incidents are normally forward". In such circumstances they should only
assoctated wtth the take-off andlor landlng of an aircraft proceed onto the manoeuvrrng area under escort.
on the alrport or in the area rmmediately adjacent to the
airport perimeter. The airport emergency plan will be
Implemented when an aircraft accident occurs, be tt on or
off the airport 15.5 MAPS

15.4.3 A full attendance will be made by the atrport 15.5.1 Two grid maps should he provided. One, the
rescue and fire fighting services to aircraft accidents and airport internal map, should depict all relevant airport
incidents which occur on the airport and in the vicinity of details including taxiways, access roads, water supplies,
the airport and the senior fire officer will be in charge. staging areas and rendezvous points. The second, an
This is sometimes referred to as the full response area. airport external map should show in detail the perimeter
of the airport, surrounding communities, access roads,
15.4.4 When an aircraft accident occurs outside the stretches of water or swampy areas, rendezvous points,
perimeter fence this is known as an "off-airport" etc., up to approximately eight kilometres from the
accident and the degree of response by the airport rescue airport. It is essential that all airport and externally based
and fire fighting services will depend on the distance that emergency sewices, including fire, police, ambulances,
the accident slte is from the airport. medical and hospital authorities, have copies of both grid
maps. It is important that grid maps do not conflict, and
15.4.5 The extent of the area outside the airport that the external maps give details of medical facilities
attended by the airport fire service and the level of the and availahilit)~of hospital beds in the area. Both grid
response should be discussed and agreed with the local maps should be included as appendices to the emergency
authorities. The boundary of this area should be marked plan and should show date of revision.
Part 8.- Airport Operational Services
Chapter 15.- The Airport Emergency Plan

15.6 ACCESS ROADS 15.7.2 Local fire departments, police, ambulance and
medical services should respond to the airport with
15.6.1 Emergency access roads in the vicinity of the predetermined attendances, these being decided by the
runway extremities should be shown on the grid maps degree or type of emergency declared.
and the topography of these roads should be a feature of
the local training programme.
15.8 EXERCISES
15.6.2 Where an airport is fenced with access gates,
the keys for these gates should be carried on all airport 15.8.1 Procedures should be established for testing
rescue and fire vehicles as well as on police and local fire the plan and reviewing the results to allow for
and ambulance vehicles. improvements to enhance its effectiveness. The response
of internal and external emergency services and
communications aspect. should be tested and reviewed at
15.7 GENERAL intervals not exceeding one year.

15.7.1 Airports which have an expanse of water in 15.8.2 Liaison between the services provided on the
lakes, rivers or swamps on their boundary should have airport and those of responding local authorities should
detailed emergency plans to cope with an aircraft accident he fully tested during familiarization training and
occurring in these locations. combined exercises.
 Chapter 16
Medical Services

16.1 INTRODUCTION 16.2.5 rhose individuals with minor injuries should

be seen at the reception centre and treated either by
16.1.l Medical services may be an integral part of the doctors, nursing staff or personnel qualified in first aid.
airport services; particularly ambulance service is in many Minor injury includes nervous traumatism and/or smoke
cases part of the airport rescue and fire fighting service. If inhalation, where pertinent.
medical and ambulance services are not provided by the
airport authority, arrangements should be made with
local services to ensure rapid response to an emergency. 16.3 IDENTIFICATION OF EMERGENCY
SERVICE PERSONNEL
16.1.2 Additional guidance on these and related 16.3.1 There will be great confusion at the scene of
matters is given in the A~rportServices Manuat Part 7 - the incident caused by the flashing coloured lights and the
Airport Emergency Planning. headlamps of the numerous vehicles, together with the
large numbers of staff who will be wearing similar
protective clothing. Therefore, it is essential that the
emergency service personnel are readily identifiable.
16.2 HANDLING OF CASUALTIES
16.3.2 Arriving medical services should report to the
16.2.1 Immediate evacuation of casualties will be nominated rendezvous point from where they will be
carried out by the rescue and fire fighting services and the called forward by the on-scene commander as necessary.
casualties moved to an area of immediate safety. Furthermore, all staff and vehicles arriving at the scene
should make themselves known to the on-scene
16.2.2 The seriously injured should be moved to an commander or his representative m order to prevent the
area nominated by the on-scene commander. This then scene of the incident getting blocked up with vehicles and
becomes the casualty collection area. The site has to be manpower.
decided with regard to the numbers of casualties
involved, traffic flow, accessibility, available emergency
vehicles, staff and equipment. 16.4 COMMUNICATIONS

16.2.3 To ensure tbat lives are not lost unnecessarily 16.4.1 The overall casualty evacuation procedure will
and injuries are not aggravated, it is essential tbat be co-ordinated by the on-scene commander. It is
attention by trained personnel be provided prior to essential, however, that the medical services have a co-
removal of survivors of an accident to more appropriate ordinated communications and response procedure. The
facilities. medical co-ordinator will be responsible for the control of
the injured at the scene but he must co-ordinate the
16.2.4 Those with minor injuries and the uninjured dispatch of casualties to hospitals with the transportation
should be quickly moved from the scene to a designated officer.
holding area. Their evacuation can be aided by any
suitable means of transport, e.g. coaches, vans, w s , 16.5 PROTECTION FROM THE WEATHER
readily available at the scene. The speed of this aspect
obviously depends upon the numbers involved, the 16.5.1 Some form of temporary shelter should bc
prevailing weather conditions and available transport. erected at the care area or transportation area to protect
Part 8 . Arrport Operational Services
Chapter 16.- Medrcal Services 39

the casualticts. Mobile lighting and heating systems may suitable vehicle or in a trailer which can be taken directly
also be necessary. Inflatable tents have been used for to the scene of the accident, This vehicle or trailer must
such temporary accommodation. have the oapab~iityof traversing rough terrain.

16.6 EMERGENCY EQUIPMENT 16.3.3 The equipment must be in easily identifiable

containers which can be used by any manpower that
16.6.1 The type and quantlty of emergency reports to the scene.
equrpment wrll depend upon the air traffic, airport staff
qualified in first aid, availabitity of local specialized 16.3.4 The dead will need to be placed in body bags
services, etc. and removed to a temporary mortuary remote from the
16 6.2 Immediate first aid supplies and resuscitation medical care area, or any area where relatives and the
equipment can be kept readily avarlable either in a public have access or congregate.
 Chapter 17
Rescue and Fire Fighting Services

17.1 GENERAL management is available where difficulties arise or where

experience suggests that a particular policy should be
17.1.1 The requirement for rescue and f i e fighting reviewed or amended.
services at airports is specified in Annex 14, Chapter 9.
Details of the scale of provision and the equipment and
organization required are also discussed in the Annex,
and more fully developed in the Airport Services Manual,
17.2 DETERMINATION OF RESCUE AND
Part 1 - Rescue and Fire Fighting. In considering these
FIRE FIGHTING CATEGORY
references the principal objective of airport rescue and
fire fighting services, t o save lives in the event of an
aircraft accident, should be paramount. 17.2.1 The minimum level of protection to be
provided at an airport can be determined by the
application of the process contained in Annex 14. The
17.1.2 The responsibility of management in respect quantities of media specified in the Annex indicate the
of the airport rescue and fire fighting service can be advantages to be gained in adopting improved foam
divided into three main areas: concentrates, which are more fully discussed in the
AirportServices ManuaL Part 1. The number and types of
a) the organization of the service, including its vehicles and the quantities of agents they will carry
operational relationships with other services and should have regard to factors additional to those
agencies likely to become involved in the airport's mentioned in the Annex. Substantial advantages are
overall emergency plan; available if provision is made for any anticipated growth
in traffic which may lead to an increase in the rescue and
b) day-to-day management and supervision, including
fire fighting category. Excess capacity in the initial scale of
the selection and career-development processes for
provision can accommodate upgrading without requiring
all personnel engaged in rescue and fire fighting
the acquisition of additional equipment. The availability
duties; and
of support from externally based rescue and fire fighting
c) the provision of equipment and technical facilities agencies should also be considered. Where unacceptably
which will enable the service effectively to fulfil its long response times are anticipated from supporting
operational objectives. agencies some additional provision may be made at the
airport as a precautionary measure.

17.1.3 It is anticipated that the direction of the

service will be delegated to a qualified person, designated 17.2.2 The number and types of vehicles to be
as chief of the service. This person would be responsible provided for the rescue and fire fighting service will be
for the overall efficiency of the service and its ability to determined by the categorization study and any additional
meet the operational objectives and technical standards factors related to local assessments, based on guidance in
specified by the management. The following paragraphs the preceding paragraph. The design criteria for these
indicate the principal areas in which the airport vehicles are expressed in Chapter 5 of the Airport Services
management will need to specify standards of Manual, Part 1. The two elements to be considered are
performance, operational procedures and associated the functional features of a vehicle, as a rescue and fire
guidance material. Any policies expressed must provide fighting unit and its ability to deliver the required
the chief of the service with appropriate authority to proportion of the level of protection, and the automotive
achieve the objectives and ensure that access to features. In this second element it is essential to consider
Part 8 . Airport Operational Services
Chapter 1 7.- Rescue and Fire Fighting Services 41

the supporting services which will be necessary to stress. The use of standard messages and abbreviations
maintain the vehicle in service and preserve its overall should be developed in inter-agency training exercises to
performance. Any study conducted by management prior ensure complete familiarity. The policy in this respect will
to the acquisition of a new vehicle should include have to be specified by management in consultation with
consultation with the officers who will have immediate the various agencies, on and off the airport, which will be
responsibility for its operational use and its maintenance. required to operate in concert during an emergency.

17.3 THE DEPLOYMENT OF RESCUE AND 11.4 PERSONNEL EMPLOYED ON RESCUE

FIRE FIGHTING SERVICES AND FIRE FIGHTING DUTIES
17.3.1 The most important consideration in the 17.4.1 In addition to the chief of the service, whose
deployment of rescue and fire fighting services is the role is identified in 17.1.3, the selection of personnel for
achievement of minimum response times. Response time rescue and fire fighting duties should have regard to
criteria are defined in Annex 14, Chapter 9 but it will be Chapter 10 of the Airpon Services Manual, Part 1. The
obvious that the more quickly the initial intervention can organizational structure of the service will depend on the
be made the greater will be the prospects of survival to hours of availability of the airport, the duty system
those exposed to a post-accident fire. The operational employed and any relevant labour regulations. A typical
objective should therefore be to provide equipment, structure would provide a supervisory grade to command
accommodation and communications which will each duty Watch, with direct responsibility to the chief of
combine, with training, to achieve minimum response the service. Within each Watch it may also be desirable to
times rather than to accept the upper time limit expressed nominate a crew chief, to direct the operation of each
in the Annex. vehicle deployed, in acwrdance with a predetermined
operational plan. Where the fire station provides a control
17.3.2 The location of the fire station, together with room or communications centre, specially trained staff
guidance on design features, is discussed in Chapter 9 of must be provided to man this facility. In the overall
the Airport Services Manual, Part 1. The need for complement of the service some provision must be made
additional stations, described as satellite stations, as a to meet the absences from duty created by leave, sickness
means of achieving acceptable response times, may arise and training.
as a consequence of airport development or operating
practices. Wherever possible the location of a fire station
should be determined by local studies and in anticipation 17.4.2 It is important, for morale purposes, to create
of development, with response time to aircraft accidents a career structure, wherever possible, through which
as the primary objective. Subsidiary factors, such as the members of the service can achieve promotion, based on
employment of rescue and fire fighting personnel on merit. To some extent the process of selection will be
subsidiary duties, should be subordinated to this dependent on technical achievement, through the
objective. The responsibility of management in respect of continuous training programme, which is proposed in
siting will wntinue once the fire station is in use. The 17.6. The demonstration of qualities of leadership and
maintenance of the structure and its technical facilities individual effort in operations, training and other
should be accorded priority, based on a regular inspection professional activities would also be relevant. To provide
and reporting procedure. The first level of inspection a standard basis for periodic assessment and career
would be the responsibility of the chief of the rescue and development it will be essential for the management to
fire fighting service but periodic inspections by qualified create a system of reporting, perhaps supported by
structural technicians should also be required. interviews, in which the chief of the service is aided by a
management representative experienced in staffing
11.3.3 Communications of various types will be matters.
essential in the transmission of information which will
mobilize, dispatch and wntrol the rescue and fire fighting
service. Communications and alarm requirements are 17.5 OPERATIONAL REQUIREMENTS
defined in Chapter 4 of the Airport Services Manual,
Part l . It is important, in the use of telephone and radio 17.5.1 The primary commitment of the rescue and
facilities, to develop precise and unambiguous fire fighting service will be to aircraft accident situations
terminology to avoid the risk of misunderstanding in and to other forms of emergency in which aircraft are
emergency situations, when operatives are subjected to involved. The types of emergency for which a response
 Aimort Sewices Manual

will be required are discussed in Chapter 12 of the Airport these tasks, which may also include the training of airport
Services Manual, Part 1, which should be read in staff to increase awareness of fire prevention and
conjunction with the Airport Services Manual, Part 7. A elementary fire fighting, can make a valuable
full appreciation of the factors covered by these contribution to the airport, provided that the availability
references will indicate the need for consultation with all of the service to respond to an emergency is not impaired.
of the agencies likely to contribute to the effective Dependent on the extent of the programme which may be
conduct of all types of emergency response. All these allotted to the service in this area, the chief of the service
details should be fully described in the airport emergency can delegate suitably qualified personnel to these duties
plan as explained in Chapter 15. It is important to without necessarily reducing the cover available for
appreciate that an emergency plan, once developed and emergencies, using the spare capacity produced by most
issued to the agencies concerned, must be kept under rostering systems. Some work can be undertaken by a
constant review, and to amendment where any aspect of crew with a vehicle, retaining availability by use of the
the plan, or the response capability of any agency, is vehicle's radio equipment. Where the commitment is
changed. very large, however, a special fire prevention element
may be added to the complement. Where duties of this
17.5.2 In the concept of the emergency plan kind are undertaken by rescue and fire fighting personnel
emergencies other than those involving aircraft are they must be given the authority by the management,
normally included, the most obvious being a requirement which will enable them to fulfil the commitment. A
for the airport rescue and fire fighting service to attend reporting system, directed to the appropriate branch of
fies or other emergencies in buildings, technical management, should facilitate administrative action
installations or other airport features. Such involvement where breaches of fire security regulations are revealed.
is wholly appropriate where the service is trained and
equipped to make an effective intervention. Subject to the 17.5.5 Annex 14 requires information on the level of
development of operational procedures which ensure that protection provided by rescue and fire fighting services to
the service can be disengaged from an operation if an he made available and this is usually achieved by an enwy
aircraft emergency is declared, the structural fire fighting in the Aeronautical Information Publication (Alp) or an
experience will be of significant benefit in extending equivalent publication. The Annex also requires
professional knowledge and enhancing the status of the significant changes in the normal level of provision to be
service. notified to the air traffic service so that arriving and
departing aircraft may be informed. The expression of a
17.5.3 Annex 14 expresses a requirement in signifiint change is usually achieved by stating the level
appropriate cases for the provision of a specialized rescue of protection currently availabk in the form of a new
capability to- deal with aircraft accidents w b i c h h a w ~ category.Chapter 17 of theAirport Services Manual, Part 1
occurred in difficult environments, usually external to explains the procedure more fully and the action of
the airport. The Airport Services Manual, Part 1, lists the notification is usually undertaken by the officer in charge
range of environmental conditions to which this of the rescue and fire fighting service at the time of the
requirement applies and identifies the possible use of the occurrence. Restoration of normal cover is similarly
airport's rescue and fire fighting service as one element of notified. The management must ensure that this
the total response. In these circumstances, as with all off- prwedure is adopted and may wish to include
airport accident situations, the management must defme simultaneous notification of a significant change to a
the form of response which is to he made, provide designated officer within the management structure so
appropriate equipment and training, set limits on the that appropriate action can be co-ordinated to ensure the
distances to which response is to he confined and earliest restoration of the normal level of protection.
establish the inter-agency command relationship which
will ensure effective co-ordination of operations (see 17.5.6 Where conditions of low visibility are likely to
15.4). lead to impairment of response capability the provision of
guidance equipment or directions from air traffic control
17.5.4 There are duties of a non-emergency nature may reduce the problem. Additionally, the use of special
which can be undertaken by rescue and fire fighting standby positions may serve to shorten probable response
personnel by reason of their training and equipment. distances. The procedures developed to meet these
These include the inspection of premises to advrse on, difficult situations must recognize the special hazards to
and supervise, their fie security. The inspection and vehicles and aircraft of movement in poor visibility and
maintenance of fire extinguishers and installed protection must incorporate cammunications which minimize these
systems would also be appropriate. The performance of hazards. Where vehicles are exposed for long periods to
Part 8.- Airport Operational Services
Chapter 17.- Rescue and Fire Fighting Services 43

conditions which may impair vehicular performance or available, subject only to the ability to comprehend the
reduce the efficiency of crew members, suitable language used by the selected training establishment. The
precautions must be taken to eliminate or limit these benefits of exposure to a wider range of experience and
effects. modern training methods can provide a lasting stimulus
to local training programmes.
17.5.7 There are a number of duties with a positive
relationship to safety which may be allocated to rescue
17.6.4 In a wider sense, the airport's emergency plan
and fire fighting personnel. These include some aspects
must be tested periodically as a form of training. This
of bird hazard control, runway visual range observations, requirement, described in the Airport Services Manual,
runway surface friction measurements and, where Part 7, as an "airport emergency drill", will identify
appropriate, snow clearance. In all cases the specification problems of communication, equipment compatibility,
of a particular duty must include provision of adequate inter-service relationships and the overall effectiveness of
training, ensure that control of personnel engaged in a
the emergency plan. Where an airport is available for use
task remains with their own officers and maintains the
at night, alternate exercises should be held in night-time
operational availability of the service for its primary conditions. The initiative for full-scale exercises,
responsibility to aircraft operations. With these
involving agencies on and off the airport, must come
safeguards the wider involvement in aviation safety
from the airport management. To achieve effective
offers advantages to management and to the service.
liaison it is usual for the management to wnduct any
preliminary discussions and to co-ordinate the vital post-
exercise analysis, from which the lessons learned can
17.6 TRAINING
revise the emergency plan.
17.6.1 Training is essential in developing the
professional skills of all members of the rescue and fire
fghting service. The guidance material in the Airport 17.7 AIRPORT FACILITIES AFFECTING
Services Manual, Part 1, should be considered with the RESCUE AND FIRE FIGHTING SERVICES
more comprehensive advice in the Training Manual
(Doc 7192-ANf857). Part E-2 - Aerodrome Fire 17.7.1 The provision of water supplies for fire
Services Personnel. The infrequency of significant fighting and emergency access roads and gates both entail
emergency situations makes training even more essential, management decisions and funding although the
as it is the principal source of personal motivation and the operational requirement and construction aspects may be
development of teamwork. All training sessions should established by other submissions. The Airport Services
be recorded and a periodic summary of training should be Manual, Part 1, contains additional guidance on these
required by the management. items.
17.6.2 Management must appreciate and accept the 17.7.2 The provision of piped water supplies may
inevitable cost of training and ensure that it is conducted have to be determined by a combination of
with regularity and enthusiasm. Considerable impetus environmental, engineering and financial considerations.
can be added to any training programme if members of The availability of a supply of water offers a valuable
the management team take a direct interest in some of advantage at an aircraft accident but will be more
the activities. The provision of a training area and significant for a major structural fire or where a technical
equipment for the presentation of training material will installation, such as a fuel storage facility, is involved.
extend the scope of the programme and permit the The siting of hydrants, where the extent of a system must
introduction of appropriate material produced by aviation be limited, should have regard to this form of preferential
safety authorities. location. Where hydrants are provided the rescue and fire
fighting service should be required to wnduct regular
17'6.3 It is accept that It may be
inspections and tests. Any defects should have priority
necessary to augment the professional knowledge and repair action, endorsed management,
experience of the instructors within the rescue and fire
fighting service by providing opportunities to attend
specialized training establishments, including the 17.7.3 Emergency access roads and associated gates
centralized ICAO training schools or similar facilities or barriers should he regularly inspected, and priority
operated by member States. Opportunities for studies are repair action should be afforded to any defects reported.
 Chapter 18
Security

18.1 GENERAL be locked when not in use. Gates that are not locked
should at all times be manned by a security guard.
18.1.1 It is essential that a security system be
esfablished at an airport to deny access by unauthorized 18.1.4 A system of identity passes for persons and
persons to those parts of the airport not intended for vehicles should be instituted. Those without correct
public use. Whether or not an unauthorized person has passes should be denied entry to the movement area. A
the intention of breaking the law is immaterial; the system of notices and publicity should be utilized to warn
dictates of safety in the environment of an airport require that entry to the movement area by unauthorized persons
that effective measures be taken to ensure that is prohibited.
trespassers are prevented from gaining access to airside
facilities. 18.2 UNLAWFUL INTERFERENCE WITH
CIVIL AVIATION
18.1 2 The movement area of the airport should be
18.2.1 An airport security programme for
by a fence Or Other barrier to
safeguarding against acts of unlawful ~nterferencewith
preventldeter the inadvertent or premeditated access of
civil aviation and facr,,oes will need to be ,nst,tuted,
unauthorized persons (Annex 14, Chapter 8). The height
Government policy will determine what this programme
of such fencing and the material of which it is made may
will be and what general precautions are to be taken.
be dictated by the need to ensure that non-vtsual aids to
These in turn will be based on an assessment of the threat
landing are not unobstructed.
to civil aviation as determined by the State. Guidance on
the rmplementat~onand maintenance of the required
18 1.3 Gates will need to be provided for access to programme is contained m the Securriy Manual for
the movement area by emergency services, maintenance &@guarding C~vrlAnallon Againsr Acts of Unlawful
panies and other authorized personnel. Such gates should Inret&ence U)oc 897312).
 Chapter 19
Vehicle Control

19.1 ON MANOEUVRING AREA e) unless specifically exempted, vehicles are fitted with
appropriate obstacle marking and lighting as
19.1.l Air traffic control responsibility. Air traffic specified in Annex 14, Chapter 6.
control is responsible for the control of the movement of
vehicles on the manoeuvring area. To maintain such 19.1.3 The airport operator is responsible for the
control, vehicles operating on the manoeuvring area supply, fitting and maintenance of signs, lights and
should be fitted with RIT on the appropriate channel, or markings needed for the control of traffic on the
closely escorted by an R/T equipped vehicle. manoeuvring area.

19.1.2 Airport responsibility. The airport operator is

responsible for ensuring that all possible steps are taken 19.2 ON APRON AREAS
to co-operate with air traffic control in discharging its
responsibility for control of vehicles on the manoeuvring 19.2.1 Air traffic control responsibility. Air traffic
area. In particular, action should be taken to see that: control normally has no responsibility for control of
vehicles on apron areas.
a) a system of vehicle passes is established and only
authorized vehicles permitted on the manoeuvring
area; 19.2.2 Airport responsibility. The airport operator is
responsible for regulating vehicular traffic movement on
the apron in order to reduce to a minimum the risk of
b) R/T equipment is provided on vehicles and is
aircraft/vehicle and vehiclelveh~cle conflict and to
maintained in a fully serviceable condition;
promote the safety of pedestrians and to achieve effcient
traffic flows (see also 10.1 and 10.2). Control can be
C) drivers are fully conversant with:
exercised by regulating the vehicles that can enter the
- proper RIT procedures; apron and by instruction of driven.
- the terms and phrases used in air traffic control,
including the ICAO spelling alphabet; 19.2.3 All vehicle used on the apron areas shall
- display an air side or apron pass and the person
the meaning of visual signals on the airport, with
responsible for a given vehicle shall ensure that all drivers
particular emphasis on those intended to
are properly briefed. An air side or apron pass should not
prevent inadvertent infringement of active
be issued unless the vehicle operator can produce a
runways;
certificate showing that the vehicle is in good working
- the geography of the airport; condition.
- the "rules of the road" relating to vehicles and
aircraft; and 19.2.4 The person responsible for a vehicle shall
- the need to avoid infringement of the restricted
bring the following points to the attention of the driver:
areas associated with radio navigation facilities; a) speed limits - in specific or general terms;
b) authorized routes;
d) an airport plan is displayed in the cab of all vehicles
indicating the boundaries of the manoeuvring area c) rules relating to rights of way of aircraft and vehicles;
and the runway crossing points; and
46 A i p o ~Services
f Manual

d) authorized parking are88 n a a s a r y to $et up manned crossing &ts. In other cases

control by traffic lights, warnlng signs or pavement
markings may be sufficient. A careful check should be
19 2.5 Phys~calcontrols. Adequate controls should be made to ensure that all lights, signs and markings
established to ensure that dr~vershave no difficulty in conform w~thstandards laid down by the airport licensing
complying with safety measures. In some cases it may be authority and101 the airport operator.
 Chapter 20
Incidents Affecting People and Property
Outside the Air~ortBoundary

20.1 ICEFALLS FROM AIRCRAFT a) date, time and location of the incident;

20.1.1 Lumps of ice may occasionally fall from b) name, address and telephone number of the
aircraft. This will usually occur during the approach phase reporter;
of flight and the incident may occur a considerable
distance from the airport. C) details of injuries to persons or animals, and damage
to property;

20.1.2 National procedures for the investigation of d) description of the object; and
such incidents and the settlement of claims will vary but
an airport operator should endeavour to ascertain such of ), details of aircraft movements in the area,
the following information as is appropriate:

a) date, time and location of the fall; 20.2.3 Where possible, photographs should be taken
of any damage and, where the object seems to be
b) name, address and telephone number of the
significant (in-flight safety being affected), engineering
reporter;
advice should be sought as to its importance and steps
C) details of injuries to persons or animals, and damage taken to notify the aircraft operator as soon as possible.
to property;
d) meteorological data for the relevant time and place;
and
aircraft movements for the relevant time and place. 20.3 FUEL JETTISONING
e)
20.3.1 Aircraft may deliberately dump fuel in
20.1.3 Where possible, samples of the ice should be response to an emergency or, more frequently, there may
kept in a refrigerator and photographs should be taken of be inadvertent occurrences of jettisoning - mainly
any damage as soon as possible. during take-off.

20.3.2 Where complaints are received the airport

20.2 OBJECTS FALLING FROM operator should obtain the following information:
AIRCRAFT IN FLIGHT
a) date, time and location of the incident;
20.2.1 Parts of the structure may occasionally detach
from an aircraft, during any phase of flight, and may be b) name, address and telephone number of the
reported by someone on the ground. reporter;

C) details of any harmful effects to people, animals or

20.2.2 On being notified of such an incident the property; and
airport operator should endeavour to ascertain as much of
the following information as is appropriate: d) aircraft movements for the relevant time and place.
48 Airport Services Manual

2Q.4 WINGTIP VORTICES a) date, time and location of the incident;

20.4.1 As a natural function of flight, vortices are bf details of injury and general description of damage to
shed from aircraft wings. In light wind conditions, and property;
particularly in the case of large aircraft in the last stages of
the landing ap~roach,these vortices may reach the C) meteoroiogi~ldata for the relevant time; and
ground and cause damage to roofs.
d) aircraft movements for the relevant time
20.4.2 Procedures for the investigation of such
occurrences and the settlement of claims will vary but the 20.4.3 Where possible, photographs should be
airport operator should record the following information: obtained of the damage before any repairs are carried out.
 Chapter 21
Safety at Air Displays

21.1 INITIAL ORGANIZATION i) collection of landing fees and arrangement of rebates

as necessary; and
21.1.1 The proposal to hold an air show or display at
j) ensuring that adequate insurance coverage for all
a particular airport should, in the first instance, be
foreseeable eventualities has been arranged.
referred to the airport manager preferably at least 12
months and in any event not less than six months before
the proposed date. It is his decision as to whether he can National civil aviation authority
accept such a display, but before reaching a decision there a) initiation of Class I1 NOTAM action;
should be full consultation with air traffic wntrol.
b) issue of any exemptions from the requirements of
21.1.2 Priority must be given to minimizing the National Legislation;
disturbance of routine airport operations while the c) variations in airport licences if required;
general nuisance to people living around the airport must
obviously be considered. d) provision of air traffic control services and control of
flying display;
21.1.3 At all times and in every respect safety is of e) ground movement control of display aircraft;
paramount importance. Nothing can be permitted which
in any way adversely affects the overall level of safety. f) special briefing of pilots participating in flying
display; and
g) provision of advice to display organizer on weather
minima and technical air traffic problems.
21.2 ORGANIZATION RESPONSIBILITY
Display organizer
21.2.1 The responsibilities of the principal
authorities involved in a flying display are summarized a) co-ordination of all display arrangements;
below:
b) liaison with police, local authorities, public transport
undertakings and motoring organizations;
Airport owner:
c) safety of spectators including provision of barriers
a) safety of normal operations;
and marshals;
h) maintenance of normal airport operations;
d) provision of all spectator services (e.g. car parking,
C) avoidance of inconvenience to passengers and airline catering, toilets, first aid);
operators;
e) security of aircraft in static park;
d) provision of safety services;
f) refuelling of display aircraft;
e) arrangements for parking of display aircraft;
g) insurance coverage to cover ail foreseeable
f) siting of spectator areas; eventualities - consulting with airport owner as
necessary;
g) attendance of operations manager and senior fire
officer at pilot briefing; h) notification to the public of practice sessions; and
h) approval of participation of display aircraft; i) safety of pleasure flying parking areas.
 m Aimort ServicesManual
-

21.3 AIRPORT OWNER'S RESPONStBEIILITY 21.3.10 Cer parks and spaetatof weas should not be
located within the runway sVip or approach areas.
21.3.1 The primary responsibility must obviously be
to mamtain the normal operations through the airport
with the m~nimumposs~ble tnconvenience to airline 21.3.1 1 Spectatots should be confined to one side of
operators and passengers the runway, thus allowing aircraft freedom to manoeuvre
on the opposite side.
21.3.2 To enable an ae display to be run without
interference some rescheduling of movements is v~rtualty
lnevltable. The proposed timng of the flying display and
the extent of rescheduling must be discussed with air 21.4 SAFETY SERVICES
traffic control and the airlines cnmlved well in advance of
the event. 21.4.1 The airport fire service will attend aircraft
accidents occurdng within the aerodrome boundary with
21 3.3 Inconvenience to passengers will usually all available appliances. For aircraft accidents occurring
result mainly from large numbers of spectators attending beyond the airport boundary and thought to be located
the flylng display rather than rescheduling of flight times. within the boundary shown on the map which is used for
Thus, it is usually pteferahle to locate the static aircraft off-airport attendances, the attendance will be less (see
park, spectator enclosures and the display car perk well 15.4).
away from the alrport termlnal area and desuably w~tha
different access road.

21.3.4 There may be a tequlrement for two aircraft 21.5 ACCIDENTS

parks, one for static aircraft and the other for display
aircraft. These may be on separate parts of the airport In 21 5.1 The procedures to be followed in the event
both instances care must be taken to ensure that the of an accident are the same as those promulgated in
designated area is of sufficient size. Chapter 13.

21.3 5 The surface of the parking arm should be

sufficient to withstand the loads imposed by military 2f .6 POST-DISPLAY TASKS
aircraft which do not normally use civil airports.
21.61 Immediatelv after completion of the display
21.3.6 The designated parking area should ensure
the runway surface and light fittings shall be examined
that the display alrcrah do not mix in any way with for damage and as soon as possible the approach light
normal commercial movements. fittings.
21.3.7 Sufficient space must be allowed for safe
refuelling of the display aircraft and for each aircraft to 21.6.2 The dlspiay parking area(s) should be
taxi in and out of the park without being blocked by examined for similar damage and thoroughly cleaned.
another aircraft. Patticular attention should be paid to the removal of
litter.
21.3.8 Spectator areas should be positioned well away
from the main terminal area of the airport and as close as
possible to the display parking area. 21.6,3 Any spectator area facilities which infringe on
the air side must be remov@dand although this 18 the
21.3.9 Prior to commencement of the flying display, responsibility of the display organizers, the area should be
spectators should be removed from the vicinity of the inspected to see that it is restored to its original state and
parking area occupied by display aircraft. all litter removed.
 Chapter 22
The Provision of Aerodrome Data

22.1 GENERAL and warnings such as temporary runway or taxiway

closures, temporary obstacles, runway surface condition
22.1.1 All aerodrome operational data which are reports, system failures, and bird hazards.
relevant to the safe and efficient operation of aircraft at
an aerodrome must be promulgated in the appropriate
Aeronautical Information Publications of each State. This
data will range from permanent descriptive material of 22.3 PROCEDURES
the aerodrome to information of a short term and
temporary nature. 22.3.1 The Aerodrome Authority must ensure that
all data are published in the appropriate Aeronautical
22.1.2 ~h~ responsibility for the provision of Information Publications and that such data are kept up
aerodrome data rests with the Aerodrome Operating to date by amendment action.
Authority. In some States this may include data on Air
Traffic Control Services as well as the basic aerodrome 22.3.2 If the amendment process is too slow for the
descriptive data. publication of changes then the Class 11 NOTAM should
he used to promulgate information.

22.3.3 Short notice changes which occur within

22.2 THE TYPES OF INFORMATION variable or temporary data categories must be
promulgated promptly using the NOTAM Class I.
22.2.1 Data can be divided into three broad groups as
follows: 22.3.4 The Aerodrome Air Traffic Control Unit
must be informed ~mmediatelywhen such changes occur
22.2.1.1 Permanent daia. T h ~ s comprises bas~c so that they may advise flight crew by R/T where
descriptive material for the aerodrome whlch rarely, if appropriate.
ever, changes. The data which would fall Into this
category would include aerodrome reference polnts, 22.3.5 Procedures must be established to forward
runway strength, runway dimensions and layout, any new data or variations of existing data to the
elevations, and permanent obstacles. Annex 14, Chapt- Aeronautical Information Service of the State concerned,
er 2, describes most of the data in this category. as indicated in Annex 15.

22.2.1.2 Variable data. Data in this category are of a 22.3.6 Any variations which affect the accuracy of
semi-permanent nature but are liable to change and any of the charts described in Annex 4 must be
provision must be made for changes to be to the Authority responsible for the publication of such
promulgated promptly, Data in this category would
include such items as runway declared distances,
obstacles, hours of operation, visual aids and such
facilities as rescue, fire fighting, and salvage. It is
doubtful whether data in this category would change 22.4 RESPONSIBILITY FOR NOTIFICATION
more frequently than once per year. OF CHANGES

22.2.1.3 Temporam data. Data in this category are 22.4.1 Each aerodrome must establish a system for
subject to short-term variations. These include limitations the prompt notification of changes to the variable data
51
52 Airport Services ManuaI

and the immediate no*.imUon of any teInperary data will be very significant as soon as the aerodmme own&,
throughout the aeto8rome's published houm of e.g. snow on runways.
operation.
22.4.3 A senior aerodmrne official, normally the
22.4.2 Aerodromes which dos? at night should m e n a p responsible for serodmmeoperations, should be
establish a system for the notificstion of circumstances made responsible for the provision of aerodrome data and
which may occur during the hours of closure and which any changea.

- END -