Opinion No 3/2019

‘Acceptable means of Compliance (AMC) and Guidance Material (GM) to the rules of the air — Issue 1, Amendment X’ The Annex to ED Decision 2013/013/R is amended as follows: The text of the amendment is arranged to show deleted text, new or amended text as shown below: — deleted text is struck through; — new or amended text is highlighted in blue; — an ellipsis ‘[…]’ indicates that the rest of the text is unchanged. Page 1 of 4 GM1 SERA.2005 Compliance with the rules of the air LOCAL AERODROME REGULATIONS Local aerodrome regulations are published in the relevant Aeronautical Information Publications (AIPs). Such local regulations may include requirements for the operation of the aircraft transponder on the movement area of an aerodrome with the intent to ensure provision of surveillance data to the air traffic services unit providing services at the aerodrome. GM1 SERA.3210(d)(3) Right-of-way USE OF STOP BARS — CONTINGENCY MEASURES In situations where the lit stop bars cannot be turned off because of a technical problem, the following contingency measures may, inter alia, be considered: (a) physically disconnecting the respective lit stop bar from its power supply; (b) physically obscuring the lights of the lit stop bar; (c) using a different route, until the malfunctioning system has been repaired. In case of implementation of (a) or (b), a marshaller or a follow-me vehicle may need to be provided to lead the aircraft to cross the stop bar. Moreover, in case of implementation of (b), care should be exercised to ensure correct implementation of the measure to avoid misunderstandings by the flight crew. In any case, the measures taken should not undermine the principle that a lit stop bar must not be crossed. AMC1 SERA.14001 General (RMT.0704) 1. ATC PHRASEOLOGIES 1.1 General […] Page 2 of 4 1.1.11 AERODROME INFORMATION a) [(location)] RUNWAY SURFACE CONDITION RUNWAY (number) (condition) [(location) Note — This information is RUNWAY (number) SURFACE CONDITION [CODE provided for runway thirds or (three digit number)]; the full runway, as applicable. followed as necessary by: 1. ISSUED AT (date and time UTC); 2. DRY, or WET ICE, or WATER ON TOP OF COMPACTED SNOW, or DRY SNOW, or DRY SNOW ON TOP OF ICE, or WET SNOW ON TOP OF ICE, or ICE, or SLUSH, or STANDING WATER, or COMPACTED SNOW, or WET SNOW, or DRY SNOW ON TOP OF COMPACTED SNOW, or WET SNOW ON TOP OF COMPACTED SNOW, or WET, or SLIPPERY WET, OR SPECIALLY PREPARED WINTER RUNWAY, or FROST; 3. DEPTH ((depth of deposit) MILLIMETRES or NOT REPORTED); 4. COVERAGE ((number) PER CENT or NOT REPORTED); 5. AVAILABLE WIDTH (number) METRES; 6. LENGTH REDUCED TO (number) METRES; 7. DRIFTING SNOW; 8. LOOSE SAND; 9. CHEMICALLY TREATED; 10.SNOWBANK (number) METRES [LEFT, or RIGHT or LEFT AND RIGHT] [OF or FROM] CENTRE LINE; 11.TAXIWAY (identification of taxiway) SNOWBANK (number) METRES [LEFT, or RIGHT or LEFT AND RIGHT] [OF or FROM] CENTRE LINE; 12.ADJACENT SNOWBANKS; 13.TAXIWAY (identification of taxiway) POOR; 14.APRON (identification of apron) POOR; 15.Plain language remarks [...] e) CAUTION (specify reasons) RIGHT (or LEFT), (or BOTH SIDES) OF RUNWAY [(number)]; [...] Page 3 of 4 g) RUNWAY REPORT AT (observation time) RUNWAY (number) (type of precipitant) UP TO (depth of deposit) MILLIMETRES. ESTIMATED SURFACE FRICTION GOOD (or MEDIUM TO GOOD, or MEDIUM, or MEDIUM TO POOR, or POOR; h) g) BRAKING ACTION REPORTED BY (aircraft type) AT (time) GOOD (or MEDIUM to GOOD TO MEDIUM, or MEDIUM, or MEDIUM to TO POOR, or POOR); i) h) RUNWAY (or TAXIWAY) (number identification of taxiway) WET [or STANDING WATER, or SNOW REMOVED (length and width as applicable), or CHEMICALLY TREATED, or COVERED WITH PATCHES OF DRY SNOW (or WET SNOW, or COMPACTED SNOW, or SLUSH, or FROZEN SLUSH, or ICE, or WET ICE, or ICE UNDERNEATH, or ICE AND SNOW, or SNOWDRIFTS, or FROZEN RUTS AND RIDGES or LOOSE SAND)]; j) i) TOWER OBSERVES (weather information); k) j) PILOT REPORTS (weather information). [...] Page 4 of 4 European Union Aviation Safety Agency Opinion No 03/2019 Runway safety RELATED NPA/CRD 2018-14 — RMT.0703 (INCLUDING ALSO RMT.0704) EXECUTIVE SUMMARY The objective of this Opinion is to mitigate the safety risks associated with runway safety, from an aerodrome’s perspective, focusing mainly on the prevention of runway incursions and on runway surface condition assessment and reporting, but also addressing issues such as ground collisions, runway configuration, foreign object debris(FOD)-related occurrences as well as runway pavements maintenance. This Opinion proposes amendments to existing organisation and operational requirements of Regulation (EU) No 139/2014, as well as the introduction of new ones, which are based on ICAO provisions contained mainly in International Civil Aviation Organization (ICAO) Annexes 14 and 15, recommendations contained in the European Action Plans for the Prevention of Runway Incursions and Excursions (EAPPRI, EAPPRE), as well as safety recommendations addressed to EASA by the Accident Investigation Boards of Norway and Sweden, and also safety recommendations which are not addressed to EASA. It is also provides for alignment with ICAO Annex 14 Volume I ‘Aerodrome Design and Operations’ 8th Edition and ICAO Doc 9981 ‘Procedures for Air Navigation Services – Aerodromes’ 2nd Edition, as regards runway surface condition assessment and reporting which will be applicable worldwide by November 2020. Furthermore, the Opinion proposes consequential amendments to Regulation (EU) 2017/373 and Regulation (EU) No 923/2012. In particular, the Opinion proposes amendments to the framework for the operation of vehicles at aerodromes, including the authorisation of drivers and the conformance of vehicles operating on the manoeuvring area with certain safety prerequisites, in order to ensure runway safety. Linked to this is also the proposal for a new requirement on communications, as well as a proposal for the control of pedestrians at the aerodrome. In addition, the Opinion proposes all the necessary requirements to support the application of the new Global Reporting Format (GRF) of runway surface conditions, including changes to the contents of METAR and SNOWTAM forms and of the special air-report. Moreover, new requirements are introduced regarding the handover of activities and the provision of relevant information, NOTAM origination, aerodrome snow plan, aerodrome maintenance, aircraft towing and FOD control programme, as well as changes to existing requirements related to surface movement guidance and control systems (SMGCS) The proposed amendments are expected to improve safety by reducing the number of runway-safety-related occurrences from an aerodrome’s perspective. In addition, it is expected that some of the amendments will improve harmonisation as a result of the introduction of new common requirements that do not currently exist. The proposed amendments will ensure alignment of the current EU aerodrome regulatory framework with the relevant aerodrome-related ICAO provisions of Annexes 14 and 15, PANS-ATM and PANS-Aerodromes and support the rules proposed by Opinion No 02/2019 in regard to aeroplane performance requirements for commercial air transport operations. Action area: Runway Safety Affected rules: Regulation (EU) No 139/2014 (Aerodromes Regulation), Regulation (EU) 2017/373 (ATM/ANS Regulation) and Regulation (EU) No 923/2012 (SERA) Affected stakeholders: Aerodrome operators, aircraft operators, general aviation (GA), air navigation service providers (ANSPs), national aviation authorities Driver: Safety Rulemaking group: NoRMT.0703 / YesRMT.0704 Impact assessment: Light Rulemaking Procedure: Standard 14.9.2017 RMT.0703 17.12.2018 24.6.2019 2020/Q2 2020/Q2 13.9.2017 RMT.0704 TE.RPRO.00036-008 © European Union Aviation Safety Agency. All rights reserved. ISO9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 1 of 20 An agency of the European Union  European Union Aviation Safety Agency Opinion No 03/2019 Table of contents Table of contents 1. About this Opinion ............................................................................................................... 3 1.1. How this Opinion was developed ..................................................................................................... 3 1.2. The next steps ................................................................................................................................... 4 2. In summary — why and what................................................................................................ 5 2.1. Why we need to change the rules — issue/rationale ....................................................................... 5 2.2. What we want to achieve — objectives ........................................................................................... 8 2.3. How we want to achieve it — overview of the proposals ................................................................ 8 2.4. What are the stakeholders’ views — outcome of the consultation ............................................... 14 2.5. What are the expected benefits and drawbacks of the proposals ................................................. 16 2.6. How we monitor and evaluate the rules ........................................................................................ 16 3. References ......................................................................................................................... 18 3.1. Affected regulations ....................................................................................................................... 18 3.2. Related decisions ............................................................................................................................ 18 3.3. Other reference documents ........................................................................................................... 18 4. Appendix ............................................................................................................................ 20 TE.RPRO.00036-008 © European Union Aviation Safety Agency. All rights reserved. ISO9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 2 of 20 An agency of the European Union  European Union Aviation Safety Agency Opinion No 03/2019 1. About this Opinion 1. About this Opinion 1.1. How this Opinion was developed The European Union Aviation Safety Agency (EASA) developed this Opinion in line with Regulation (EU) 2018/11391 (‘Basic Regulation’) and the Rulemaking Procedure2. This rulemaking activity is included in the latest European Plan for Aviation Safety (EPAS)3 under rulemaking task RMT.0703 and includes also the outcome of the work conducted under RMT.0704. The scope and timescales of the tasks were defined in the related ToR4. The draft text of this Opinion has been developed by EASA with regard to RMT.0703, and is based on the input of Rulemaking Group (RMG) RMT.0704 in regard to runway surface condition assessment and reporting. All interested parties were consulted through NPA 2018-14. 1 785 comments were received from interested parties, including national aviation authorities (NAAs), aerodrome operators and aerodrome operators’ associations, aeroplane manufacturers, air operators, ANSPs and aviation professional associations. A distribution of the commentators is shown in the graph below: Commentators Other 7 CFME manufacturers 2 Professional associations 3 Aeroplane manufacturers 1 ANSP 3 Air Operators 5 NAA 18 Aerodrome operators 22 Aerodrome associations 5 0 5 10 15 20 25 EASA has addressed and responded to the comments received on the NPA, while for the comments related to runway surface condition assessment and reporting, EASA reviewed the comments received during the public consultation with the support of Review Group (RG) RMT.0704. The comments 1 Regulation (EU) 2018/1139 of the European Parliament and of the Council of 4 July 2018 on common rules in the field of civil aviation and establishing a European Union Aviation Safety Agency, and amending Regulations (EC) No 2111/2005, (EC) No 1008/2008, (EU) No 996/2010, (EU) No 376/2014 and Directives 2014/30/EU and 2014/53/EU of the European Parliament and of the Council, and repealing Regulations (EC) No 552/2004 and (EC) No 216/2008 of the European Parliament and of the Council and Council Regulation (EEC) No 3922/91 (OJ L 212, 22.8.2018, p. 1) (https://eur- lex.europa.eu/legal-content/EN/TXT/?qid=1535612134845&uri=CELEX:32018R1139). 2 EASA is bound to follow a structured rulemaking process as required by Article 115(1) of Regulation (EU) 2018/1139. Such a process has been adopted by the EASA Management Board (MB) and is referred to as the ‘Rulemaking Procedure’. See MB Decision No 18-2015 of 15 December 2015 replacing Decision 01/2012 concerning the procedure to be applied by EASA for the issuing of opinions, certification specifications and guidance material (http://www.easa.europa.eu/the- agency/management-board/decisions/easa-mb-decision-18-2015-rulemaking-procedure). 3 https://www.easa.europa.eu/document-library/general-publications?publication_type%5B%5D=2467 4 https://www.easa.europa.eu/document-library/terms-of-reference-and-group-compositions/tor-rmt0703 https://www.easa.europa.eu/document-library/terms-of-reference-and-group-compositions/tor-rmt0704 TE.RPRO.00036-008 © European Union Aviation Safety Agency. All rights reserved. ISO9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 3 of 20 An agency of the European Union  European Union Aviation Safety Agency Opinion No 03/2019 1. About this Opinion received and EASA’s responses to them are presented in Comment-Response Document (CRD) 2018-145, and they are also summarised under Section 2.4 below. The final text of this Opinion and the draft Regulations have been developed by EASA. In regard to the part that refers to the runway surface condition assessment and reporting, the draft Regulation is based on the input of Review Group (RG) RMT.0704. The draft rule text proposed by EASA is published on the EASA website6. The major milestones of this rulemaking activity are presented on the title page. 1.2. The next steps This Opinion contains the proposed amendments to Regulation (EU) No 139/20147, Regulation (EU) 2017/3738 and Regulation (EU) No 923/20129 and their potential impacts. It is submitted to the European Commission, which will use it as a technical basis in order to prepare EU Regulations. The Decisions that contain the related certification specifications (CS), acceptable means of compliance (AMC) and guidance material (GM) will be published by EASA when the related Regulations are adopted by the European Commission. For information, EASA published the draft text for the related EASA Decisions that contain CS, AMC and GM. The final Decisions that amend the CS, AMC & GM will be published by EASA once the European Commission has adopted the Regulations. 5 http://easa.europa.eu/document-library/comment-response-documents 6 http://easa.europa.eu/document-library/opinions 7 Commission Regulation (EU) No 139/2014 of 12 February 2014 laying down requirements and administrative procedures related to aerodromes pursuant to Regulation (EC) No 216/2008 of the European Parliament and of the Council (OJ L 44, 14.2.2014, p. 1) (https://eur-lex.europa.eu/legal-content/EN/TXT/?qid=1560854264686&uri=CELEX:32014R0139). 8 Commission Implementing Regulation (EU) 2017/373 of 1 March 2017 laying down common requirements for providers of air traffic management/air navigation services and other air traffic management network functions and their oversight, repealing Regulation (EC) No 482/2008, Implementing Regulations (EU) No 1034/2011, (EU) No 1035/2011 and (EU) 2016/1377 and amending Regulation (EU) No 677/2011 (OJ L 62, 8.3.2017, p. 1) (https://eur-lex.europa.eu/legal- content/EN/TXT/?qid=1560854370396&uri=CELEX:32017R0373). 9 Commission Implementing Regulation (EU) No 923/2012 of 26 September 2012 laying down the common rules of the air and operational provisions regarding services and procedures in air navigation and amending Implementing Regulation (EU) No 1035/2011 and Regulations (EC) No 1265/2007, (EC) No 1794/2006, (EC) No 730/2006, (EC) No 1033/2006 and (EU) No 255/2010 (OJ L 281, 13.10.2012, p. 1) (https://eur-lex.europa.eu/legal- content/EN/TXT/?qid=1560854463533&uri=CELEX:32012R0923). TE.RPRO.00036-008 © European Union Aviation Safety Agency. All rights reserved. ISO9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 4 of 20 An agency of the European Union  European Union Aviation Safety Agency Opinion No 03/2019 2. In summary — why and what 2. In summary — why and what 2.1. Why we need to change the rules — issue/rationale Runway safety is one of the high-risk accident occurrence categories (global priorities) identified by ICAO. The reason is that although they continue to result in a relatively low number of fatalities, runway-safety-related accidents account for the majority of all accidents at global level. At European level, this prioritisation is reflected in EPAS 2019-2023, where this issue is considered a strategic priority for EASA. Due to the complexity of the issue of runway safety, the adoption of a multidisciplinary approach has been identified as the best way to address it. It has also been found that the occurrence categories relating to the issue of runway safety have a strong interface with the aerodrome domain, in terms of both aerodrome design and operational practices. At ICAO level, material pertaining to certain aspects of runway safety exists. At European level, the EAPPRI and EAPPRE contain several recommendations with a view to mitigating the relevant risks. However, certain part of the ICAO material, as well as relevant recommendations have not been yet transposed into the EU aerodrome regulatory framework. Said ICAO material and recommendations mainly refer to the areas of vehicle operations, communications and other operational procedures, maintenance-related activities, as well as runway surface condition assessment and reporting. Various occurrences having an impact on runway safety have taken place. Although there are no outstanding safety recommendations addressed to EASA10 11, contributing factors that have been 10 Example safety recommendations which were addressed to other organisations and which are found to be relevant to this regulatory proposal with regard to the prevention of runway incursions, as they underline the safety risks that this proposal intends to address, include the following: — ANSV-4/SA/4/14: ‘ANSV reiterates the safety recommendation ANSV-5/2150-11/2/1/12. In particular, strongly recommends that, particularly on airports open to commercial air traffic, all vehicles intended to operate for any reason on a runway, regardless of whether they belong to public or private entities, are provided with radio equipment that can operate also on VHF channels used by TWR/AFI units, to allow personnel on board to listen to air-ground communications between the competent ATC unit and aircraft taking-off and landing.’ — ANSV-5/SA/5/14: ‘ANSV recommends that all natural persons who, in their various capacities, need to operate on a runway, to perform specific activities, regardless of whether they are staff belonging to a public or private entity, achieve a specific qualification, which objectively demonstrates their ability to operate within a highly critical operational environment (i.e. the runway), where safety must be assured in an unconditional and disciplined manner. For the purposes of obtaining the aforementioned specific qualification, the aforementioned natural persons should: follow the same training courses and be subject to an examination carried out by ENAC; have a proven knowledge of the English language; have a knowledge of the standard phraseology used in air-ground communications, with particular reference to that of direct interest to aerodrome operations; be appropriately sensitised to the context of operational protection characterising a runway.’ — ANSV-7/SA/7/14: ‘ANSV recommends to evaluate the need to equip all vehicles intended to operate on a runway with Mode S transponder, with the purpose to allow their complete integration with the A-SMGCS, at those aerodromes where the latter is already operational or where its implementation is foreseen.’ (unofficial translation from the Italian language) — LU-AC-2012/004: ‘All communications associated with the operation of the runway should be conducted on the same frequency as utilized for the take-off and landing of aircraft and all communications associated with the operation of the taxiways should be conducted on a different designated frequency.’ — LU-AC-2012/005: ‘All communications associated with the operation of the runway and the taxiways should be conducted in standard aviation English and in accordance with ICAO language requirements for air-ground radiotelephony communications.’ 11 With regard to the prevention of runway excursions, safety recommendations addressed to EASA include the following: TE.RPRO.00036-008 © European Union Aviation Safety Agency. All rights reserved. ISO9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 5 of 20 An agency of the European Union  European Union Aviation Safety Agency Opinion No 03/2019 2. In summary — why and what identified include, amongst others, the following: (a) use of different languages, on the same frequency, by the ATS unit for communication with vehicles and aircraft; (b) use of different frequencies for air traffic and vehicle traffic on the manoeuvring area, which lead to reduction of the situational awareness of the maintenance and inspection personnel working on the runway; (c) lack of supervision of the vehicle through the correct frequency; (d) vehicles not equipped with either radio or anti-collision lights nor transponder; (e) lack of appropriate training of the driver; (f) lack of coordination between the air traffic services provider and the aerodrome operator which contributed to the reduction of the situational awareness of the air traffic services personnel; (g) distraction of the driver during the job; (h) maps carried on the vehicle to be used by the driver did not clearly indicate the point where contact with the air traffic services should be made; (i) vehicle activities on the manoeuvring area of the aerodrome were not kept to the minimum; (j) insufficient lighting of towed aircraft; (k) inappropriate method of removing runway markings or bad condition of runway markings; (l) obscured view of the control tower to the runway; (m) invalidity of measurements of approved friction measuring devices; and (n) lack of a standardised method for assessing and reporting runway surface conditions. Material for the mitigation of the contributing factors described above in relation to the prevention runway incursions may be found in various ICAO documents (e.g. ICAO Doc 9870 ‘Manual on the Prevention of Runway Incursions’), while the latest version of the EAPPRI contains relevant recommendations, such as: — Safety recommendation 2011/08T: ‘In the investigated occurrences, the AIBN found that the aircraft braking coefficients were not in accordance with the measured and reported values, because validity ranges for friction measuring devices lack the necessary scientific basis. The various types of friction measuring devices measure different friction values when used on the same surface. None of the internationally approved friction measurements devices are reliable on all types of contaminations. In particular, moisture and less than 3 K dew point spread and loose/layered contaminations increase the friction measurement uncertainty. The AIBN recommends that ICAO, FAA, EASA and CAA Norway review and validate the permitted measuring (validity) ranges for approved friction measuring devices.’ — Safety recommendation 2011/09T: ‘The figures in the ICAO SNOWTAM table showing measured friction values are in hundredths (1/100) and independent of the type of friction measuring device that is used. AIP Norway describes the use of friction measuring devices in general and warns that the measurements are associated with such a high degree of uncertainty that the figures should not be reported to more than one decimal place (one tenth, 1/10). The figures from the SNOWTAM table are used in flight operations through the airlines “individual correlation curves/tables which further increases the uncertainty. Based on the above, the AIBN recommends that ICAO, FAA, EASA and CAA Norway consider revising the SNOWTAM table to reduce the degree of friction uncertainty.’ — SWED-2017-005: ‘The EASA is recommended to review the feasibility of changing the method of reporting from airports in terms of friction coefficients, so that measured values are reported as unreliable under certain conditions.’ TE.RPRO.00036-008 © European Union Aviation Safety Agency. All rights reserved. ISO9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 6 of 20 An agency of the European Union  European Union Aviation Safety Agency Opinion No 03/2019 2. In summary — why and what (a) promote the adoption of ‘sterile cab’ procedures to improve communications when on the manoeuvring area; (b) avoid the possibility of call-sign confusion, implement the use of full aircraft or vehicle call signs for all communications concerning runway operations; (c) avoid call-sign confusion at aerodromes, implement the introduction of discrete radio telephony (RTF) call signs to manoeuvring area vehicles; (d) assess the numbering policy for aerodrome vehicles and consider assignment of unique numbers or airside identification call signs for each airside vehicle (to reduce the risk of vehicle- related call-sign confusion); (e) enable the tracking of vehicle movements on the manoeuvring area, when possible; (f) ensure that all vehicles on the manoeuvring area are in radio contact with the appropriate air traffic control service, i.e. ground and/or the tower, either directly or through an escort; (g) carry out runway inspections in the opposite direction to runway movements; (h) working with ANSPs, avoid infringing lines of sight from the air traffic control tower: assess visibility restrictions from the tower, which have a potential impact on the ability to see the manoeuvring area — especially critical areas such as runway entry points; (i) aerodrome operators, in cooperation with ANSPs, should implement procedures in line with the standardised European rules of the air (SERA) in case of stop bar unserviceability; (j) ensure that a protected area map is used in manoeuvring area driver training and is present in all vehicles that are operated on the manoeuvring area; (k) ANSPs and aerodrome operators should implement procedures that ensure that significant aerodrome information which may affect operations on or near the runway, in addition to that found in notices to airmen (NOTAMs) and on the automatic terminal information service (ATIS), should be provided to manoeuvring area drivers and pilots in real time using radio communication; and (l) implement, monitor and ensure the use of the read-back procedure (also applicable to manoeuvring area drivers and other personnel who operate on the manoeuvring area). On the other hand, with regard to the issue of runway excursion prevention, material for the prevention of runway excursions exists at ICAO level, while EAPPRE contains also similar recommendations, such as: (a) if provided, ensure that appropriate navigation aids (e.g. ILS, AGL, PAPIs), and surface markings are maintained in accordance with ICAO Standards and Recommended Practices (SARPs), to promote the accurate landing/touchdown point; (b) ensure that robust procedures are in place for calculating temporary reduced declared distances e.g. due to works in progress on the runway. When reduced declared distances are in effect, ensure that the temporary markings, lighting and signs accurately portray the reduced distances and that they are well communicated and transferred to States’ aeronautical information services (AIS) for publication; and TE.RPRO.00036-008 © European Union Aviation Safety Agency. All rights reserved. ISO9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 7 of 20 An agency of the European Union  European Union Aviation Safety Agency Opinion No 03/2019 2. In summary — why and what (c) establish and implement one consistent method of contaminated runway surface condition assessment and reporting by the aerodrome operator for use by aircraft operators. Ensure the relation of this report to aircraft performance as published by aircraft manufacturers. However, in one of the investigation reports, it is stated that one of the reasons that there is no sufficient guarantee for the implementation of all these recommendations, is the lack of regulatory value. The present regulatory proposal intends to address this gap. 2.2. What we want to achieve — objectives The overall objectives of the EASA system are defined in Article 1 of the Basic Regulation. This proposal will contribute to the achievement of the overall objectives by addressing the issues outlined in Section 2.1. The specific objectives of this proposal are, therefore, to: (a) reduce the number of runway-safety-related accidents and serious incidents involving runway incursions, but also other runway-safety-related events, such as runway confusion, ground collisions, runway excursions, from an aerodrome’s point of view; (b) ensure an adequate framework for the safe use of vehicles within an aerodrome environment; (c) ensure the implementation of a holistic approach for the control of FOD at aerodromes; (d) ensure adequate maintenance for certain types of visual aids and, in some cases, provide visual aids as an additional mitigation measure; (e) ensure that certain runway safety defences are embedded in the corresponding aerodrome operational procedures and activities; (f) reduce the number of accidents and serious incidents where inappropriate runway surface condition assessment and reporting is a contributing factor; (g) ensure a standardised method of reporting the runway surface condition; (h) ensure that persons reporting the runway surface condition meet minimum training and competency requirements; and (i) ensure a harmonised methodology for specifying and setting the minimum friction level of the runways’ surface. 2.3. How we want to achieve it — overview of the proposals This Opinion proposes the following amendments to Commission Regulation (EU) No 139/2014, Commission Regulation (EU) No 923/2012 and Commission Regulation (EU) 2017/373. Commission Regulation (EU) No 139/2014 Annex I (Definitions) The definitions of ‘Aeronautical Information Circular (AIC)’, ‘Aeronautical Information Publication (AIP)’, ‘aeronautical information product’, ‘contaminated runway’, ‘data set’, ‘dry runway’, ‘foreign object debris (FOD)’, ‘lighting system reliability’, ‘Location Indicators’, ‘notice to airmen (NOTAM)’, ‘NOTAM code’, ‘runway condition assessment matrix (RCAM)’, ‘runway condition code (RWYCC)’, TE.RPRO.00036-008 © European Union Aviation Safety Agency. All rights reserved. ISO9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 8 of 20 An agency of the European Union  European Union Aviation Safety Agency Opinion No 03/2019 2. In summary — why and what ‘runway condition report (RCR)’, ‘runway-end safety area (RESA)’, ‘runway-holding position’, ‘runway strip’, ‘runway surface condition(s)’, ‘runway surface condition descriptors’, ‘slippery wet runway’, ‘SNOWTAM’, ‘specially prepared winter runway’ and ‘wet runway’ are added, because they are contained in the text of the proposed amendments to the Annexes to Regulation (EU) No 139/2014 and are identical to the corresponding definitions in ICAO Annexes 14 and 15, except the following: (a) The definition of the ‘NOTAM code’ is based on the title of ICAO Doc 8400. (b) The definition of the RWYCC (38b) is different from ICAO, because it does not describe the runway surface condition; instead, it quantifies the effect of the runway surface condition on available braking action and lateral control. The new definition does not have any effect on the implementation of the GRF. (c) The definition of the ‘specially prepared winter runway’ originates from CS-25. Moreover, the definition of the ‘terms of the certificate’ (47) is revised to include the approval for aeroplane operations on specially prepared winter runways. Annex II (Part-ADR-AR) ADR.AR.C.030 is added. This rule is introduced because of the introduction of the language proficiency requirement that is proposed in ADR.OPS.B.025. The proposed rule foresees the approval of the method for the demonstration of compliance of language proficiency and the establishment of requirements for organisations that conduct language assessment by the competent authority, as in other domains. Annex III (Part-ADR.OR) ADR.OR.D.017 is revised. Following the comments received during the public consultation, this rule, which contains the overarching provisions for other training-related requirements in Regulation (EU) No 139/2014, is revised in order to avoid overlaps and inconsistencies with all other training-related provisions coexisting in the Regulation, and in order to improve readability. The proposed rule is based on the content of the current rule, enriched with the content of the proposals which had been included in the NPA, but which were related to specific training areas (i.e. vehicle training programme and training for NOTAM originators). Moreover, the amendment addresses an existing inconsistency where the use of assessors is foreseen for the implementation of the training programme, but not for the implementation of the proficiency check programme, although the two programmes are distinct, as foreseen in the relevant essential requirements of Annex VII to the Basic Regulation. In addition, the proposed rule introduces the various types of training (recurrent, refresher and continuation), which are inseparable parts of a training programme itself, as well as the maximum intervals for the provision of recurrent and refresher training and the conduct of proficiency checks, thus ensuring legal certainty. The foreseen intervals are based on the content of the current guidance and the proposals that were consulted. ADR.OR.D.035 is revised. The amendment of this rule is a consequence of the amendments proposed in other provisions. The amendment is necessary in order to include specific record-keeping periods and in order to ensure that certain records are maintained, due to the introduction of the rules regarding the authorisation of drivers, language proficiency, vehicle authorisation and vehicle maintenance. TE.RPRO.00036-008 © European Union Aviation Safety Agency. All rights reserved. ISO9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 9 of 20 An agency of the European Union  European Union Aviation Safety Agency Opinion No 03/2019 2. In summary — why and what Annex IV (Part-ADR.OPS) ADR.OPS.A.057 is added. The new rule completes the regulatory framework for the origination and publication of NOTAM from an aerodrome’s point of view. More specifically, Regulation (EU) No 139/2014 contains requirements for the coordination between an aerodrome operator and an AIS provider, while Opinion No 02/2018 proposes the amendment of Regulation (EU) 2017/373 in order to include provisions for the issuance of NOTAM by the AIS providers. However, the regulatory framework does not include requirements for the origination of NOTAM by the aerodrome operator. This leads to an uncertainty as to when, for which reasons, and under which conditions, an aerodrome operator needs to originate a NOTAM, or abstain from its origination, something that eventually may affect safety. The proposed rule is based on ICAO Annex 15 provisions, which are already included in the draft Annex VI to Regulation (EU) 2017/373, as proposed through Opinion No 02/2018. The solution of the adjusted reproduction of certain provisions, rather than simply referring to said Annex VI, is more appropriate. This is because not all provisions of said Annex VI contain requirements applicable to aerodrome operators acting as NOTAM originators, and because Annex VI contains NOTAM issuance requirements, which are not related to NOTAM origination. In this way, the regulatory gap is filled, while assuring certainty as to the responsibilities of the aerodrome operator when acting as NOTAM originator, thus minimising potential impact on the air navigation system. ADR.OPS.A.060 is added. The rule specifies in which cases the aerodrome operator shall report the runway surface conditions to the air traffic services and AIS. The proposed rule is in line with the amended Standard 2.9.2 points (c), (d) and (e) of ICAO Annex 14 Amendment 13-B. ADR.OPS.A.65 is added. The rule introduces the new method of reporting runway surface conditions using the runway condition codes and standardised terminology for the description of the surface contaminants. The rule is in line with Standard 2.9.5 included in ICAO Annex 14 Amendment 13-B. Nevertheless, the rule goes beyond ICAO requirements by including the descriptor ‘SLIPPERY WET’, which is linked to a runway whose surface friction characteristics are below the minimum standards, as well as the descriptor ‘SPECIALLY PREPARED WINTER RUNWAY’. The latter has been taken from CS-25 and addresses cases where the runway is covered by compacted snow or ice, but has been specially treated to provide improved friction characteristics. Furthermore, the rule addresses also the following: (a) When the reporting of runway surface conditions shall commence and terminate in accordance with ICAO Doc 9981 ‘PANS-Aerodromes’; (b) Prohibition of the dissemination of friction values to flight crews, because they cannot be used for the calculation of landing performance requirements, in accordance with ICAO Annex 14 Amendment 13-B Recommendation 2.9.8; and (c) The publication of NOTAM when the runway is slippery wet, in order to make aerodrome users aware that the condition of the runway surface is sub-standard, in accordance with ICAO Annex 14 Amendment 13-B Standards 2.9.9 and 2.9.10. TE.RPRO.00036-008 © European Union Aviation Safety Agency. All rights reserved. ISO9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 10 of 20 An agency of the European Union  European Union Aviation Safety Agency Opinion No 03/2019 2. In summary — why and what Appendices 1 and 2 are added. Appendix 1 is the NOTAM Format and Appendix 2 is the SNOWTAM Format; they are added for consistency and completeness. ADR.OPS.B.003 is added. The rule intends to address the need to provide aerodrome personnel with updated information regarding the operational situations they may encounter at the handover of operational activities (e.g. at the start of their shift), so that they acquire a complete picture of their operational environment, thereby reducing the risk of an occurrence resulting from expectation bias. The rule introduces a widespread practice amongst all aviation domains, but also other professional domains, and is related to the need to communicate, in a reliable manner, task-related information. Moreover, and in order to cover a similar need for the personnel of other organisations that operate or provide services at the aerodrome, the rule introduces an additional requirement for the aerodrome operator to provide aerodrome-related operational information to such organisations. ADR.OPS.B.010 is revised. Following the comments received during the public consultation, all the training requirements of a horizontal nature are transferred to ADR.OR.D.017. This change does not introduce any additional requirement because the current content of ADR.OPS.B.010 in regard to the training of rescue and firefighting personnel is mirroring the requirements of ADR.OR.D.017. Furthermore, the rule requires the proficiency checks to be conducted every 12 months, in line with the existing guidance material. ADR.OPS.B.016 is added. The rule addresses the need to mitigate FOD-related risks by applying an all- encompassing approach, thus going beyond the mere preventive maintenance approach that is currently embedded in the relevant Annex 14 provisions. ADR.OPS.B.024 is added. The rule addresses the need to ensure that the authorisation of vehicle drivers operating on the movement area of an aerodrome is performed in a manner that advances runway safety, given the safety impact that vehicle operations may have. To this end, the proposed rule aims at the creation of a framework to control driving activities at an aerodrome, in a manner that: (a) establishes clear prerequisites for the authorisation of such persons to operate a vehicle on the movement area; (b) addresses the training needs of the drivers that normally operate at an aerodrome by establishing a relevant training context, taking also into account other significant interfacing issues (such as communication and language proficiency needs for those drivers operating on the manoeuvring area) and building upon existing material; (c) allows persons to temporarily enter an aerodrome and to operate in a safe manner; and (d) ensures legal certainty, enforceability and level playing field. ADR.OPS.B.025 is replaced and the new title is ‘Language proficiency’. This rule is linked to the proposed rule ADR.OPS.B.024, dealing with the authorisation of vehicle drivers. It details the requirements for the demonstration of language proficiency, including the language(s) and level(s) that drivers that operate on the manoeuvring area of an aerodrome would need to demonstrate for radio-communication purposes. The proposed rule builds on the regulatory framework that is applicable in other aviation domains, thus enabling the use of existing solutions and methods, and minimising the impact. TE.RPRO.00036-008 © European Union Aviation Safety Agency. All rights reserved. ISO9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 11 of 20 An agency of the European Union  European Union Aviation Safety Agency Opinion No 03/2019 2. In summary — why and what Moreover, based on the comments received during the public consultation, the content of safety recommendations, as well as the analysis of relevant occurrences, and with a view to improving the situational awareness of all actors, the proposed rule foresees demonstration of language proficiency in the English language, apart from any other language used for radio communication purposes with the air traffic services unit. To mitigate the potential impact from the introduction of this requirement and to facilitate compliance, a transition period is proposed. ADR.OPS.B.026 is added. The new rule establishes a framework to control the vehicles intended to be operated at an aerodrome, in order to ensure the safety of operations. More specifically, the rule addresses the need to limit the number of vehicles to only those that are relevant and necessary for the aerodrome operations, in order to reduce the likelihood of occurrences. Moreover, it requires vehicles to be properly equipped (e.g. installation of radio if they are intended to be operated on the manoeuvring area or transponder or similar system if cooperative targets are needed on the manoeuvring area), and properly marked/lighted. In addition, the rule accommodates the occasional operation of vehicles that do not meet the above requirements. Furthermore, the rule allows an open- ended vehicle authorisation of vehicles subject to certain conditions, contains provisions for vehicles that need to temporarily enter and operate within the aerodrome, and addresses the problem of call- sign confusion. ADR.OPS.B.027 is added. The new rule establishes the driving rules at an aerodrome, based on the content of ICAO Annexes 2 and 14, and ICAO Doc 4444 ‘PANS-ATM’ provisions, as well as proposals expected to be included in Annex 11, along with recommendations of the EAPPRI. ADR.OPS.B.028 is added. ICAO Annex 14 does not contain any specific requirements for aircraft towing, while Annex 2 deals with it from a different perspective. Nevertheless, a review of the occurrences indicated that there have been events that have resulted in accidents or serious incidents during towing operations, mainly related to lack of situational awareness, or lack of awareness of aircraft clearances by the personnel involved, or insufficient/improper lighting of towed aircraft during night operations. The proposed rule covers this regulatory gap from an aerodrome’s perspective, by including provisions covering the elements that need to be addressed during such operations, in terms of routing, guidance, lighting, communication procedures and coordination of different actors, and measures that need to be taken in adverse weather or meteorological conditions. ADR.OPS.B.030 is revised. The revised rule further expands the requirements for SMGCS to include the establishment of standard taxi routes and the operation of aircraft transponders on the ground. The proposed provision on standard taxi routes aims at enhancing safety, regularity and efficiency of operations and mirrors, from the aerodrome perspective, similar requirements for the air traffic services that are included in Opinion No 03/2018. The proposed provision regarding the use of aircraft transponders on the ground applies to aerodromes equipped with advanced SMGCS, and aims at ensuring the capability of the system to provide relevant surveillance data to the responsible unit(s) at the aerodrome. ADR.OPS.B.031 is added. The new rule establishes the communication requirements between vehicle drivers and pedestrians, operating on the manoeuvring area, and air traffic services, in order to enhance situational awareness. The proposed rule takes into account existing provisions contained in Regulation (EU) No 923/2012 (SERA), the content of Opinion No 03/2018, and the need to avoid disruption of operations as much as possible. It requires the establishment of coordinated procedures for communication purposes between the aerodrome operator and the air traffic services unit in order TE.RPRO.00036-008 © European Union Aviation Safety Agency. All rights reserved. ISO9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 12 of 20 An agency of the European Union  European Union Aviation Safety Agency Opinion No 03/2019 2. In summary — why and what to address issues such as the language(s) to be used, frequencies, operation of pedestrians on the manoeuvring area, use of signals and other communication means in case of communication failures, and dissemination of significant aerodrome-related information through radio communication. ADR.OPS.B.033 is added. The objective of the rule is to prevent further the runway/taxiway incursions and other occurrences that the presence of persons on the movement area may cause. This is to be accomplished by preventing the entry of unauthorised personnel in the movement area and other operational areas of the aerodrome, and by controlling the movement of pedestrians, including passengers, on the apron. Additionally, based on the provisions of PANS-ATM, the rule addresses cases where personnel need, for operational reasons, to enter on the manoeuvring area. ADR.OPS.B.035 is revised. The existing rule does not explicitly detail the requirements for the aerodrome operator in regard to the operations in winter conditions. The revised rule establishes these obligations and is in compliance with ICAO Annex 14 and Annex 15 SARPs. ADR.OPS.B.036 is added. The proposed rule affects mainly aerodromes that are subject to prolonged winter periods and their runways are continuously covered with compacted snow or ice. The new method proposed by ICAO does not allow any upgrade of RWYCC from 0 and 1 to 3. This limits the operation of aeroplanes on such runways, despite the fact that affected aerodromes and air operators have developed since many years robust procedures that ensure the safety of operations. The proposed rule is based on the existing practices and has the acceptance of aeroplane manufacturers. Furthermore, this issue is acknowledged by ICAO as well; therefore, changes based on the current EASA proposal are envisaged. ADR.OPS.B.037 is added. The proposed rule refers to the obligation of the aerodrome operator to assess the runway surface condition and assign a RWYCC. The text originates from ICAO Annex 14 Standards and from provisions included in ICAO Doc 9981 ‘PANS – Aerodromes’. ADR.OPS.B.080 is revised. The revised rule clarifies better the need for a mobile object (other than a vehicle) to be lighted at an aerodrome, and removes an inconsistency regarding the areas of the aerodrome to which the marking and lighting requirements for vehicles apply. The rule ensures also alignment with the provisions of ICAO Annex 14. ADR.OPS.C.005 is revised to align with ICAO Annex 14 as well as to include aerodrome systems and equipment in the maintenance programme of the aerodrome. Furthermore, the rule introduces the requirement that the maintenance programme should follow human factors principles in accordance with ICAO Annex 14 and requires the availability of all necessary means for its implementation. ADR.OPS.C.007 is added. The rule addresses the need for the maintenance of rescue and firefighting vehicles in accordance with the provisions of Annex 14. However, given the need to prevent occurrences that may be the result of inadequately maintained vehicles, the proposed rule covers also similar needs for other vehicles allowed to operate within an aerodrome. This requirement is also linked with the proposed requirement for the authorisation of vehicles, which addresses their serviceability. ADR.OPS.C.010 is revised. The revision of the text aims at aligning the existing maintenance provisions with the relevant ICAO Annex 14 provisions with regard to pavement maintenance, and especially with regard to runway surface friction characteristics, in order to mitigate the risk of runway excursions, but also that arising from FOD presence. TE.RPRO.00036-008 © European Union Aviation Safety Agency. All rights reserved. ISO9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 13 of 20 An agency of the European Union  European Union Aviation Safety Agency Opinion No 03/2019 2. In summary — why and what The current content of ADR.OPS.C.015 is replaced for reasons mainly related to completeness and readability. More specifically, based on the relevant provisions of Annex 14, the rule addresses the need for the power supply systems of the aerodrome to be properly maintained, and introduces new requirements regarding the maintenance of the aerodrome lighting systems. In addition, the proposed rule introduces specific requirements for the maintenance of the aerodrome signs and markings. Furthermore, the proposed provisions restrict activities around electrical systems when low-visibility procedures are in effect. Finally, the proposed rule incorporates the content of existing aerodrome design specifications (CS ADR-DSN.S.895) because their content is maintenance-related. Commission Regulation (EU) No 923/2012 SERA.12005 is amended in order to include the requirement for the pilots to use the special air-report to provide information when the runway braking action encountered is not as good as reported to them. This amendment stems from ICAO Doc 4444 and is a key element for the implementation of the GRF, because the downgrade of the runway condition code depends heavily on the pilots’ reports. Commission Implementing Regulation (EU) 2017/373 ATS.OR.530 is added to ensure that when air traffic services are receiving special air-reports in regard to runway surface condition, they are communicated immediately to the aerodrome operator. This is a consequential change in ICAO Doc 4444 by the introduction of the GRF and is considered important for the implementation of the new method. This provision complements SERA.12005 and ensures a proper communication link between aerodrome operators, pilots and air traffic services. The template of the METAR (Appendix 1) in Annex V is replaced by a new one where the information for runway surface conditions is deleted. This is a consequential change to ICAO Annex 3, following the introduction of the GRF. In AIS.TR.330, point (b)(2) is deleted and transferred to point (a)(29). Currently, the publication of a NOTAM is not required for temporary closures of runways under (b)(2); however, it is considered safer as even in these cases, the publication of the NOTAM will increase pilots’ situational awareness. The SNOWTAM Format (Appendix 3a) in Annex VI is replaced to include in the runway condition descriptors the terms ‘SLIPPERY WET’ and ‘SPECIALLY PREPARED WINTER RUNWAY’. Furthermore, it includes some changes in the reporting of snowbanks in order to avoid excessive SNOWTAM strings, as well as to correct some errors in the examples given. 2.4. What are the stakeholders’ views — outcome of the consultation Comments were submitted to all parts of the NPA and they were of a mixed nature, ranging from support to the proposed amendments, to proposals for changes or improvements and, in some cases, expressing disagreement. The majority of the commentators focused on the following topics: Comments on the authorisation of vehicle drivers There was a variety of comments to the proposed provisions. Some of the comments asked EASA to clarify a term that was used in the proposed text, an issue that was resolved through the provision of additional material. TE.RPRO.00036-008 © European Union Aviation Safety Agency. All rights reserved. ISO9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 14 of 20 An agency of the European Union  European Union Aviation Safety Agency Opinion No 03/2019 2. In summary — why and what Moreover, some comments focused on the use of the instructors and assessors and the use of technology for the provision of training, which has led to the amendment of the proposed material, in order to clarify the intent of the provisions, but also to unify proposed provisions with other existing material, in order to avoid repetitions and overlaps. In addition, other comments focused in the proposed competent authority prior approval in regard to the provision of the required training by organisations other than the aerodrome operator, which has led to the amendment of the text. Some comments focused on the use of the term on-the-job training that was replaced, in order to avoid potential misunderstandings about the intent of the proposed material. Furthermore, there were comments in regard to the use of a common radio frequency as well as the language for communication purposes, which led to the amendment of the proposed text. Finally, some comments focused on the proposed frequency of recurrent training and proficiency checks, which however were not accepted mainly for reasons related to legal certainty, level playing field, and the need to maintain an acceptable level of safety. Comments on the origination of NOTAM There was a diversity of the comments received with regard to the proposed provision regarding NOTAM origination, which is in accordance with the provisions of Annex 15 and complements the relevant EASA Opinion No 02/2018 that addresses the issuance of NOTAM. Apart from the comments which focused on specific issues, such as answering a question that had been posed to the stakeholders by EASA, or posing specific questions, or expressing support, or making suggestions to improve the text and the two formats that had been provided, it was noticed that there was a certain focus regarding the proposed rule structure, and the uncertainty about the responsibility for NOTAM origination, which seems to be related to the general issue of data origination, which has not been addressed yet. Based on the comments received, certain parts of the text were incorporated in a different provision, in order to avoid repetitions, while other proposed provisions were amended. However, a certain number of comments have not been accepted because NOTAM origination requires clarity in terms of responsibilities and the actions to be accomplished by the originator, in order to prevent impact on the air navigation system. Comments on the reporting of runway surface condition There was a general support to the proposed rule, which is in line with ICAO Annex 14 provisions. Comments received in regard to the improvement of the text, as well as proposals to ensure consistency between the terms used in the SNOWTAM Form and the terms used to describe the runway surface conditions, have been generally accepted. The main controversial issue was the reporting of runway surface conditions. The EASA proposal does not allow the reporting of friction measurement values. Some commentators expressed the view that this practice should be allowed. EASA does not share this view because friction measurement values are not correlated with aeroplane performance data; therefore, they cannot be used by the flight crews. Furthermore, proposals were not accepted because currently there are no performance standards for friction measuring devices to ensure accuracy and reliability of friction measurements on contaminated surfaces. TE.RPRO.00036-008 © European Union Aviation Safety Agency. All rights reserved. ISO9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 15 of 20 An agency of the European Union  European Union Aviation Safety Agency Opinion No 03/2019 2. In summary — why and what 2.5. What are the expected benefits and drawbacks of the proposals As explained, the proposals include measures to reduce the risk of runway safety events, including also specific measures for runway surface condition assessment and reporting. The proposals will have a positive safety impact because the measures will definitely increase runway safety. The proposed measures will entail additional administrative and training costs; however, this is considered negligible because these provisions clarify existing requirements and provide enough flexibility on how they should be implemented. With regard to the proposed language proficiency provisions, a transition period is proposed to mitigate the potential impact. Furthermore, the proposed requirements for the provision of the training, although they are very specific in some cases on the training areas to be covered, in order to ensure the same safety level and level playing field, they allow the provision of the training using different methods, which can reduce the training cost, without compromising the desired outcome. Another issue that needs to be mentioned is that although the proposed measures for runway surface condition assessment and reporting are based on the ICAO provisions, they had to be extended in order to allow uninterrupted operations on runways that are covered by compacted snow or ice for long periods of time. That was necessary because these aerodromes are located at remote areas where air travel is the only way of transportation and any disruptions would create high social and economic impact. 2.6. How we monitor and evaluate the rules In order to evaluate the proposed rules, the following indicators will be monitored: What to monitor How to monitor Who should How often to monitor monitor Number of serious ECR EASA On a recurrent basis incidents and accidents related to runway and taxiway incursions caused by vehicles and persons Number of serious ECR EASA On a recurrent basis incidents and accidents involving collisions of moving aircraft with vehicles and other objects, not related to runway or taxiway incursions Number of serious ECR EASA On a recurrent basis incidents and accidents and related to FOD TE.RPRO.00036-008 © European Union Aviation Safety Agency. All rights reserved. ISO9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 16 of 20 An agency of the European Union  European Union Aviation Safety Agency Opinion No 03/2019 2. In summary — why and what Number of serious ECR EASA On a recurrent basis incidents and accidents related to runway confusion Number of accidents ECR EASA On a recurrent basis and serious incidents related to the runway surface condition Report from Surveys, interviews NAAs On a recurrent basis Member States aerodrome and airline operators concerning the validity of the new method Cologne, 24 June 2019 Patrick KY Executive Director TE.RPRO.00036-008 © European Union Aviation Safety Agency. All rights reserved. ISO9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 17 of 20 An agency of the European Union  European Union Aviation Safety Agency Opinion No 03/2019 3. References 3. References 3.1. Affected regulations — Commission Regulation (EU) No 139/2014 of 12 February 2014 laying down requirements and administrative procedures related to aerodromes pursuant to Regulation (EC) No 216/2008 of the European Parliament and of the Council. — Commission Implementing Regulation (EU) No 923/2012 of 26 September 2012 laying down the common rules of the air and operational provisions regarding services and procedures in air navigation and amending Implementing Regulation (EU) No 1035/2011 and Regulations (EC) No 1265/2007, (EC) No 1794/2006, (EC) No 730/2006, (EC) No 1033/2006 and (EU) No 255/2010. — Commission Implementing Regulation (EU) 2017/373 of 1 March 2017 laying down common requirements for providers of air traffic management/air navigation services and other air traffic management network functions and their oversight, repealing Regulation (EC) No 482/2008, Implementing Regulations (EU) No 1034/2011, (EU) No 1035/2011 and (EU) 2016/1377 and amending Regulation (EU) No 677/2011. 3.2. Related decisions — Decision 2014/012/R of the Executive Director of the Agency of 27 February 2014 adopting Acceptable Means of Compliance and Guidance Material to Regulation (EU) No 139/2014 ‘AMC/GM for Aerodromes – Initial Issue’ — Executive Director Decision 2017/021/R of 8 December 2017 issuing Certification Specifications and Guidance Material for Aerodrome Design (CS ADR-DSN) – Issue 4 — Decision 2013/013/R of the Executive Director of the Agency of 17 July 2013 adopting Acceptable Means of Compliance and Guidance Material to Commission Implementing Regulation (EU) No 923/2012 of 26 September 2012 laying down the common rules of the air and operational provisions regarding services and procedures in air navigation and amending Implementing Regulation (EU) No 1035/2011 and Regulations (EC) No 1265/2007, (EC) No 1794/2006, (EC) No 730/2006, (EC) No 1033/2006 and (EU) No 255/2010 ‘Acceptable Means of Compliance and Guidance Material to the rules of the air’ 3.3. Other reference documents — ICAO Annex 14 to the Convention on International Civil Aviation, Aerodromes, Volume I – Aerodrome Design and Operations, 8th Edition, July 2018 — ICAO Doc 4444, ‘Procedures for Air Navigation Services, Air Traffic Management’, Sixteenth Edition, 2016 — ICAO Doc 9981 ‘Procedures for Air Navigation Services, PANS-Aerodromes’, Second Edition, 2016 — ICAO Annex 6 to the Convention on International Civil Aviation, Operation of Aircraft, Part I – International Commercial Air Transport – Aeroplanes, 10th Edition, July 2016 TE.RPRO.00036-008 © European Union Aviation Safety Agency. All rights reserved. ISO9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 18 of 20 An agency of the European Union  European Union Aviation Safety Agency Opinion No 03/2019 3. References — ICAO State Letter AN 2/2.1.1-17/22 of 21 April 2017, ‘Proposed amendment to Annex 15, new PANS-AIM and consequential amendments to Annexes 3, 4, 6, 9, 10, 11 and 14, PANS-ATM, PANS-OPS, PANS-ABC and PANS-Aerodromes’ — ICAO State Letter AN 4/27 – 18/69 of 10 July 2018, ‘Approval of Amendment 2 to the PANS – Aerodromes’ — European Action Plan for the Prevention of Runway Incursions (EAPPRI), Released edition 3.0, November 2017 — European Action Plan for the Prevention of Runway Excursions (EAPPRE), Released edition 1.0, January 2013 — ICAO Circular 355 – ‘Runway Surface Condition Assessment, Measurement and Reporting’ — FAA AC 150/5200-30D, 29/7/2016 — ‘Airport Field Condition Assessments and Winter Operations Safety’ — FAA 150/5210-24, 09/30/2010 – ‘Airport Foreign Object Debris Management’ — ANSV – Agenzia Nazionale Per La Sicurezza Del Volo, Safety recommendations for the prevention of runway incursions, 26/09/2014 — ICAO Doc 10004, Global Aviation Safety Plan, 2017-2019 — ICAO Runway Safety Programme – Global Runway Safety Action Plan, November 2017 — ICAO Safety Report 2017 — SR NORW-2011-011 — Report SL 2011/10, Winter Operations, Friction Measurements and Conditions for Friction Predictions, Volume II – Main Report, May 2011 — European Plan for Aviation Safety (EPAS) 2019-2023 TE.RPRO.00036-008 © European Union Aviation Safety Agency. All rights reserved. ISO9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 19 of 20 An agency of the European Union  European Union Aviation Safety Agency Opinion No 03/2019 4. Appendix 4. Appendix Appendix to Opinion No 03/2019 ‘Runway safety’ — CRD 2018-14 [Separate document] TE.RPRO.00036-008 © European Union Aviation Safety Agency. All rights reserved. ISO9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 20 of 20 An agency of the European Union ‘Certification Specifications (CS) and Guidance Material (GM) for Aerodrome Design (CS ADR-DSN)’ The Annex to ED Decision 2017/21/R is amended as follows: The text of the amendment is arranged to show deleted text, new or amended text as shown below: — deleted text is struck through; — new or amended text is highlighted in blue; — an ellipsis ‘[…]’ indicates that the rest of the text is unchanged. 1 CS ADR-DSN.A.002 Definitions [...] ‘Frangible object’ means an object of low mass designed to break, distort or yield on impact so as to present the minimum hazard to aircraft. ‘Frost’ means ice crystals formed from airborne moisture on a surface whose temperature is below freezing; frost differs from ice in that the frost crystals grow independently and therefore have a more granular texture. Note 1: ‘below freezing’ refers to air temperature equal or less than the freezing point of water (0 degree Celsius). Note 2: under certain conditions, frost can cause the surface to become very slippery and it is then reported appropriately as reduced ‘braking action’. [...] ‘Hot spot’ means a location on an aerodrome movement area with a history or potential risk of collision or runway incursion, and where heightened attention by pilots/drivers is necessary. ‘Ice’ means water that has frozen or compacted snow that has transitioned into ice in cold and dry conditions. [...] ‘Slush’ means snow that is so water-saturated that water will drain from it when a handful is picked up or will splatter if stepped on forcefully snow which with a heel-and-toe slap-down motion against the ground will be displaced with a splatter; specific gravity: 0.5 up to 0.8. ‘Snow’ (on the ground): — ‘Dry snow’ means snow from which a snowball cannot readily be made can be blown if loose or, if compacted by hand, will fall apart again upon release; specific gravity: up to but not including 0.35. — ‘Wet snow’ means snow that contains enough water to be able to make a well-compacted, solid snowball, but water will not squeeze out which, if compacted by hand, will stick together and tend to or form a snowball; specific gravity: 0.35 up to but not including 0.5. — ‘Compacted snow’ means snow which that has been compressed compacted into a solid mass such that aeroplane tyres, at operating pressures and loadings, will run on the surface without significant further compaction or rutting of the surface resists further compression and will hold together or break up into lumps if picked up; specific gravity: 0.5 and over. ‘Standing water’ means water of depth greater than 3 mm. Note: running water of depth greater than 3 mm is reported as ‘standing water’ by convention. [...] ‘Visual approach slope indicator system’ means a system of lights arranged to provide visual descent guidance information during the approach to a runway. 2 ‘Wet ice’ means ice with water on top of it or ice that is melting. Note: freezing precipitation can lead to runway conditions associated with wet ice from an aeroplane performance point of view. Wet ice can cause the surface to become very slippery. It is then reported appropriately as ‘reduced braking action’. CS ADR-DSN.B.165 Objects on runway strips [...] (b) No fixed object, other than visual aids required for air navigation or those required for aircraft safety purposes and which must be sited on the runway strip, and satisfying the relevant frangibility requirement in Chapter T, should be permitted on a runway strip: (1) within 77.5 m of the runway centre line of a precision approach runway Category I, II or III where the code number is 4 and the code letter is F; or (2) within 60 m of the runway centre line of a precision approach runway Category I, II or III where the code number is 3 or 4; or (3) within 45 m of the runway centre line of a precision approach runway Category I where the code number is 1 or 2. No mobile object should be permitted on this part of the runway strip during the use of the runway for landing or take-off. CS ADR-DSN.M.630 Precision approach Category I lighting system […] (c) Characteristics: […] (2) Where the serviceability level of the approach lights specified as a maintenance objective in CS ADR-DSN.S.895 ADR.OPS.C.015 can be demonstrated, each centre line light position should consist of either: (i) a single light source; or (ii) a barrette. When barrettes are composed of lights approximating to point sources, the lights should be uniformly spaced at intervals of not more than 1.5 m. The barrettes should be at least 4 m in length. […] 3 CS ADR-DSN.M.635 Precision approach Category II and III lighting system (a) Location and composition: (1) The approach lighting system should consist of a row of lights on the extended centre line of the runway, extending wherever possible, over a distance of 900 m from the runway threshold. In addition, the system should have two side rows of lights, extending 270 m from the threshold, and two crossbars, one at 150 m and one at 300 m from the threshold, all as shown in Figure M-3A. Where the serviceability level of the approach lights specified as maintenance objectives in CS ADR-DSN.S.895 ADR.OPS.C.015 can be demonstrated, the system may have two side rows of lights extending 240 m from the threshold, and two crossbars, one at 150 m, and one at 300 m from the threshold, all as shown in Figure M-3B. […] (b) Characteristics (1) The centre line of a precision approach Category II and III lighting system for the first 300 m from the threshold should consist of barrettes showing variable white, except that where the threshold is displaced 300 m or more, the centre line may consist of single light sources showing variable white. Where the serviceability level of the approach lights specified in CS ADR-DSN.S.895 ADR.OPS.C.015 can be demonstrated, the centre line of a precision approach Category II and III lighting system for the first 300 m from the threshold may consist of: […] (3) Where the serviceability level of the approach lights in CS ADR-DSN.S.895 ADR.OPS.C.015 as maintenance objectives can be demonstrated beyond 300 m from the threshold, each centre line light position may consist of either: […] 4 Figure M-3B. Inner 300 m approach and runway lighting for precision approach runways, Categories II and III, where the serviceability levels of the lights specified as maintenance objectives in CS ADR-DSN.S.895 ADR.OPS.C.015(b)(1) can be demonstrated. 5 […] CS ADR-DSN.M.690 Runway centre line lights […] (c) Location: Runway centre line lights should be located along the centre line of the runway, except that the lights may be uniformly offset to the same side of the runway centre line by not more than 60 cm where it is not practicable to locate them along the centre line. The lights should be located from the threshold to the end at longitudinal spacing of approximately 15 m. Where the serviceability level of the runway centre line lights specified as maintenance objectives in CS ADR.DSN.S.895 ADR.OPS.C.015(b)(1) can be demonstrated, and the runway is intended for use in runway visual range conditions of 350 m or greater, the longitudinal spacing may be approximately 30 m. […] CS ADR-DSN.M.705 Stopway lights (a) Applicability: Stopway lights should be provided for a stopway intended for use at night, or in runway visual range conditions less than a value of 800 m. […] CS ADR-DSN.Q.850 Lighting of other objects Intentionally left blank CS ADR-DSN.R.855 Closed runways and taxiways, or parts thereof […] (d) When a runway, or taxiway, or portion thereof is permanently closed, all normal runway and taxiway markings should be obliterated physically removed. [...] CS ADR-DSN.S.880 Electrical power supply systems […] 6  Maximum switch-over Runway Lighting aids requiring power time Visual approach slope indicatorsa See Runway edgeb CS ADR-DSN.S.875(d) Runway thresholdb and Non-instrument Runway endb CS ADR-DSN.S.880(d) Obstaclea Stopway end Stopway edge Approach lighting system 15 seconds Visual approach slope indicatorsa, d 15 seconds Runway edged 15 seconds Runway thresholdd 15 seconds Non-precision approach Runway endd 15 seconds Obstaclea 15 seconds Stopway end 15 seconds Stopway edge 15 seconds Approach lighting system 15 seconds Runway edged 15 seconds Visual approach slope indicatorsa, d 15 seconds Runway thresholdd 15 seconds Precision approach Category I Runway end 15 seconds Essential taxiwaya 15 seconds Obstaclea 15 seconds Stopway end 15 seconds Stopway edge 15 seconds Inner 300 m of the approach lighting 1 second system Other parts of the approach lighting 15 seconds system Obstaclea 15 seconds Runway edge 15 seconds Runway threshold 1 second Precision approach Category Runway end 1 second II/III Runway centre line 1 second Runway touchdown zone 1 second Runway guard lights 15 seconds All stop bars 1 second Essential taxiway 15 seconds Stopway end 1 second Stopway edge 15 seconds Runway edge 15 secondsc Runway end 1 second Runway meant for take-off in Runway centre line 1 second runway visual range All stop bars 1 second conditions less than a value of Essential taxiwaya 15 seconds 800 m Obstaclea 15 seconds Stopway end 1 second 7  Stopway edge 15 seconds a. Supplied with secondary power when their operation is essential to the safety of flight operation. b. The use of emergency lighting should be in accordance with any procedures established. c. One second where no runway centre line lights are provided. d. One second where approaches are over hazardous or precipitous terrain. Table S-1. Secondary power supply requirements (see CS ADR-DSN.S.875(d)) CS ADR-DSN.S.890 Monitoring […] (d) For a runway meant for use in runway visual range conditions less than a value of 550 m, the lighting systems detailed in Table S-1 should be monitored automatically so as to provide an indication when the serviceability level of any element falls below a minimum serviceability level specified in CS ADR-DSN.S.895(c) to (g) ADR.OPS.C.015(b)(1) to (b)(6). This information should be automatically relayed to the maintenance crew. […] CS ADR-DSN.S.895 Serviceability levels Intentionally left bank GM1 ADR-DSN.Q.850 is deleted. GM1 CS ADR-DSN.R.855 is replaced by the following: GM1 ADR-DSN.R.855 Closed runway and taxiways, or parts thereof Information regarding the physical removal of runway and taxiway markings is contained in AMC1 ADR.OPS.C.015(d) and GM1 ADR.OPS.C.015(d). 8 GM1 ADR-DSN.S.895 is replaced by the following: GM1 ADR-DSN.S.895 Serviceability levels Intentionally left bank 9 EUROPEAN COMMISSION Brussels, XXX […](2019) XXX draft Annex II to EASA Opinion No 03/2019 COMMISSION IMPLEMENTING REGULATION (EU) …/... of XXX amending Commission Implementing Regulation (EU) No 923/2012 laying down the common rules of the air and operational provisions regarding services and procedures in air navigation, and Commission Implementing Regulation (EU) 2017/373 laying down common requirements for providers of air traffic management/air navigation services and other air traffic management network functions and their oversight EN EN  COMMISSION IMPLEMENTING REGULATION (EU) …/... of XXX amending Commission Implementing Regulation (EU) No 923/2012 laying down the common rules of the air and operational provisions regarding services and procedures in air navigation, and Commission Implementing Regulation (EU) 2017/373 laying down common requirements for providers of air traffic management/air navigation services and other air traffic management network functions and their oversight THE EUROPEAN COMMISSION, Having regard to the Treaty on the Functioning of the European Union, Having regard to Regulation (EU) 2018/1139 of the European Parliament and of the Council of 4 July 2018 on common rules in the field of civil aviation and establishing a European Union Aviation Safety Agency, and amending Regulations (EC) No 2111/2005, (EC) No 1008/2008, (EU) No 9962010, (EU) No 376/2014 and Directives 2014/30/EU and 2014/53/EU of the European Parliament and of the Council, and repealing Regulations (EC) No 552/2004 and (EC) No 216/2008 of the European Parliament and of the Council and Council Regulation (EEC) No 3922/91 (1), and in particular Article 43(1)(a) and (f) thereof, Whereas: (1) Commission Implementing Regulation (EU) No 923/2012 lays down the common rules of the air and operational provisions regarding services and procedures in air navigation (2). (2) Commission Implementing Regulation (EU) 2017/373 lays down common requirements for providers of air traffic management/air navigation services and other air traffic management network functions and their oversight (3). (3) In order to ensure a high level of civil aviation safety in the European Union (EU), the measures set out in Commission Implementing Regulation (EU) No 923/2012 should require flight crews to report when the runway braking action encountered is not as good as reported to them. (4) The International Civil Aviation Organization (ICAO), in its State letter AN 10/1.1- 16/17 of 31 March 2016 adopted Amendment 77-B to Annex 3 to the Convention on International Civil Aviation, signed at Chicago on 7 December 1944 (the ‘Chicago Convention’). Amendment 77-B to Annex 3 will be applicable in the ICAO Contracting States as of 5 November 2020. The changes set out in Amendment 77-B aim at reducing runway excursion incidents and accidents. (5) Those changes to Annex 3 to the Chicago Convention should be reflected in Commission Implementing Regulation (EU) 2017/373, in particular in its provision on meteorological services (Annex V (Part-MET)). ( 1) OJ L 212, 22.8.2018, p. 1. ( 2) OJ L 281, 13.10.2012, p. 1. ( 3) OJ L 62, 8.3.2017, p. 1. EN 1 EN  (6) Pilots should be informed through notices to airmen (NOTAMs) when a runway is temporarily unavailable due to marking works. (7) The proposed measures should include information to pilots that intend to operate on a specially prepared winter runway or on a slippery wet runway. (8) The proposed measures should not allow the dissemination of friction measurements to pilots. (9) The proposed measures should be reflected in Commission Implementing Regulation (EU) 2017/373, in particular in its provision on aeronautical information services (Annex VI (Part-AIS)). (10) The European Union Aviation Safety Agency has prepared draft implemented rules and submitted them with Opinion No 03/2019 (4) in accordance with points (b) and (c) of Article 75(2) and with Article 76(1) of Regulation (EU) 2018/1139. (11) The measures provided for in this Regulation are in accordance with the opinion of the committee established in accordance with Article 127 of Regulation (EU) 2018/1139, HAS ADOPTED THIS REGULATION: Article 1 Amendments to Commission Implementing Regulation (EU) No 923/2012 Commission Implementing Regulation (EU) No 923/2012 is amended in accordance with Annex I to this Regulation. Article 2 Amendments to Commission Implementing Regulation (EU) 2017/373 Commission Implementing Regulation (EU) 2017/373 is amended in accordance with Annex II to this Regulation. Article 3 Date of entry into force and application 1. This Regulation shall enter into force on the twentieth day following that of its publication in the Official Journal of the European Union. 2. However, the following points, as amended by this Regulation, shall apply from 5 November 2020: — point SERA.12005 of Commission Implementing Regulation (EU) No 923/2012, — point ATS.OR.530 of Commission Implementing Regulation (EU) 2017/373, — Appendix 1 to Annex V to Commission Implementing Regulation (EU) 2017/373, — Appendix 3a to Annex VI to Commission Implementing Regulation (EU) 2017/373. This Regulation shall be binding in its entirety and directly applicable in all Member States. ( 4) https://www.easa.europa.eu/document-library/opinions EN 2 EN  Done at Brussels, For the Commission The President EN 3 EN ‘Acceptable means of Compliance (AMC) and Guidance Material (GM) to Authority, Organisation and Operations Requirements for Aerodromes — Issue 1, Amendment X The Annex to ED Decision 2014/012/R is amended as follows: The text of the amendment is arranged to show deleted text, new or amended text as shown below: — deleted text is struck through; — new or amended text is highlighted in blue; — an ellipsis ‘[…]’ indicates that the rest of the text is unchanged. Page 1 of 119  ANNEX I GUIDANCE MATERIAL TO DEFINITIONS USED IN COMMISION REGULATION (EU) No 139/2014 GM1 38b Runway condition code The purpose of the runway condition code (RWYCC) is to permit an operational aeroplane performance calculation by the flight crew. GM1 38e Runway surface conditions The runway surface conditions used in the runway condition report (RCR) establish a common language between the aerodrome operator, the aeroplane manufacturer and the aeroplane operator. Aircraft de-icing chemicals and other contaminants are also reported but are not included in the list of runway surface condition descriptors because their effect on the runway surface friction characteristics and the RWYCC cannot be evaluated in a standardised manner. GM1 38f Runway surface condition descriptors The descriptors under (a) to (h) are used solely in the context of the RCR and are not intended to supersede or replace any existing World Meteorological Organization (WMO) definitions. GM1 38f (c) Runway surface condition descriptors Freezing refers to the freezing point of water (0 degree Celsius). Under certain conditions, frost can cause the surface to become very slippery and it is then reported appropriately as downgraded RWYCC. GM1 38f (f) Runway surface condition descriptors Running water of depth greater than 3 mm is reported as ‘standing water’ by convention. GM1 38f (g) Runway surface condition descriptors Freezing precipitation can lead to runway conditions associated with wet ice from an aeroplane performance point of view. Wet ice can cause the surface to become very slippery. It is then reported appropriately as downgraded RWYCC. GM1 41a Slippery wet runway A portion of runway in the order of 100 m long may be considered significant. GM2 41a Slippery wet runway The surface friction characteristics of the runway are considered degraded when below the minimum standards. GM1 41c Specially prepared winter runway ‘Frozen sand’ is a method to improve the surface friction characteristics of an ice-covered surface by sand or grit fixed to the surface through a melting/freezing process. Frozen sand can be achieved using several techniques. One example is pre-wetting the material with hot water just prior to application in order to have the hot sand melting the top layer of the ice, which then immediately refreezes to fix Page 2 of 119 the material to the surface. Another technique is to pre-wet the material by a suitable chemical in order to achieve a similar effect. Page 3 of 119  ANNEX II – PART ADR.AR PART AUTHORITY REQUIREMENTS – AERODROMES SUBPART C – OVERSIGHT, CERTIFICATION AND ENFORCEMENT (ADR.AR.C) AMC1 ADR.AR.C.010 Oversight programme PROCEDURES FOR OVERSIGHT OF AERODROME OPERATORS AND PROVIDERS OF APRON MANAGEMENT SERVICES […] (b) Inspections, audits, and oversight procedures, on a scale and frequency appropriate to the operation, should include, but not be limited to, items from the following list: […] (2) visual aids and aerodrome electrical systems, including their maintenance programme; […] (4) aerodrome data reporting, including reporting of surface contaminants and runway surface conditions, and NOTAM origination; […] (14) vehicle control authorisation and operation on the movement area, including maintenance programmes; (15) control of pedestrians; [15 16) wildlife hazard management; (1617) runway excursion and incursion prevention programmes of the aerodrome operator, as part of the Competent Authority’s runway safety programme, including the functioning and effectiveness of the aerodrome’s local runway safety team, as well as the implementation of identified actions; (18) FOD control programme of the aerodrome operator; (1719) inspections of the movement area; (1820) maintenance programme of the aerodrome systems and the movement area; (1921) aerodrome works; (2022) protection against hazardous activities in the aerodrome surroundings; (2123) personnel training and records, including review of training programme on runway excursion and incursion prevention, as well as the drivers’ authorisations and language proficiency assessments, training programmes, and its their implementation; (2224) aerodrome manuals and documentation; (2325) operator’s management system, including its safety management system and its quality, and security management system for aeronautical data; and Page 4 of 119  (2426) operator’s oversight of the compliance of the organisations operating, or providing services at the aerodrome (third parties). […] GM1 ADR.AR.C.035(e) Issuance of certificates MODEL FOR THE TERMS OF THE CERTIFICATE TO BE ATTACHED TO THE CERTIFICATES TERMS OF THE CERTIFICATE Certificate reference: [STATE CODE]1: Aerodrome name — ICAO location indicator2: Conditions to operate3: Operations on specially prepared winter runways4 Runway — declared distances45: Types of approaches56: Aerodrome reference code67: Scope of aircraft operations with a higher aerodrome reference code letter78: Provision of apron management services89: Rescue and firefighting level of protection910: Other1011 1 The certificate must be given the State Code [The two-letter ISO code should be used (ISO 3166 alpha-2), except for Greece and the United Kingdom, for which the abbreviations EL and UK are recommended] and a unique ascending number. Example: EL – 001 2 To be specified: the official name of the aerodrome and the ICAO location indicator for the aerodrome. 3 To be specified: day/ night and IFR/ VFR. 4 To be specified: (yes/no). See ADR.OPS.B.036. 45 To be specified: ASDA, LDA, TODA, TORA in metres for each direction of each runway, including intersection take-off if applicable. 56 To be specified: approval of the runway for non-instrument, instrument, non-precision approach. In case of precision approach (-es) it is to be indicated, which of the following precision approach(-es) is (are) approved: — Standard Category I; — Lower than Standard Category I; — Precision Approach Category II; Page 5 of 119  — Other than Standard Category II; — Precision Approach Category III-A; — Precision Approach Category III-B; — Precision Approach Category III-C. 67 To be specified: Aerodrome Reference Code (Code number/Code letter). 78 To be specified: the approved type of aeroplanes with a higher code letter than indicated in point 7 above. 89 To be specified: the name of the service provider, both in case such services are t or are not provided by the aerodrome operator. 910 To be specified: the rescue and firefighting level of protection as per Annex IV (Part-ADR.OPS) of to this Regulation. 1011 To be specified: any other information that the Competent Authority finds necessary to include. Page 6 of 119  ANNEX III – PART-ADR.OR PART ORGANISATION REQUIREMENTS – AERODROME OPERATORS SUBPART B – CERTIFICATION (ADR.OR.B) GM1 ADR.OR.B.040(a);(b) Changes CHANGES REQUIRING PRIOR APPROVAL The following is a list of items which should be granted prior approval by the Competent Authority, as specified in the applicable Implementing Rules. […] (g) Implementation of aeroplane operations on specially prepared winter runways as required by ADR.OPS.B.036 Operations on specially prepared winter runways. (g h) Changes to low-visibility procedures as required by ADR.OPS.B.045(b) Low Visibility Operations. (h i) Operation of aircraft with higher code letter as required by ADR.OPS.B.090(a) Use of the aerodrome by higher code letter aircraft. […] SUBPART D – MANAGEMENT (ADR.OR.D) GM1 ADR.OR.D.017(a);(b) Training and proficiency check programmes TRAINING PROGRAMME — GENERAL (a) Aerodrome operator’s personnel (1) The purpose of the training programme is to ensure the initial and continued competence of the aerodrome operator’s personnel to perform their duties, irrespective of their level in the aerodrome hierarchy. This is to be achieved by ensuring that each person receives initial, recurrent, and if necessary, refresher training (as a result of absence from duties), and other ad hoc training ((e.g. due to the planned/implemented change to the aerodrome system, etc.), which is relevant to his or her function and tasks. One method to achieve this is by identifying the tasks of the employees and ensuring that each one of them receives the training that corresponds to such tasks. For example, an employee whose tasks involve driving would need to undergo the relevant driving training (depending on the area of the aerodrome that he or she will operate in the course of his or her duties). Moreover, if the duties of that person involve also conducting inspections of the movement area, then the training plan for that employee would also need to include relevant training for that area. Moreover, apart from this specific type of training, one should also consider the need for all personnel to undergo a safety management system training relevant to their duties. Page 7 of 119  (2) As part of the process of the development of the training programme, there are also other issues that need to be considered, such as: (i) the content and duration of the courses; (ii) the minimum performance required by the trainees; (iii) the method to be used for the delivery of the training; (iv) the way the competency assessments of the trainees will be performed; (v) the development of the relevant procedures to ensure that the training programme achieves its objectives and covers circumstances that may occur (e.g. the case where an employee fails to achieve the required competency level). Consideration should be given to the fact that the relevant procedures would also need to address the organisation and implementation of the recurrent, refresher and continuation training. (b) Personnel of other organisations operating or providing services at the aerodrome (1) At an aerodrome environment, there may be also other organisations that operate or provide their services to other organisations. Given that such activities may have an effect on safety and affect aerodrome operations, it is necessary to ensure that the personnel of these organisations are trained in the aerodrome’s operating procedures and requirements, so that they are enabled to safely operate within the aerodrome environment (e.g. the apron, and sometimes on the manoeuvring area), sharing a common understanding about safety management. To achieve this, the aerodrome operator needs to identify which are the operational procedures and requirements that need to be included in the relevant training programme for this type of personnel. For instance, if an employee of another organisation needs to drive and work on the apron or on the manoeuvring area, then he or she would need to undergo the relevant training prior to being allowed to do so. This would involve the relevant driving training. On the other hand, the same person would be subject to certain aerodrome operating procedures which apply on this area, and so he or she would need to also receive training on these procedures (e.g. as part of the FOD control programme). Moreover, there is also an additional need for this employee to receive a safety management system training relevant to their duties, e.g. how to file an occurrence report, etc. (2) As part of the process for the development of this part of the training programme, the aerodrome operator would need to make considerations similar to the ones referred to in (a)(2) above, in order to ensure the continued competence and awareness of such personnel in the required fields. (3) In this way, the aerodrome operator is expected to be able to safely manage the interfaces it has with the other organisations present at the aerodrome. However, in order to ensure the successful implementation of this part of the training programme, the aerodrome operator would need to cooperate and have relevant arrangements with the organisations whose employees need to follow this part of the training programme. Depending on the situation and the solutions chosen in each case, the content of the arrangements may vary and cover different areas, such as the exchange of relevant information regarding absence of personnel for the organisation of a refresher training, Page 8 of 119  the use of instructors or assessors proposed by these organisations for the implementation of the relevant part of the training programme, etc. (4) It is to be noted that the training related to the performance of the actual duties of this type of personnel (e.g. how to use its own organisation’s equipment, or the internal procedures of that organisation, etc.) falls outside of the scope of this part of the training programme required under ADR.OR.D.017. (c) Understanding of the aerodrome system as a whole It is important that the training provides all trainees with an understanding of the interdependencies between the various functions and actors at the aerodrome environment, and how their work is related to the functions and work of other personnel and organisations, so that they acquire a rather ‘global’ (as opposed to an ‘isolated’) perspective. AMC1 ADR.OR.D.017(a);(b) Training and proficiency check programmes TRAINING PROGRAMME — GENERAL (a) The training programme should cover all personnel: (1) involved in the operation, maintenance, and management of the aerodrome (supervisors, managers, senior managers, and the accountable manager); and (2) operating unescorted on the movement area, and other operational areas of the aerodrome, and which are related to the aerodrome operator, or other organisations which operate or provide services at the aerodrome, regardless of their level in the organisation. (b) The training of persons mentioned in paragraph (a) should be completed prior to the initial performance of their duties, or allowing them unescorted access on the movement area and other operational areas of the aerodrome, as appropriate. (cb) The training programme should include safety management system training whose level of detail should be appropriate to the individual’s responsibility and involvement in the safety management system and should also include human and organisational factors; for those persons referred to in paragraph under (a)(2) employed by other organisations operating, or providing services at the aerodrome, the safety management system training may cover only the necessary elements (e.g. relevant procedures, safety reporting system, aerodrome safety programmes, etc.). (dc) The training programme should consist of the following: (1) a process to identify training standards, including: (i) syllabi, duration, and frequency for each type of training and area of activity for the persons mentioned in paragraph point (a), including for the instructors and assessors; (ii) method(s) for delivery of training and competency assessment; minimum performance to be achieved by trainees; and (iii) track completion of required training; (2) a validation process that measures the effectiveness of training; Page 9 of 119  (3) initial, job-specific, training; (4) on-the-job practical training; and (5) recurrent training; (6) refresher training; and (7) continuation training. (ed) The training programme should identify training responsibilities and contain procedures: (1) for training and checking competency assessment of the trainees; (2) to be applied in the event that personnel do not achieve or maintain the required standards. (fe) Training contents, and syllabi and duration should comply with the requirements prescribed in Part-ADR.OPS. (gf) A training file should be developed for each employee, including management, and a system should be in place to assist in identifying and tracking employee training requirements, and verifying that personnel have received the required/planned training. (hg) Information related to points paragraphs (dc) and (ed), including the identified training standards and the related syllabi and frequency, should be included in the aerodrome manual. AMC2 ADR.OR.D.017(a);(b) is deleted. AMC3 ADR.OR.D.017(a);(b) is deleted. AMC1 ADR.OR.D.017(c) Training and proficiency check programmes INITIAL TRAINING PROGRAMME PROCESS (a) Theoretical training (1) A suitable method (or suitable methods) for the delivery of each part of the required training should be identified and specified in the training programme. (2) The theoretical training should be delivered at appropriate training facilities, and the delivery of the training should be supported by means and equipment which are suitable for the training area covered. Where the objectives of the training may be served without interaction of the trainee(s) with other persons, computer-based training may also be used for the delivery of theoretical training, provided that the training material is prepared, reviewed and updated by an instructor nominated in accordance with AMC1 ADR.OR.D.017(f). Where Page 10 of 119  provided, such training would need to take into account human factors principles, and as a minimum it should also cater for the possibility for the trainees to ask questions and receive clarifications, as well as to provide feedback. (3) A competency assessment should be conducted for each training course. The competency assessment should be accomplished by using identified method(s), appropriate to the training element to be assessed. Assessment procedures should be established, addressing, as a minimum, location(s), identity check and invigilation, and assessment discipline. Computer-based systems may be used for the assessment of the trainees provided that: (i) the assessment material is prepared, reviewed and updated by an assessor nominated in accordance with AMC1 ADR.OR.D.017(f); and (ii) the assessment is conducted in a controlled facility and environment and in a manner that physically ensures the identity of the trainees during the assessment process. (4) Training elements that require individual practical participation may be combined with practical assessments. (b) Practical training (1) The practical training should follow the successful completion of the theoretical training and should be provided by an instructor nominated in accordance with AMC1 ADR.OR.D.017(f). The duration of the practical training should be appropriate to the area covered. (2) A practical competency assessment should be conducted by an assessor nominated in accordance with AMC1 ADR.OR.D.017(f), following the completion of each practical training provided. Assessment procedures should be established, addressing, as a minimum, location(s), identity check, and assessment discipline. GM21 ADR.OR.D.017(ac) Training and proficiency check programmes INITIAL TRAINING PROGRAMME PROCESS — CHECKING OF TRAINEES (a) The methods to be used for the delivery of the theoretical training include, but are not limited to, the following: (1) lecture; (2) lesson/demonstration; (3) case study; (4) exercises, including computer-based practical exercises; (5) facilitation; (6) group work; (7) interactive training; and (8) supervised practices. (b) The methods to be used for the checking competency assessment of the trainees upon the completion of the theoretical training could include: (a1) practical demonstration;, (b2) computer-based assessment;, Page 11 of 119  (c3) oral or written tests assessments;, or combinations of such methods, as appropriate. When determining the method(s) to be used for the assessment of the trainees, the advantages and the limitations of each method, as well as the objectives of the training, would need to be taken into account. For example, the oral assessment may be used to test the understanding of the trainees around certain issues, as well as the requirements governing them, to have a clearer indication that the trainee not only knows what he or she should be doing in a given case, but also why he or she should be doing it. However, the oral assessment requires considerable skills and it should be undertaken in a way that ensures consistency among individual assessors. On the other hand, written assessments may be used to test the theoretical knowledge and to a lesser degree the understanding of the trainees. They are easier to administer and to ensure their consistency, particularly when using multiple-choice questions. However, multiple-choice questions may test knowledge, but they may not be appropriate for determining how a person would react in a particular operational situation. A written assessment may also be computer-based. AMC2 ADR.OR.D.017(c) Training and proficiency check programmes INITIAL TRAINING PROGRAMME PROCESS — NEW EMPLOYEES When an aerodrome operator employs personnel mentioned in point (a) of AMC1 ADR.OR.D.017(a);(b), who have already completed a training programme with another aerodrome operator, the current employer may, when determining the training needs required for the post to be filled by that employee, decide to give credit for training areas which the individual has already completed relevant training, as they are documented in his or her training records. In any case, no credit may be given for training areas which are aerodrome-specific. AMC1 ADR.OR.D.017(d) Training and proficiency check programmes RECURRENT, REFRESHER AND CONTINUATION TRAINING (a) Recurrent training The recurrent training may be only theoretical and should cover the areas addressed in the initial theoretical training provided. The recurrent training should be designed to review, reinforce or enhance the existing knowledge and skills of the trainees, and should also take into account the changes that have taken place in the subjects covered by the initial training. Upon completion of the recurrent training, an assessment of the trainee should be conducted (for the process of the assessment, see AMC1 ADR.OR.D.017(c)). (b) Refresher training The refresher training may be only theoretical, and shorter than the recurrent training, and its content should take into account the length of the person’s absence and the magnitude of the relevant changes that may have taken place during the period of absence of the employee. Page 12 of 119  Upon completion of the refresher training, an assessment of the trainee should be conducted (for the process of the assessment, see AMC1 ADR.OR.D.017(c)). (c) Continuation training Continuation training should be provided in cases where: (1) a person is assigned new/different tasks In the case a person is to be assigned to different/additional tasks, an appropriate theoretical and practical training which covers any differences between his or her previous and future tasks should be completed. This differences training should be determined on the basis of a comparison between the training required for the new tasks, and the training already completed by that person, as documented in his or her training records. The provision of training should be followed by relevant competency assessment (for the process of the assessment, see AMC1 ADR.OR.D.017(c)); (2) a change is introduced to the operating environment of a person, which is of such nature and/or magnitude that requires the training of the employee(s) (e.g. a new system to be used by the employee(s) concerned). A method should be established and documented to be used for determining the need (or not), as well as the type(s) (theoretical, practical, or both), of training, to be provided following changes. The provision of training should be followed by relevant competency assessment (for the process of the assessment, see AMC1 ADR.OR.D.017(c)). GM1 ADR.OR.D.017(a);(b) is deleted. GM1 ADR.OR.D.017(c) is deleted. GM2 AMC1 ADR.OR.D.017(c e) Training and proficiency check programmes PROFICIENCY CHECKS (a) The purpose of the proficiency check is to establish the ability of an individual to perform satisfactorily, in accordance with applicable requirements and the content of the aerodrome manual as they relate to his or her tasks. In particular, the competency check of the aerodrome operator’s personnel should determine the performance of an individual with regard to the tasks assigned to him or her. With regard to personnel of other organisations operating or providing services at the aerodrome, the objective of the proficiency check should be the performance of the individual with regard to the applicable operational procedures and requirements of the aerodrome. Page 13 of 119  To this end, the elements that each proficiency check should cover should be identified and documented. A proficiency check does not need to cover all associated elements at the same time; however, all elements of a proficiency check should be covered within the period specified in GM1 ADR.OR.D.017(c) ADR.OR.D.017(e). Depending on the situation, specialty and element checked, and provided that it will not affect the quality and completeness of the proficiency check, a single proficiency check may be used to cover more than one person. The person(s) to be checked should be made aware about prior to the proficiency check relevant procedure. Proficiency checks may be conducted during normal and/or abnormal/emergency conditions depending on the situation and the specialty of the person being checked. (b) The proficiency check programme should: (1) include a process to identify the frequency of proficiency checks, including for the instructors and assessors, and track completion of the required checks; (2) identify checking responsibilities and relevant checking methods and procedures; (3) include procedures to be applied in the event that personnel do not achieve the required standards; and (4) include a validation process that measures the effectiveness of the programme. (c) Information related to the proficiency check programme should be included in the aerodrome manual. GM1 ADR.OR.D.017(e) Training and proficiency check programmes PROFICIENCY CHECKS The provisions of ADR.OR.D.017 (e) foresee the establishment and implementation of a proficiency check programme and they also define the maximum period within which a proficiency check needs to be conducted for each person, in order to ensure that personnel remain competent. However, nothing in this requirement prevents the conduct of a proficiency check whenever, for various reasons, it is deemed necessary. By doing so, it may be possible to confirm the existence of areas of improvement, which then may be addressed through the provision of appropriate training. AMC1 ADR.OR.D.017(d f) Training and proficiency check programmes INSTRUCTORS — ASSESSORS (a) The aerodrome operator should nominate instructors and assessors to be used for the implementation of the training and proficiency check programmes. The personnel to be nominated may also include contracted instructors or organisations for individual subjects. The aerodrome operator may also nominate personnel proposed by organisations operating or providing services at the aerodrome to be used as instructors and assessors for the implementation of the respective part of the training and proficiency check programmes of these organisations’ personnel. In any case, the responsibility to ensure the proper Page 14 of 119  implementation of the programme is with the aerodrome operator. Irrespective of the solution chosen, the aerodrome operator remains responsible for the proper implementation of the training programme and the proficiency check programme in a seamless and consistent manner, and according to the relevant procedures and standards established by the aerodrome operator. […] (c) Instructors […] (2) Instruction on practical skills should be given by appropriately qualified instructors who: […] (iv) receive relevant regular refresher training, in accordance with the training programme, to ensure that the instructional competences are maintained. (d) Assessors […] (2) receive relevant regular refresher training , in accordance with the training programme, to ensure that the assessment standards are maintained up to date; and […] AMC1 ADR.OR.D.017(e g) Training and proficiency check programmes […] GM1 AMC2 ADR.OR.D.017(e g) Training and proficiency check programmes TRAINING RECORDS (a) Training programme — general The aerodrome operator should maintain records of the training sessions that it has provided, should include including as a minimum the following: (1) type of training, area of training and subjects covered; (2) names of participants/signed list of participants; (3) date and duration of training; and (4) name of the instructor and assessor. (b) Training records of individuals […] (6) any comments made by the instructor, if applicable; Page 15 of 119  (7) the performance evaluation assessment of the trainee, if as applicable; and […] GM2 AMC3 ADR.OR.D.017(e g) Training and proficiency check programmes […] SUBPART E – AERODROME MANUAL AND DOCUMENTATION (ADR.OR.E) 18. AMC3 ADR.OR.E.005 is amended as follows: AMC3 ADR.OR.E.005 Aerodrome manual AERODROME MANUAL […] 3. Required aerodrome personnel qualifications (see GM1 ADR.OR.D.015(d)). Moreover, procedures related to: 3.1 the training programme, including the following: 3.1.1 responsibilities, frequencies, syllabi, duration of each type of training, method for delivery of training and competency assessment, minimum performance to be achieved by trainees, and the identified training standards for all personnel involved in the operation, rescue and firefighting maintenance and management of the aerodrome, and those persons operating unescorted on the movement area and other operational areas of the aerodrome. 3.1.2 procedures: 3.1.2.1 for training and checking competency assessment of the trainees; 3.1.2.2 to be applied in the event that personnel do not achieve the required standards. 3.1.3 description of documentation to be stored and storage periods. 3.2 the proficiency check programme, including responsibilities and frequencies of proficiency checks; 3.2.1 checking methods and procedures. 3.2.1 3.2.2 procedures to be applied in the event that personnel do not achieve the required standards. 3.2.3 the validation process to measure the effectiveness of the programme. Page 16 of 119  3.2.3 3.2.4 description of documentation to be stored and storage periods. […] 15. Procedures for apron safety management, including: 15.1protection from jet blasts and downwash; 15.2 enforcement of safety precautions during aircraft refuelling operations; 15.3 FOD prevention, including apron cleaning/sweeping; and 15.4 monitoring compliance of personnel on the apron with safety procedures.; and 15.5 escorting, controlling and protecting passengers on the apron, from vehicular traffic and operating aircraft, use of predetermined routes, and avoiding interference with stationary aircraft ground servicing activities. 16. Procedures for the control and limitation of the number of vehicles operating on the movement area, issuance of and authorisations and temporary permits of vehicles operating on or in the vicinity, or the movement area, including driver’s obligations traffic rules, right of way, speed limits, and method procedures for issuing driving authorisations and permits, and enforcement means procedures. Procedures for escorting vehicles occasionally used in areas where radio and transponder or equivalent is required, as well as vehicles temporarily permitted to operate on the movement area. Procedures and responsibilities for establishing and monitoring the implementation of the maintenance programme for vehicles operating on the movement area and other operating areas. […] 29. Procedures and measures for the prevention of fire at the aerodrome. 30. Communication procedures, including: frequencies; language and phraseology to be used when communicating with the air traffic services; vehicle call signs; communication signals to be used in case of radio communication failure; communication via the air traffic services provider; and dissemination of significant information. 31. Aircraft towing procedures, including: designated routes to be used; lights to be displayed by aircraft; communication procedures; guidance to be provided; measures for ensuring safety of towing operation in adverse weather conditions, including visibility and weather phenomena in which towing is limited or not permitted. 32. Procedures for the handover of activities between aerodrome personnel, including description of the system for the provision of operational information to other organisations operating at the aerodrome. […] Page 17 of 119  ANNEX IV – PART ADR.OPS PART OPERATIONS REQUIREMENTS – AERODROMES SUBPART A – AERODROME DATA (ADR.OPS.A) […] GM1 ADR.OPS.A.005 Aerodrome data […] CONDITION OF THE MOVEMENT AREA AND RELATED FACILITIES The condition of the movement area and the operational status of related facilities should be monitored and reported, on matters of operational significance affecting aircraft and aerodrome operations, particularly in respect of the following: (a) construction or maintenance work; (b) rough or broken surfaces on a runway, a taxiway or an apron; (c) snow, slush, ice, or frost on a runway, a taxiway or an apron; (d) water on a runway, a taxiway or an apron; (e) snow banks or drifts adjacent to a runway, a taxiway or an apron; (f) anti-icing or de-icing liquid chemicals or other contaminants on a runway, taxiway or apron; (g) other temporary hazards, including parked aircraft; (h) failure or irregular operation of part or all of the aerodrome visual aids; and (i) failure of the normal or secondary power supply. (c) other temporary hazards, including parked aircraft; (d) failure or irregular operation of part or all of the aerodrome visual aids; and (e) failure of the normal or secondary power supply. Water on a runway Whenever water is present on a runway, a description of the runway surface should be made available using the following terms: (a) DAMP — the surface shows a change of colour due to moisture; (b) WET — the surface is soaked but there is no standing water; (c) STANDING WATER — for aeroplane performance purposes, a runway where more than 25 per cent of the runway surface area (whether in isolated areas or not) within the required length and width being used is covered by water more than 3 mm deep. Information that a runway or portion thereof maybe slippery when wet, should be made available to the aerodrome users. Page 18 of 119 Snow, slush or ice or frost on a runway (a) Whenever an operational runway is contaminated by snow, slush, ice or frost, the runway surface condition should be assessed and reported. Runway condition assessment should be repeated as conditions change. (b) The contaminant type, distribution, and for loose contaminants, depth for each third of the runway, should be assessed. An indication of surface friction characteristics is helpful in conducting runway condition assessment however caution should be exercised when correlating the results obtained by friction measuring equipment with aircraft performance. Additionally, for contaminants such as slush, wet snow and wet ice, contaminant drag on the equipment’s measuring wheel, amongst other factors, may cause readings obtained in these conditions to be unreliable. (c) Assessment of the friction of a runway should be made in descriptive terms of ‘estimated surface friction’. The estimated surface friction should be categorised as good, medium to good, medium, medium to poor, and poor, and promulgated in SNOWTAM format as well as using appropriate RTF phraseologies. (d) The estimated surface friction, based on the measured coefficient, when the runway is covered by compacted snow or ice only, could be reported according to the following table (indicative), although these values may vary due to the friction measuring device as well as to the surface being measured and the speed employed: Measured Coefficient (μ) Estimated surface friction Code 0.40 and above Good 5 0.39 to 0.36 Medium to good 4 0.35 to 0.30 Medium 3 0.29 to 0.26 Medium to poor 2 0.25 and below Poor 1 Table 2 (e) Assessed surface condition information, including estimated surface friction, should be reported for each third of a runway. The thirds are called A, B and C; (1) For the purpose of reporting information to aeronautical service units, Section A should always be the section associated with the lower runway designation number; (2) When giving landing information to a pilot before landing, the sections should be referred to as first, second or third part of the runway. The first part should always mean the first third of the runway as seen in the direction of landing; (3) Assessments should be made along two lines parallel to the runway, i.e. along a line on each side of the centreline approximately 3 m, or that distance from the centreline at which most operations take place. The objective of the assessment is to determine the type, depth and coverage of the contaminants and its effect on estimated surface friction given the prevailing weather conditions for sections A, B and C; Page 19 of 119  (4) In cases where a continuous friction measuring device is used, the mean values are obtained from the friction values recorded for each section; (f) Whenever dry snow, wet snow, slush ice or frost is present and reported, the description of the runway surface condition should use the following terms: (1) dry snow; (2) wet snow; (3) compacted snow; (4) wet compacted snow; (5) slush; (6) ice; (7) wet ice; (8) frost; (9) dry snow on ice; (10) wet snow on ice; (11) chemically treated; (12) sanded; and should include, where applicable, the assessment of contaminant depth. AMC1 ADR.OPS.A.057(a)(1) Origination of NOTAM GENERAL The procedures should as a minimum: (a) define the way and means that the aerodrome operator may use to request the issuance of a NOTAM, in accordance with the arrangements that the aerodrome operator has with the aeronautical information service (AIS) provider(s). The procedures should clearly indicate the names of the aerodrome operator’s personnel that have the authority to originate a NOTAM, and which should be included in the arrangements with the AIS provider. (b) contain instructions regarding the: (1) cases where a NOTAM should be originated by the aerodrome operator; (2) cases where a NOTAM should not be originated by the aerodrome operator; and (3) completion of the NOTAM form (including the use of relevant electronic applications, if applicable) by the personnel designated by the aerodrome operator as NOTAM originators; and Page 20 of 119 (c) specify the cases in which coordination with the competent authority is needed prior to the origination of the NOTAM, and the way to inform the competent authority about the issuance of a NOTAM. AMC1 ADR.OPS.A.057(a)(2);(3) Origination of NOTAM INITIAL TRAINING FOR AERODROME PERSONNEL INVOLVED IN NOTAM ORIGINATION AND OTHER AERODROME PERSONNEL (a) The theoretical part of the training of a person to be designated as a NOTAM originator should, as a minimum, cover the following areas: (a) regulatory framework governing NOTAM origination and issuance, and its relationship with other aeronautical data products, including: (i) cases where the origination of a NOTAM is required; (ii) cases where a NOTAM should not be originated. (b) NOTAM form completion, including word abbreviations and phrase contractions applicable to NOTAMs; (c) NOTAM types and understanding of NOTAM; (d) use of electronic applications for initiating a NOTAM (if applicable); and (e) aerodrome procedures for origination and internal dissemination of a NOTAM. The theoretical training should be followed by an assessment of the trainees (see AMC1 ADR.OR.D.017(c). (b) Following the successful completion of the theoretical training, the practical part of the training should, as a minimum, include familiarisation with the origination of NOTAM and implementation of the relevant aerodrome operating procedures for the persons to be designated as NOTAM originators. Upon completion of the practical training, and the successful competency assessment of the trainee in practical terms, the person may be designated as a NOTAM originator. (c) For other aerodrome personnel, whose duties require only the understanding of a NOTAM, the theoretical part of the training should be adjusted to their needs and need not include (a)(4) and (a)(5) above, while the practical training should include practical examples to assess the level of their understanding. Both the theoretical and the practical training should be followed by an assessment of the person concerned (see AMC1 ADR.OR.D.017(c). GM1 ADR.OPS.A.057(a)(2);(3) Origination of NOTAM RECURRENT, REFRESHER AND CONTINUATION TRAINING ADR.OR.D.017 point (d) regulates the provision of training following the completion of the initial training, as part of the aerodrome operator’s training programme. For the process that needs to be Page 21 of 119 followed to ensure the continued competence of the personnel involved in NOTAM origination and use, see ADR.OR.D.017(d) and AMC1 ADR.OR.D.017(d). GM1 ADR.OPS.A.057(c) Origination of NOTAM NON-ORIGINATION OF NOTAM Promulgation of information through NOTAM is required under certain circumstances. In such cases, the responsible organisation (e.g. competent authority, aerodrome operator, ATS provider, etc.) originates a NOTAM, which is finally issued by the AIS provider. ADR.OPS.A.057 defines the responsibilities of the aerodrome operator with respect to the NOTAM origination process, while its point (c) requires the origination of a NOTAM by the aerodrome operator in the cases prescribed in it. On the other hand, for a variety of reasons (e.g. prevention of information overflow), not all kind of information is eligible for promulgation through NOTAM. To this end, Regulation (EU) 2017/373, which applies to AIS providers, prescribes in AIS.TR.330 the cases where the AIS provider shall (or shall not) issue a NOTAM. This means that there are cases in which, even if an aerodrome operator originates a NOTAM to promulgate an information, the NOTAM will not be finally issued by the AIS provider if this information is not allowed to be promulgated by NOTAM as per AIS.TR.330. To avoid such situations, the aerodrome operator needs: (a) to ensure that the relevant aerodrome operator’s personnel are adequately trained in the relevant regulatory framework regarding both the origination and issuance of NOTAM; (b) develop robust procedures regarding NOTAM origination by its personnel; and (c) maintain close cooperation with the relevant AIS provider. The following are example cases where the aerodrome operator should not originate a NOTAM: (a) routine maintenance work on aprons and taxiways that does not affect the safe movement of aircraft; (b) temporary obstructions in the vicinity of aerodromes/heliports that do not affect the safe operation of aircraft; (c) partial failure of aerodrome/heliport lighting facilities where such a failure does not directly affect aircraft operations; (d) partial temporary failure of air-ground communications when suitable alternative frequencies are available and are operative; (e) lack of apron marshalling services, road traffic closures, limitations and control; (f) unserviceability of location, destination or other instruction signs on the aerodrome movement area; (g) training activities performed by ground units; (h) unavailability of backup and secondary systems if these systems do not have an operational impact; Page 22 of 119 (i) limitations to aerodrome facilities or general services with no operational impact; (j) announcements or warnings about possible/potential limitations with no operational impact; (k) general reminders on already published information; (l) availability of equipment for ground units, without information on the operational impact on airspace and facility users; (m) information about laser emissions with no operational impact and about fireworks below the minimum flying heights; (n) closure of parts of the movement area in connection with locally coordinated, planned work of duration of less than one hour; (o) closure, changes, unavailability in the operation of aerodrome(s)/heliport(s) other than in the aerodrome(s)/heliport(s) operation hours; and (p) other non-operational information of a similar temporary nature. Information which relates to an aerodrome and its vicinity and which does not affect its operational status may be distributed locally during pre-flight or in-flight briefing or other local contact with flight crews. Thus, in case of need, the aerodrome operator may disseminate such type of information through the AIS provider it has arrangements with. GM2 ADR.OPS.A.057(c) Origination of NOTAM PRESENCE OF WILDLIFE The permanent presence of wildlife is to be contained in the AIP, whereas the notification of hazardous wildlife activity at short notice needs to be promulgated by NOTAM. When originating such a NOTAM, specific bird-related abbreviations should be avoided to facilitate readability and to prevent queries. GM1 ADR.OPS.A.057(d)(1) Origination of NOTAM NOTAM FORMAT Information on the completion of a NOTAM format may be found in Chapter 6 of the ICAO Aeronautical Information Services Manual (Doc 8126). Information on the ICAO NOTAM code and abbreviations to be used may be found in the ICAO Procedures for Air Navigation Services - ICAO Abbreviations and Codes (PANS ABC - Doc 8400). Page 23 of 119 GM1 ADR.OPS.A.057(d)(4) Origination of NOTAM SNOWTAM FORMAT The way to complete correctly a SNOWTAM format when initiating a SNOWTAM is indicated below. 1. General (a) When reporting on more than one runway, repeat Items B to H (aeroplane performance calculation section). (b) The letters used to indicate items are only used for reference purposes and should not be included in the messages. The letters M (mandatory), C (conditional) and O (optional) mark the usage and information and should be included as explained below. (c) Metric units should be used, and the unit of measurement shall not be reported. (d) The maximum validity of SNOWTAM is 8 hours. A new SNOWTAM should be issued whenever a new RCR is received. (e) A SNOWTAM cancels the previous SNOWTAM. (f) The abbreviated heading ‘TTAAiiii CCCC MMYYGGgg (BBB)’ is included to facilitate the automatic processing of SNOWTAM messages in computer databanks. The explanation of these symbols is: TT = data designator for SNOWTAM = SW; AA = geographical designator for Member States, e.g. LF = FRANCE, EG = United Kingdom; iiii = SNOWTAM serial number in a four-digit group; CCCC = four-letter location indicator of the aerodrome to which the SNOWTAM refers; MMYYGGgg = date/time of observation/measurement, whereby: MM = month, e.g. January = 01, December = 12; YY = day of the month; GGgg = time in hours (GG) and minutes (gg) UTC; (BBB) = optional group for: Correction, in the case of an error, to a SNOWTAM message previously disseminated with the same serial number = COR. Brackets in (BBB) should be used to indicate that this group is optional. When reporting on more than one runway and individual dates/times of observation/assessment are indicated by repeated Item B, the latest date/time of observation/assessment should be inserted in the abbreviated heading (MMYYGGgg). (g) The text ‘SNOWTAM’ in the SNOWTAM Format and the SNOWTAM serial number in a four-digit group should be separated by a space, e.g. SNOWTAM 0124. Page 24 of 119  (h) For readability purposes for the SNOWTAM message, a linefeed should be included after the SNOWTAM serial number, after Item A, and after the aeroplane performance calculation section. (i) When reporting on more than one runway, repeat the information in the aeroplane performance calculation section from the date and time of assessment for each runway before the information in the situational awareness section. (j) Mandatory information is: (1) AERODROME LOCATION INDICATOR; (2) DATE AND TIME OF ASSESSMENT; (3) LOWER RUNWAY DESIGNATOR NUMBER; (4) RUNWAY CONDITION CODE FOR EACH RUNWAY THIRD; and (5) CONDITION DESCRIPTION FOR EACH RUNWAY THIRD (when RWYCC is reported 1- 5) 2. Aeroplane performance calculation section Item A — Aerodrome location indicator (four-letter location indicator). Item B — Date and time of assessment (eight-figure date/time group giving time of observation as month, day, hour and minute in UTC). Item C — Lower runway designator number (nn[L] or nn[C] or nn[R]). Only one runway designator should be inserted for each runway and always the lower number. Item D — RWYCC for each runway third. Only one digit (0, 1, 2, 3, 4, 5 or 6) is inserted for each runway third, separated by an oblique stroke (n/n/n). Item E — Per cent coverage for each runway third. When provided, insert 25, 50, 75 or 100 for each runway third, separated by an oblique stroke ([n]nn/[n]nn/[n]nn). This information should be provided only when the runway condition for each runway third (Item D) has been reported as other than 6 and there is a condition description for each runway third (Item G) that has been reported other than ‘DRY’. When the conditions are not reported, this should be signified by the insertion of ‘NR’ for the appropriate runway third(s). Item F — Depth of loose contaminant for each runway third. When provided, insert in millimetres for each runway third, separated by an oblique stroke (nn/nn/nn or nnn/nnn/nnn). This information should only be provided for the following contamination types: — standing water, value to be reported 04, then assessed value. Significant changes 3 mm; — slush, value to be reported 03, then assessed value. Significant changes 3 mm; — wet snow, value to be reported 03, then assessed value. Significant changes 5 mm; and — dry snow, value to be reported 03, then assessed value. Significant changes 20 mm. Page 25 of 119 — When the conditions are not reported, this should be signified by the insertion of ‘NR’ for the appropriate runway third(s). Item G — Condition description for each runway third. Any of the following condition descriptions for each runway third, separated by an oblique stroke, should be inserted. COMPACTED SNOW DRY SNOW DRY SNOW ON TOP OF COMPACTED SNOW DRY SNOW ON TOP OF ICE FROST ICE SLIPPERY WET SLUSH SPECIALLY PREPARED WINTER RUNWAY STANDING WATER WATER ON TOP OF COMPACTED SNOW WET WET ICE WET SNOW WET SNOW ON TOP OF COMPACTED SNOW WET SNOW ON TOP OF ICE DRY (only reported when there is no contaminant) When the conditions are not reported, this should be signified by the insertion of ‘NR’ for the appropriate runway third(s). Item H — Width of runway to which the RWYCCs apply. The width in metres if less than the published runway width should be inserted. 3. Situational awareness section Elements in the situational awareness section should end with a full stop. Elements in the situational awareness section for which no information exists, or where the conditional circumstances for publication are not fulfilled, should be left out completely. Item I — Reduced runway length. The applicable runway designator and available length in metres should be inserted (e.g. RWY nn [L] or nn [C] or nn [R] REDUCED TO [n]nnn). This information is conditional when a NOTAM has been published with a new set of declared distances. Item J — Drifting snow on the runway. When reported, the lower runway designator should be inserted with a space ‘DRIFTING SNOW’ (RWY nn or RWY nn[L] or nn[C] or nn[R] DRIFTING SNOW). Page 26 of 119 Item K — Loose sand on the runway. When loose sand is reported on the runway, the lower runway designator should be inserted with a space ‘LOOSE SAND’ (RWY nn or RWY nn[L] or nn[C] or nn[R] LOOSE SAND). Item L — Chemical treatment on the runway. When application of chemical treatment has been reported, the lower runway designator should be inserted with a space ‘CHEMICALLY TREATED’ (RWY nn or RWY nn[L] or nn[C] or nn[R] CHEMICALLY TREATED). Item M — Snowbanks on the runway. When snowbanks are reported present on the runway, the lower runway designator should be inserted with a space ‘SNOWBANK’ and with a space left ‘L’ or right ‘R’ or both sides ‘LR’, followed by the distance in metres from centre line separated by a space ‘FM CL’ (RWY nn or RWY nn[L] or nn[C] or nn[R] SNOWBANK Lnn or Rnn or LRnn FM CL). Item N — Snowbanks on a taxiway. When snowbanks are present on taxiway(s), the taxiway(s) designator(s) should be inserted with a space ‘SNOWBANKS’ (TWY [nn]n or TWYS [nn]n/[nn]n/[nn]n/… or ALL TWYS SNOWBANKS). Item O — Snow banks adjacent to the runway. When snowbanks are reported present, penetrating the height profile in the aerodrome snow plan, the lower runway designator and ‘ADJ SNOWBANKS’ should be inserted (RWY nn or RWY nn[L] or nn[C] or nn[R] ADJ SNOWBANKS). Item P — Taxiway conditions. When taxiway conditions are reported slippery or poor, the taxiway designator followed by a space ‘POOR’ should be inserted (TWY [n or nn] POOR or TWYS [n or nn]/[n or nn]/… POOR or ALL TWYS POOR). Item R — Apron conditions. When apron conditions are reported slippery or poor, the apron designator followed by a space ‘POOR’ should be inserted (APRON [nnnn] POOR or APRONS [nnnn]/[nnnn]/… POOR or ALL APRONS POOR). Item S — NR (not reported) Item T — Plain-language remarks. GM2 ADR.OPS.A.057(d)(4) Origination of NOTAM SNOWTAM FORMAT Below are four examples of completed SNOWTAMs. Example SNOWTAM 1 GG EADBZQZX EADNZQZX EADSZQZX 170100 EADDYNYX SWEA0149 EADD 02170055 (SNOWTAM 0149 EADD 02170055 09L 5/5/5 100/100/100 NR/NR/NR WET/WET/WET SNOW) Page 27 of 119 Example SNOWTAM 2 GG EADBZQZX EADNZQZX EADSZQZX 170140 EADDYNYX SWEA0150 EADD 02170135 (SNOWTAM 0150 EADD 02170055 09L 5/5/5 100/100/100 NR/NR/NR WET/WET/WET SNOW 02170135 09R 5/2/2 100/50/75 NR/06/06 WET/SLUSH/SLUSH) Example SNOWTAM 3 GG EADBZQZX EADNZQZX EADSZQZX 170229 EADDYNYX SWEA0151 EADD 02170225 (SNOWTAM 0151 EADD 02170055 09L 5/5/5 100/100/100 NR/NR/NR WET/WET/WET SNOW 02170135 09R 5/2/2 100/50/75 NR/06/06 WET/SLUSH/SLUSH 02170225 09C 2/3/3 75/100/100 06/12/12 SLUSH/WET SNOW/WET SNOW RWY 09L SNOWBANK R20 FM CL. RWY 09R ADJ SNOWBANKS. TWY B POOR. APRON NORTH POOR) Example SNOWTAM 4 GG EADBZQZX EADNZQZX EADSZQZX 170350 EADDYNYX SWEA0152 EADD 02170345 (SNOWTAM 0152 EADD 02170345 09L 5/5/5 100/100/100 NR/NR/NR WET/WET/SLUSH 02170134 09R 5/2/2 100/50/75 NR/06/06 WET/SLUSH/SLUSH 02170225 09C 2/3/3 75/100/100 06/12/12 SLUSH/WET SNOW/WET SNOW DRIFTING SNOW. RWY 09L LOOSE SAND. RWY 09R CHEMICALLY TREATED. RWY 09C CHEMICALLY TREATED.) Page 28 of 119 AMC1 ADR.OPS.A.065(a) Reporting of the runway surface condition REPORTING The aerodrome operator should disseminate an RCR through the aeronautical information services and air traffic services, when the runway is wholly or partly contaminated by standing water, snow, slush, ice or frost, or is wet associated with the clearing or treatment of snow, slush, ice or frost. When the runway is wet, not associated with the presence of standing water, snow, slush, ice or frost, the assessed information should be disseminated using the RCR through the air traffic service AMC2 ADR.OPS.A.065(a) Reporting of the runway surface condition RUNWAY CONDITION REPORT (a) The RCR should consist of the: (1) aeroplane performance calculation section; and (2) situational awareness section. (b) The information should be included in an information string in the following order: (1) aeroplane performance calculation section: (i) aerodrome location indicator; (ii) date and time of assessment; (iii) lower runway designation number; (iv) RWYCC for each runway third; (v) per cent coverage contaminant for each runway third; (vi) depth of loose contaminant for each runway third; (vii) condition description for each runway third; and (viii) width of runway to which the RWYCCs apply if less than the published width. (2) Situational awareness section: (i) reduced runway length; (ii) drifting snow on the runway; (iii) loose sand on the runway; (iv) chemical treatment on the runway; (v) snowbanks on the runway; (vi) snowbanks on the taxiway; (vii) snowbanks adjacent to the runway; (viii) taxiway conditions; Page 29 of 119  (ix) apron conditions; and (x) plain-language remarks. GM1 ADR.OPS.A.065(a) Reporting of the runway surface condition GENERAL (a) Assessing and reporting the condition of the movement area and related facilities is necessary in order to provide the flight crew with the information needed for safe operation of the aeroplane. The RCR is used for reporting assessed conditions through the issuance of SNOWTAM, when necessary. (b) Generally, movement areas are exposed to a multitude of climatic conditions and consequently there is a significant difference in the conditions to be reported. The RCR describes a basic structure applicable for all these climatic variations. Assessing the runway surface condition relies on a great variety of techniques and no single solution can apply to every situation. (c) The philosophy of the RCR is that the aerodrome operator assesses the runway surface condition whenever water, snow, slush, ice or frost are present on an operational runway. From this assessment, a RWYCC and a description of the runway surface are reported, which can be used by the flight crew for aeroplane performance calculations. This format, based on the type, depth and coverage of contaminants, is the best assessment of the runway surface condition by the aerodrome operator; however, all other pertinent information is taken into consideration and kept up to date, and changes in conditions are reported without delay. (d) The RWYCC reflects the runway braking capability as a function of the surface conditions. With this information, the flight crew can derive, from the performance information provided by the aeroplane manufacturer, the necessary stopping distance of an aircraft on the approach under the prevailing conditions. GM2 ADR.OPS.A.065(a) Reporting of the runway surface condition RUNWAY CONDITION REPORT AEROPLANE PERFORMANCE CALCULATION SECTION (a) The aeroplane performance calculation section is a string of grouped information, separated by a space ‘ ’ ending with a return and a two-line feed ‘<<≡’, in order to distinguish the aeroplane performance calculation section from the following situational awareness section or the following aeroplane performance calculation section of another runway. (b) The information to be included in this section consists of the following: (1) Aerodrome location indicator: a four-letter ICAO location indicator in accordance with ICAO Doc 7910, Location Indicators. Page 30 of 119  This information is mandatory. Format: nnnn (2) Date and time of the assessment: date and time (UTC) when the assessment was performed. This information is mandatory. Format: MMDDhhmm (3) Lower runway designation number: a two- or three-character number identifying the runway for which the assessment is carried out and reported. This information is mandatory. Format: nn[L] or nn[C] or nn[R] (4) Runway condition code for each runway third: a one-digit number identifying the RWYCC assessed for each runway third. The codes are reported in a three-character group separated by a ‘/’ for each third. The direction for listing the runway thirds is the direction as seen from the lower designation number. This information is mandatory. When transmitting information on the runway surface condition by air traffic services to flight crews, the sections are, however, referred to as the first, second or third part of the runway. The first part always means the first third of the runway as seen in the direction of landing or take-off as illustrated in Figures 1 and 2. Format: n/n/n Example: 5/5/2 Page 31 of 119  Figure 1 — Reporting of RWYCC from air traffic services to flight crew for runway thirds Page 32 of 119  Figure 2 — Reporting of RWYCC for runway thirds from air traffic services to flight crew on a runway with displaced threshold (5) Per cent coverage contaminant for each runway third: a number identifying the percentage coverage. The percentages are to be reported in an up-to-nine character group separated by a ‘/’ for each runway third. The assessment is based upon an even distribution within the runway thirds using Table 1. This information is conditional. It is not reported for any runway third that is dry or covered with less than 10 per cent. Format: [n]nn/[n]nn/[n]nn Example: 25/50/100 In case of uneven distribution of the contaminants, additional information is given in the plain-language remark part of the situational awareness section of the RCR. Where possible, a standardised text is used. Page 33 of 119  When no information is to be reported, ‘NR’ is inserted at the relevant position of the message, to indicate to the user that no information exists. (6) Depth of loose contaminant: dry snow, wet snow, slush or standing water for each runway third: a two- or three-digit number representing the assessed depth (mm) of the contaminant for each runway third. The depth is reported in a six- to nine-character group separated by a ‘/’ for each runway third as defined in Table YYY. The assessment is based upon an even distribution within the runway thirds following an assessment. If measurements are included as part of the assessment process, the reported values are still reported as assessed depths. This information is conditional. It is reported only for DRY SNOW, WET SNOW, SLUSH and STANDING WATER. Format: [n]nn/[n]nn/[n]nn (7) Condition description for each runway third: to be reported in capital letters using the terms specified in ADR.OPS.A.065 point (a). The condition types are separated by an oblique stroke ‘/’. This information is mandatory. Format: nnnn/nnnn/nnnn (8) Width of runway to which the RWYCCs apply if less than the published width: two-digit number representing the width of cleared runway in metres. Format: nn If the cleared runway width is not symmetrical along the centre line, additional information is given in the plain-language remark part of the situational awareness section of the RCR. SITUATIONAL AWARENESS SECTION (a) All individual messages in the situational awareness section end with a full-stop sign, in order to distinguish the message from subsequent message(s). (b) The information to be included in this section consists of the following: (1) Reduced runway length The information is conditional when a NOTAM has been published with a new set of declared distances affecting the landing distance available (LDA). Format: Standardised fixed text – RWY nn [L] or nn [C] or nn [R] LDA REDUCED TO [n]nnn (2) Drifting snow on the runway This information is conditional. Format: Standardised fixed text – RWY nn [L] or nn [C] or nn[R] DRIFTING SNOW (3) Loose sand on the runway This information is conditional. Page 34 of 119  Format: RWY nn[L] or nn[C] or nn[R] LOOSE SAND (4) Chemical treatment on the runway This information is conditional. Format: RWY nn[L] or nn[C] or nn[R] CHEMICALLY TREATED (5) Snowbanks on the runway This information is conditional. Left or right distance in metres from centre line. Format: RWY nn[L] or nn[C] or nn[R] SNOWBANK Lnn or Rnn or LRnn FM CL (6) Snowbanks on taxiway This information is conditional. Format: TWY [nn]n or TWYS [nn]n/[nn]n/[nn]n/… or ALL TWYS SNOWBANKS (7) Snowbanks adjacent to the runway penetrating level/profile set in the aerodrome snow plan. This information is conditional. Format: RWY nn[L] or nn[C] or nn[R] ADJ SNOWBANKS (8) Taxiway conditions This information is optional. Format: TWY [nn]n POOR (9) Apron conditions This information is conditional. Format: APRON [nnnn] POOR (10) Plain-language remarks using only allowable characters in capital letters Where possible, standardised text is used. ‘UPGRADED’ or ‘DOWNGRADED’ is used whenever assessed RWYCC differs from what follows directly from RCAM. This information is optional. Format: Combination of allowable characters where use of full stop ‘.’ marks the end of the message. Allowable characters: A B C D E F G H I J K LM N O P Q R S T U V W X Y Z 0123456789 / [oblique stroke] ‘.’ [period]’ ‘ [space] If ICE, SNOW or SNOW ON ICE affects only the runway edge, the following text may be used: Page 35 of 119  RWY nn[L] or nn[C] or nn[R] ICE or SNOW or SNOW ON ICE Lnn or Rnn or LRnn FM EDGE GM3 ADR.OPS.A.065(a) Reporting of the runway surface condition COMPLETE INFORMATION STRING An example of a complete information string prepared for dissemination is as follows: COM header and abbreviated header] (Completed by AIS) GG EADBZQZX EADNZQZX EADSZQZX 070645 EADDYNYX SWEA0151 EADD 02170055 SNOWTAM 0151 [Aeroplane performance calculation section] EADD 02170055 09L 5/5/5 100/100/100 NR/NR/NR WET/WET/WET EADD 02170135 09R 5/2/2 100/50/75 NR/06/06 WET/SLUSH/SLUSH EADD 02170225 09C 2/3/3 75/100/100 06/12/12 SLUSH/WET SNOW/WET SNOW [Situational awareness section] RWY 09L SNOWBANK R20 FM CL. RWY 09R ADJ SNOWBANKS. TWY B POOR. APRON NORTH POOR. GM4 ADR.OPS.A.065(a) Reporting of runway surface condition REPORTING BY AERODROMES WITH MULTIPLE RUNWAYS On aerodromes with multiple runways, SNOWTAM should include all the runways, in case that at least one runway is contaminated. This improves pilots’ situational awareness and support their decision on the selection of the landing/take-off runway. GM1 ADR.OPS.A.065(a)(18);(a)(19) Reporting of the runway surface condition REPORTING OF CHEMICALLY TREATED AND LOOSE SAND The terms ‘CHEMICALLY TREATED’ and ‘LOOSE SAND’ do not appear in the aeroplane performance calculation section but are used in the situational awareness section of the RCR. Page 36 of 119 AMC1 ADR.OPS.A.065(b);(c) Reporting of the runway surface condition SIGNIFICANT CHANGES A change in the runway surface condition used in the RCR is considered significant whenever there is any: (a) change in the RWYCC; (b) change in the contaminant type; (c) change in reportable contaminant coverage according to Table 1; (d) change in contaminant depth according to Table 2; and (e) other information, for example a SPECIAL AIR-REPORT of runway braking action, which according to assessment techniques used, is known to be significant. Assessed per cent Reported per cent 10-25 25 26-50 50 51-75 75 76-100 100 Table 1 — Percentage of coverage for contaminants Contaminant Valid values to be Significant change reported STANDING WATER 04, then assessed value 3 mm SLUSH 03, then assessed value 3 mm WET SNOW 03, then assessed value 5 mm DRY SNOW 03, then assessed value 20 mm Table 2 – Depth assessments for contaminants Note 1 — For STANDING WATER, 04 (4 mm) is the minimum depth value at and above which the depth should be reported. From 3 mm and below, the runway third should be considered WET. Note 2 — For SLUSH, WET SNOW and DRY SNOW, depths up to and including 3 mm should be reported as 03 (3 mm). Note 3 — Above 4 mm for STANDING WATER and above 3 mm for SLUSH, WET SNOW and DRY SNOW, an assessed value should be reported and a significant change relates to the observed change from this assessed value. GM1 ADR.OPS.A.065(b);(c) Reporting of the runway surface condition EXAMPLE OF REPORTING DEPTH OF CONTAMINANT WHENEVER THERE IS A SIGNIFICANT CHANGE (a) After the first assessment of runway condition, a first RCR is generated. The initial report is: Page 37 of 119  5/5/5 100/100/100 03/03/03 SLUSH/SLUSH/SLUSH Note — The full information string is not used in this example. (b) With continuing precipitation, a new RCR is required to be generated as a subsequent assessment reveals the depth of contamination has increased from 3 mm to 5 mm along the entire length of the runway and therefore a change in the RWYCC is needed. A second RCR is therefore created as: 2/2/2 100/100/100 05/05/05 SLUSH/SLUSH/SLUSH (c) With even more precipitation, a further assessment reveals the depth of contamination has increased from 5 mm to 7 mm along the entire length of the runway. However, a new RCR is not required because the RWYCC has not changed (change in depth is less than the significant change threshold of 3 mm). (d) A final assessment of the contamination reveals that the depth has increased to 10 mm. A new RWYCC is required because the change in depth from the last RCR (second RWYCC), i.e. from 5 mm to 10 mm is greater than the significant change threshold of 3 mm. A third RCR is thus created as below: 2/2/2 100/100/100 10/10/10 SLUSH/SLUSH/SLUSH For contaminants other than STANDING WATER, SLUSH, WET SNOW or DRY SNOW, the depth is not reported. The position of this type of information in the information string is then identified by /NR/. When the depth of the contaminants varies significantly within a runway third, additional information is to be given in the plain-language remark part of the situational awareness section of the RCR. GM1 ADR.OPS.A.065(d) Reporting of runway surface condition USE OF FRICTION MEASUREMENTS Friction measurements cannot be used by flight crews to determine landing performance requirements, because there is no correlation between the measurements and aeroplane performance data. Nevertheless, continuous friction measuring devices may be used, together with all other available means, to support upgrade or downgrade of the RWYCC, by using friction measurements in a comparative way and not as absolute values. Page 38 of 119  SUBPART B – AERODROME OPERATIONAL SERVICES, EQUIPMENT AND INSTALLATIONS (ADR.OPS.B) AMC1 ADR.OPS.B.003(a) Handover of activities — provision of operational information HANDOVER OF OPERATIONAL ACTIVITIES — PERSONNEL BRIEFING (a) The procedures should, as a minimum: (1) cover the initial shift, the change of a shift within the same function (e.g. between RFFS personnel), the case where a task is handed over to another person within the same shift, and the cases where an activity is handed over between different functions (e.g. from maintenance to operations); (2) address the case where a planned activity (e.g. light maintenance) is not completed at the time of a planned shift change; or any other non-regular activity is in place; and (3) allow for the preparation of both outgoing and incoming personnel. (b) The briefing should be in a manner that allows effective two-way communication between the outgoing and incoming personnel, during which all task-relevant information necessary for the incoming personnel is provided to them, both verbally and in writing. In the case of posts which are not continually manned, or aerodromes of interrupted working hours, the briefing may be in writing, while ensuring that additional information may be provided to the incoming personnel in case of such need. (c) The briefing of drivers and other operational personnel operating on the manoeuvring area should, as a minimum, include: (1) the runway(s) in use; (2) any significant works areas in place, or being established or removed that day; (3) conditions of stop bars, if applicable, that may be inoperable making a taxiway unusable for runway entry or crossing; and (4) if low-visibility procedures are in force. GM1 ADR.OPS.B.003(b) Handover of activities — provision of operational information PROVISION OF OPERATIONAL INFORMATION TO OTHER ORGANISATIONS Given that changes of the operating conditions at an aerodrome may affect all personnel operating on the movement area, there is a need to ensure that the personnel of other organisations which operate or provide services at the aerodrome are also provided with the necessary operational information, which pertains to their operating environment. Therefore, the aerodrome operator should provide this type of information to such organisations, so that they are enabled to relay it to their own personnel. It is important that there is no delay in the Page 39 of 119 provision of such information by the aerodrome operator, and that it is done in a manner prearranged with the other organisations, to ensure it reaches its destination. Such information may include changes in the operating conditions on the apron (e.g. due to works or occurrences) or on the manoeuvring area, or other facilities of the aerodrome. For the type of information that may be provided regarding the manoeuvring area, see point (c) of AMC1 ADR.OPS.B.003(a). GMAMC1 ADR.OPS.B.010(a)(3)(d) Rescue and firefighting services AMC12 ADR.OPS.B.010(b);(c)(d) Rescue and firefighting services TRAINING PROGRAMME OF RFFS PERSONNEL – GENERAL The provisions of AMC1 ADR.OR.D.017(a);(b) apply also for the training programme of RFFS personnel. In addition, tThe aerodrome operator should ensure that: (a) rescue and fire fighting personnel actively participate in live fire drills commensurate with the types of aircraft, and type of rescue and firefighting equipment in use at the aerodrome, including pressure-fed fuel fire drills; and (b) the rescue and firefighting personnel training programme includes training in human performance, including team coordination. AMC2 ADR.OPS.B.010(b);(c) is deleted. AMC31 ADR.OPS.B.010(b);(c) Rescue and firefighting services GM1 ADR.OPS.B.010(b);(c) is deleted. GM2 ADR.OPS.B.010(b);(c) is deleted. Page 40 of 119 GM1 ADR.OPS.B.010(c) is deleted. GM2 ADR.OPS.B.010(c) is deleted. AMC1 ADR.OPS.B.010(d) is deleted. AMC1 ADR.OPS.B.010(e) is deleted. GM1 ADR.OPS.B.010(e) is deleted. GM2 ADR.OPS.B.010(e) is deleted. AMC2 ADR.OPS.B.015 Monitoring and inspection of movement area and related facilities PERSONNEL REQUIREMENTS AND PROCEDURES FOR MOVEMENT AREA INSPECTIONS (a) The aerodrome operator should designate the personnel responsible for carrying out movement area inspections. (b) The aerodrome operator should ensure that all vehicles on the manoeuvring area are in radio contact with the appropriate Aair Ttraffic Sservices either directly or through an escort. (c) In order to prevent runway incursions, the aerodrome operator should have procedures in place, which have been coordinated with the air traffic services unit, for conducting runway inspections, including direction of runway inspection, communication procedures, actions in case of radio communication or transponder failure or vehicle brake down breakdown, stop bars crossing, including in cases of stop bar unserviceability, runway crossings, etc. Runway inspections should be conducted in the opposite direction to that being used for landing or taking off and without interruption of the inspection, unless it is operationally impossible. The inspection procedures should also cater for the temporary suspension of runway operations to allow a full runway inspection to be carried out without interruption, and should address the need to effectively inspect unidirectional lights. (d) The aerodrome operator should ensure that personnel conducting movement area inspections receive training in, at least, the following areas: (1) aerodrome familiarisation, including aerodrome markings, signs, and lighting; (2) Aerodrome Manual; (3) Aerodrome Emergency Plan; (4) Notice to Airmen (NOTAM) notification initiation procedures; Page 41 of 119  (5) aerodrome driving rules; (6) procedures of for radiotelephony, phraseology and ICAO phonetic alphabet; (7) aerodrome inspection procedures and techniques; and (8) procedures for reporting inspection results and observations; (9) air traffic services procedures on the movement area; and (10) low-visibility procedures. (e) Personnel conducting runway surface condition assessments, in addition to the training specified in point (d) above, should receive training in, at least, the following areas: (1) procedures for completion/initiation of RCR; (2) type of runway contaminants and reporting; (3) assessment and reporting of runway surface friction characteristics; (4) use, calibration and maintenance of runway friction measurement device, where applicable; (5) awareness of uncertainties related to point (4) above; and (6) awareness of the impact of runway surface condition assessment on aircraft performance. GM2 ADR.OPS.B.015 is deleted. AMC1 ADR.OPS.B.016(a) Foreign object debris control programme FOD CONTROL PROGRAMME — GENERAL The FOD control programme should be actively supported by the senior management of the aerodrome operator and of the other organisations operating or providing services at the aerodrome. The aerodrome operator should designate an individual within the aerodrome organisation to manage the aerodrome’s FOD control programme. AMC1 ADR.OPS.B.016(b)(1) Foreign object debris control programme F0D PREVENTION (a) Personnel awareness Personnel should be kept aware through appropriate activities of the existence of the FOD control programme, and should be actively encouraged to identify and report potential FOD hazards, act to remove observed FOD, and propose solutions to mitigate related safety risks. Page 42 of 119 (b) Personnel training The FOD training programme should aim at increasing the personnel awareness of the causes and effects of FOD damage and to promote their active participation in eliminating FOD during the performance of daily work routines. (1) The theoretical part of the initial FOD training programme should cover the following areas: (i) safety of aircraft, personnel and passengers as they relate to FOD; (ii) overview of the FOD control programme in place at the aerodrome; (iii) causes and principal contributing factors of FOD creation; (iv) the consequences of ignoring FOD, and/or the incentives for preventing FOD; (v) practising ‘clean-as-you-go’ work habits and the general cleanliness and inspection standards of work areas; (vi) FOD detection procedures, including the proper use of detection technologies (if applicable); (vii) requirements and procedures for the regular inspection and cleaning of movement areas; (viii) FOD removal procedures; (ix) proper care, use, and stowage of material and component or equipment items used around aircraft while in servicing, maintenance or on aerodrome surfaces; (x) control of debris in the performance of work assignments; (xi) control over personal items and equipment; xii) proper control/accountability and care of tools and hardware; (xiii) how to report FOD incidents or potential incidents; and (xiv) continuous vigilance for potential sources of FOD. The theoretical training should be followed by an assessment of the trainees (see AMC1 ADR.OR.D.017(c). (2) Following the successful completion of the theoretical training, the practical part of the training to be provided should take into account the individual needs of the trainees, according to the responsibilities/tasks of the personnel, and, as a minimum, should include familiarisation with the tools/equipment used for the removal/containment/prevention of FOD, and the implementation of the relevant aerodrome operating procedures related to the programme. Following the completion of the practical training, a competency assessment should take place (see AMC1 ADR.OR.D.017(c)). GM1 ADR.OPS.B.016(a) Foreign object debris control programme RECURRENT, REFRESHER AND CONTINUATION TRAINING ADR.OR.D.017 point (d) regulates the provision of training following the completion of the initial training, as part of the aerodrome operator’s training programme. For the process that needs to be Page 43 of 119 followed to ensure the continued competence of the personnel, see ADR.OR.D.017(d) and AMC1 ADR.OR.D.017(d). AMC1 ADR.OPS.B.016(b)(2) Foreign object debris control programme FOD PREVENTION — MEASURES The aerodrome operator should identify activities that may be associated with the generation of FOD, as well as measures that should be taken in order to prevent this from happening. A record of the analysis made should be maintained. GM1 ADR.OPS.B.016(b)(2) Foreign object debris control programme FOD PREVENTION — MEASURES FOD may be produced by many activities and may be generated by personnel, aerodrome infrastructure (pavements, lights and signs), the environment (e.g. wind, heavy rain), aircraft, vehicles, or other equipment operating at the aerodrome. The elements below have also the potential to become sources of FOD on an aerodrome. (a) Aircraft servicing and maintenance activities During the activities related to the aircraft servicing, various types of FOD may be generated and be left or transferred on the apron, service roads, and other operational areas. Such items may include small luggage parts, cabin waste, plastic or metallic items, etc. FOD may also be generated by vehicles or the equipment that operate in these areas. To control this type of FOD, measures should include securing and removing cabin waste from the aircraft stand. Cabin waste should not be left unattended on the apron, especially near aircraft stands. Moreover, cabin waste should not be disposed of using the FOD containers provided, as cabin waste may attract wildlife. To this end, the handling of cabin waste should be so organised so that a damage of the rubbish bag is not likely to attract wildlife on the apron. Similarly, during aircraft maintenance, FOD may be generated either in the form of waste or small items inadvertently left on the apron such as rivets, bolts, tools, etc. Procedures to address this may include measuring of tools, use of toolboxes, checklists, removal of waste produced upon the completion of the maintenance activities, etc. Inspection of the aircraft stand or other areas that may have been used for aircraft servicing or maintenance, before and after the departure of the aircraft is an effective measure. The secure installation of suitable FOD bins, in appropriate locations, for depositing FOD is also an effective preventive measure. (b) Cargo areas Page 44 of 119  In a cargo area, there is a high potential for blowing debris such as cargo strapping and plastic sheeting. Procedures to contain such debris, possibly by installing (and monitoring) catch fencing where appropriate, may help to control the environment. FOD trapped by such fences should be removed regularly. (c) Construction activities During construction activities, several materials (rocks, tools, vehicle parts, etc.) have the potential to become FOD if transferred by vehicles, weather phenomena, etc. on the movement area or other operational areas. For this reason, specific FOD prevention procedures should be established and employed for each construction project. These procedures should be based on the proximity of the construction activities to the movement area and other operational areas, but in general should stress containment and regular cleaning of construction debris. Aerodrome pre-construction planning should include means for controlling and containing FOD generated by the construction. This is especially true in high-wind environments where debris is more likely to become airborne. The designated routes of construction vehicles on the movement area should be planned so as to avoid or minimise crossing in critical areas of aircraft operations. If high-risk crossings cannot be avoided, subsequent provisions such as an increased frequency of FOD inspections could be implemented. Contractors should understand and comply with the requirements regarding the control and removal of FOD. To facilitate compliance with these requirements, the aerodrome operator may consider drafting FOD control guidance for all construction projects taking place within the movement area or nearby areas. Standard and project-specific FOD measures include: (1) requiring contractors to cover all loads; (2) requiring contractors to secure any loose items that could easily blow away or control dust through spraying of water; (3) ensuring the proper functioning of storm drains throughout the construction; (4) specifying whether any mechanical FOD removal devices will be required; (5) specifying how monitoring for FOD hazards will be accomplished; and (6) requirements for inspecting and removing FOD from tyres prior to traversing operational areas. (d) Aerodrome maintenance operations Mowing and other maintenance operations routinely disturb the vegetation and soil in areas adjacent to those travelled by aircraft. Therefore, procedures to remove this debris, such as the use of an assigned aerodrome sweeper or personnel on foot using shovels to repair vegetation and soil, should be implemented. Aerodrome lighting, pavement, and marking maintenance operations may generate concrete/asphalt debris as well as increase the potential for dropped repair parts, tools, and other items stored on the maintenance vehicles. Corrective procedures may include the use of aerodrome sweepers and the inspection of the worksite after maintenance is completed. Page 45 of 119 (e) Pavements and other aerodrome surfaces may be prone to generating FOD. (1) Pavements (i) Deteriorating pavements can exhibit spalling or cracks. For example, pieces of concrete can break loose from pavements or FOD can develop from fatigue corner cracks. (ii) The service roads that cross taxiways may generate FOD from the vehicles using them, especially in the case of construction operations. (iii) Special attention should be paid to the cleaning of cracks and pavement joints. (iv) Asphalt and concrete pavements may be the most common source of FOD on an aerodrome; therefore, effective pavement maintenance practices are important for the prevention of FOD. (2) Other aerodrome surfaces Grass areas and ditches may collect and hold large amounts of light debris such as paper, cardboard, plastic and various containers that can originate from terminal aprons, cargo ramps and hangar ramps. This debris can blow back into areas used by aircraft unless collected in a timely manner. Unpaved areas adjacent to pavements may require stabilisation, as appropriate, to prevent FOD from jet wash. FOD fences may collect debris on windy days. This FOD should be collected before the wind increases or changes direction and the debris blows back on to areas used by aircraft. (f) Vehicle operational activities Vehicles used for operational reasons, e.g. preventive maintenance, wildlife management, and which may need to frequently move on surfaces that contain material that could be FOD in the movement area. Thus, procedural (e.g. inspection/cleaning of tyres) or technical (development of surfaces at predetermined points that help the removal of FOD from tyres) measures may be taken to address this potential FOD source. AMC1 ADR.OPS.B.016(b)(3) Foreign object debris control programme FOD DETECTION, REMOVAL, CONTAINMENT AND DISPOSAL (a) The aerodrome operator should establish procedures for FOD detection to be included in the aerodrome manual. The procedures should, where necessary, be coordinated with the air traffic services provider and should: (1) ensure that FOD detection is part of the established inspection schedule of the movement area, and that: Page 46 of 119  (i) periodic FOD inspections on foot are carried out to increase the effectiveness of detection, and to inspect areas inaccessible by vehicle (such as grass areas); (ii) additional inspections are carried out: (A) in construction areas; (B) immediately after any aircraft or vehicle accident or incident; (C) following any material spill; (D) during, and after, extreme weather events (e.g. excessive heat, freeze and thaw periods, following a significant storm, etc.); (2) ensure that an inspection of an aircraft stand is carried out prior to the arrival and departure of an aircraft, in order to detect and remove any FOD present; (3) ensure that cabin waste is properly secured and removed from the aircraft, and any waste from aircraft maintenance activities is removed upon completion of the activities; (4) ensure that FOD detection is performed in a timely manner and that it includes the identification of the FOD source and its location; (5) ensure that aerodrome personnel are notified to remove detected FOD from the manoeuvring area, and describe how the air traffic services provider is notified to take appropriate action; (6) describe clearly when runway or taxiway operations have to be suspended, and the coordination required with the air traffic services provider; (7) ensure that FOD is removed as soon as possible after detection. FOD removal should be included in the tasks of all personnel operating on the aerodrome; and (8) describe the actions required to notify aircraft operators of any aircraft parts identified. (b) The aerodrome operator should provide designated FOD containers and ensure that they are: (1) visibly placed on the apron and other areas, for the storage of debris; (2) well marked, easy to identify and access, properly secured, and frequently emptied. GM1 ADR.OPS.B.016(b)(3) Foreign object debris control programme FOD DETECTION AND REMOVAL (a) FOD detection In addition to the standard inspections, personnel on the movement area should employ a ‘clean-as-you-go’ technique, by looking for FOD during the course of their regular duties. When inspections occur at night, additional lights/lighting systems on vehicles are beneficial to better detect FOD. Page 47 of 119  Whenever possible, vehicles involved in FOD detection activities, should only be driven on clean, paved surfaces. If a vehicle needs to be driven on unpaved surfaces, the driver should ensure that vehicle’s tyres do not transport FOD (e.g. mud or loose stones) back onto the pavement. Encouraging the participation of the personnel of other organisations such as air operators, groundhandling companies, air traffic services providers in inspections may reinforce the concept that FOD control is a team effort and demonstrates the aerodrome operator’s commitment to a FOD-free environment. This practice may help increase familiarity with local aerodrome conditions, and promotes effective communication between the aerodrome operator and its stakeholders. (b) FOD removal FOD may be removed either manually or by using mechanical equipment, such as sweepers, vacuum systems, jet air blowers, magnetic bars, FOD ‘sweeping carpets’, etc. FOD containers should be able to withstand strong winds, and be of a ‘closed-type’ to prevent the wind from dislodging their content. Suggested locations for FOD containers include: near all entry points to the apron area, in hangars, aircraft maintenance areas, near aircraft stands and baggage areas. Clearly identified FOD storage locations increase the likelihood that collected debris will be deposited by personnel. Access to the FOD containers should not be blocked by other objects. AMC1 ADR.OPS.B.016(b)(4) Foreign object debris control programme FOD ANALYSIS — CONTINUOUS IMPROVEMENT (a) All FOD identified and collected on the aerodrome should be recorded, analysed and evaluated. To record the location of the FODs, a grid map of the aerodrome should be used. When needed, an investigation should be carried out to identify the source of the FOD. The sources of FOD, including their location and the activities generating FOD on the aerodrome, should be identified, recorded and analysed to identify trends and problem areas as well as to focus the efforts of the FOD control programme. Relevant records, including of the actions taken, should be maintained. (b) The FOD control programme should be periodically reviewed to assess and continually improve its effectiveness. The programme should be updated based on the feedback received, data analysis results and trends identified through the evaluation of FOD collected at the aerodrome. Page 48 of 119 GM1 ADR.OPS.B.016(b)(4) Foreign object debris control programme FOD REPORTING As FOD may be composed of different materials, when reporting, a proper description should be made to allow for the proper identification of the FOD source areas, as well as for the appropriate mitigation measures to be taken. FOD may be items from the following, non-exhaustive, list: (a) aircraft and engine fasteners (nuts, bolts, washers, safety wire, etc.); (b) aircraft parts (fuel caps, landing gear fragments, oil sticks, metal sheets, trapdoors, and tyre fragments); (c) mechanics’ tools; (d) catering supplies; (e) personal items (personnel badges, pens, pencils, luggage tags, drink cans, etc.); (f) apron items (paper and plastic debris from catering and freight pallets, luggage parts, and debris from ramp equipment); (g) runway and taxiway materials (concrete and asphalt chunks, rubber joint materials, and paint chips); (h) construction debris (pieces of wood, stones, fasteners and miscellaneous metal objects); (i) plastic and/or polyethylene materials; and (j) natural materials (plant fragments, inanimate wildlife and volcanic ash); AMC1 ADR.OPS.B.025 is deleted. AMC2 ADR.OPS.B.025 is deleted. GM1 ADR.OPS.B.025 is deleted. GM2 ADR.OPS.B.025 is deleted. Page 49 of 119 GM1 ADR.OPS.B.024(a) Authorisation of vehicle drivers DRIVING AUTHORISATION FOR THE MOVEMENT AREA AND OTHER OPERATIONAL AREAS Depending on its design, the ‘airside’ part of an aerodrome may also encompass operational areas, other than the movement area, in which vehicles may also be operating for various purposes. Example cases of such other operational areas, which are not part of the movement area, would be the service roads that may exist between the terminal buildings and aprons, perimeter roads used for various purposes, areas that are used for the parking of vehicles and ground support equipment, etc. The driving in such other operational areas is also subject to the provisions of ADR.OPS.B.024. GM1 ADR.OPS.B.024(a)(1) Authorisation of vehicle drivers GENERAL Driving authorisations are meant to be issued only to persons whose functions and tasks require the driving of a vehicle on the movement area or other operational areas of the aerodrome. Driving authorisations cover all types of activities that involve driving in these areas, including but not limited to aerodrome operations and maintenance, groundhandling, security, aircraft maintenance, etc. The identity of the organisation with which a driver is associated (e.g. private entity, State entity) is not considered relevant. The number of persons authorised to drive on the manoeuvring area, and particularly on runways, should be limited to the minimum required in order to minimise the risk of runway incursions and should be reviewed periodically. AMC1 ADR.OPS.B.024(a)(5) Authorisation of vehicle drivers TRAINING OF DRIVERS ON THE USE OF VEHICLES (a) A driver needs to receive specific training on the use of any vehicle or equipment, he or she will be using in the course of his or her duties, e.g. special vehicle, tug, high loader, coach, etc. Upon completion of this training, the responsible organisation should provide the relevant records to the aerodrome operator. (b) If the driver is to be assigned a new vehicle type following the issuance of the authorisation, the process of point (a) should be repeated prior to allowing the driver to operate the new vehicle. Page 50 of 119 AMC1 ADR.OPS.B.024(b) Authorisation of vehicle drivers TRAINING OF DRIVERS — GENERAL (a) The training programme that drivers need to follow should depend on the areas where they need to be operating. The following two training programmes should be developed: (1) General driving training programme This training should cover the needs of all drivers operating on the apron area and other operational areas of the aerodrome. The successful completion of this training grants a driver the right to operate unescorted a vehicle on aprons and other operational areas of the aerodrome, except on the manoeuvring area. (2) Manoeuvring area training programme This training should cover the additional, specific needs of the drivers who will be operating on the manoeuvring area. A driver is granted the right to operate unescorted on the manoeuvring area subject to the: (i) provisions of AMC3 ADR.OPS.B.024(b) and ADR.OPS.B.024(a)(4); (ii) successful completion of the general driving training programme; and (iii) successful completion of the manoeuvring area training programme. (b) Each of the above-mentioned training programmes (general driving training programme and manoeuvring area training programme) should consist of the following parts: (1) Theoretical training The theoretical training should be of a defined and adequate duration, supported by suitable educational means and material. The theoretical training should be followed by an assessment of the trainees (see AMC1 ADR.OR.D.017(c). Once the theoretical part has been successfully completed, the driver should undertake practical training. (2) Practical training During the phase of the practical training, which needs to be of a defined and adequate duration, the trainees should be provided with adequate practical training and familiarisation with the aerodrome facilities and its procedures by the nominated instructors, in day and, if relevant, night conditions. Following the delivery of the practical training, the competence of the trainees should be assessed, in practical terms, by the nominated assessors (see AMC1 ADR.OR.D.017(c). This assessment should aim at assessing the ability of the trainees to apply, in practice, the knowledge and skills they have acquired through the theoretical and practical training. (3) Upon the successful completion of the practical training, and provided that the driver has received training on the use of a vehicle (see AMC1 ADR.OPS.B.024(a)(5)), a driving authorisation should be issued. Page 51 of 119 GM1 ADR.OPS.B.024(b) Authorisation of vehicle drivers TRAINING OF DRIVERS — GENERAL The theoretical training should be supported by material, which provides up-to-date, adequate and suitable information regarding the aerodrome, in the form of presentations, maps, diagrams, videos, booklets, checklists, etc. as appropriate. AMC2 ADR.OPS.B.024(b) Authorisation of vehicle drivers DRIVING TRAINING PROGRAMMES (a) General driving training programme (1) The theoretical part of the general driving training programme should, as a minimum, cover the following areas: (i) Driving authorisation framework, including: (A) issuance, validity, conditions of use; (B) control and audit of its issue; (C) driving violations and enforcement procedures; (D) relationship with the national driver licensing system; (E) national requirements related to general vehicle driving licences; (F) national Competent Authority guidance for movement area driving; (G) roles of various organisations; (a) the role of the aerodrome operator in setting and maintaining standards; (b) the Competent Authority’s role and its responsibilities; (c) the role of the national and/or local police, and their involvement with airside driving; and (d) the role of any other enforcement authorities dealing with vehicles, driving, health, and safety. (ii) Personal responsibilities, including: (A) requirements concerning fitness to drive (medical and health standards); (B) use of personal protective equipment (e.g. high-visibility clothing and hearing protection); (C) general driving standards; (D) no-smoking; use of psychoactive substances and medicines; alcohol consumption requirements; Page 52 of 119  (E) implementation of ‘sterile-cab’ concept, by avoiding disturbing and distracting activities while driving; (F) responsibilities with respect to FOD and fuel/oil spillage; and (G) the responsibility to ensure that a vehicle is suitable for the task, and is used correctly. (iii) Vehicle standards, including: (A) condition and maintenance standards at the aerodrome and/or national level; (B) the requirement to display obstruction lights and company insignia; (C) the requirement for, and content of, daily vehicle inspections; (D) vehicle fault reporting and rectification; (E) requirements for the issue and display of vehicle authorisations; (F) serviceability of all essential communication systems with air traffic services and base operations; and (G) maintaining the vehicle’s cabin free of loose and distracting articles/items, as per the ‘sterile-cab’ concept. (iv) Aerodrome rules and procedures, including: (A) rules of the air, and air traffic services procedures applicable to aerodromes as they relate to vehicles, particularly rights of way; (B) aerodrome regulations, procedures and instructions pertaining to vehicle operations; (C) definition of movement areas, manoeuvring areas and aprons; (D) methods used to disseminate general information, and instructions to drivers; (E) methods used to disseminate information regarding works in progress; and (F) reporting of occurrences the driver is involved in, or witnesses. (v) General aerodrome layout, including: (A) the general geography of the aerodrome; (B) aviation terminology used such as runway, taxiway, apron, roads, crossings, runway-holding points; (C) all aerodrome signs, markings and lighting for vehicles and aircraft, including their meaning; (D) specific reference to signs, markings and lighting used to guard runways, and critical areas; and (E) specific reference to any controlled/uncontrolled taxiway crossing procedures. (vi) Hazards of general movement area driving, including: (A) speed limits, prohibited areas, and no parking requirements; Page 53 of 119  (B) the danger zones around aircraft; (C) engine suction/ingestion and blast, propellers, and helicopters; (D) aircraft refuelling; (E) FOD and spillages; (F) vehicle reversing; (G) staff and passengers walking across aprons; (H) air bridges and other services such as fixed electrical ground power; (I) the general aircraft turnaround process; (J) aircraft emergency stop and fuel cut-off procedures; (K) hazardous cargo; (L) vehicle-towing requirements and procedures; (M) driving at night; and (N) driving in adverse weather conditions, particularly low visibility. (vii) Human performance, including: (A) basic concepts of human factors; (B) basic aviation psychology, including: (a) attention and vigilance; (b) perception; (c) memory; (d) human error; (e) decision-making; (f) avoiding and managing errors; (g) human behaviour; and (h) human overload and underload. (viii) Emergency procedures, including: (A) actions and responsibilities in a crisis situation (any accident or serious incident occurring on the aerodrome); (B) action in the event of a vehicle accident; (C) specific action in the event of a vehicle striking an aircraft; (D) action in the event of fire; (E) action in the event of an aircraft accident/incident; and (F) action in the event of personal injury. (ix) Communications, including: Page 54 of 119  (A) radio procedures and phraseologies to be used (other than with air traffic services); (B) light signals used by air traffic services; (C) procedures to be used by vehicle drivers if lost or uncertain of their position; (D) local emergency telephone numbers; (E) how to contact the local aerodrome unit; (F) portable radio, including: (a) correct use of radios; (b) effective range and battery life; (c) screening/shielding effects on the aerodrome; (d) use of correct call signs, as applicable; and (e) safety while using radios, including procedures and instructions regarding the use of portable radios and hand-held microphones while driving a vehicle. (2) The practical part of the general driving training programme should, as a minimum, include the following visual familiarisation of the aerodrome: (i) airside service roads, taxiway crossings, and any restrictions during low-visibility conditions; (ii) aprons and stands; (iii) surface paint markings for vehicles and aircraft; (iv) surface paint markings that delineate the boundary between aprons and taxiways; (v) signs, markings and lighting used on the taxiway that indicate the runways ahead; (vi) parking areas and restrictions; (vii) speed limits and regulations; and (viii) hazards during aircraft turnarounds and aircraft movements. (b) Manoeuvring area training programme (3) The theoretical part of the manoeuvring area training programme should, as a minimum, cover the following areas: (i) Air traffic services, including: (A) the aerodrome’s air traffic services function and area of responsibility; (B) the ground movement control function and area of responsibility; (C) normal and emergency procedures used by air traffic services relating to aircraft; (D) normal handover/transfer points for vehicles; (E) air traffic services call signs, vehicle call signs; and Page 55 of 119  (F) demarcation of responsibilities between air traffic services and apron management unit, if applicable. (ii) Personal responsibilities, including: (A) fitness to drive with particular emphasis on eyesight and colour perception; (B) correct use of personal protective equipment; (C) responsibilities with respect to FOD; and (D) responsibilities with respect to escorting other vehicles on the manoeuvring area. (iii) Vehicle standards, including: (A) responsibility for ensuring the vehicle used is fit for the purpose and task and appropriately marked and lighted; (B) requirements for daily inspection prior to operating on the manoeuvring area; (C) particular attention to the display of obstruction and general lights; and (D) serviceability of all essential communication systems with air traffic services and base operations. (iv) Aerodrome layout, including: (A) particular emphasis on signs, markings and lighting used on the manoeuvring area; (B) special emphasis on signs, markings and lighting used to protect the runway; (C) description of equipment essential to air navigation such as instrument landing systems (ILS); (D) description of sensitive, critical or other protected zones areas related to ILS or other navigation aid antennae and the related markings and signs; (E) description of ILS protected areas, and their relation to runway-holding points; (F) description of runway instrument/visual strip, cleared and graded area; and (G) description of lighting used on the manoeuvring area with particular emphasis on those related to low-visibility operations. (v) Hazards of manoeuvring area driving, including: (A) engine suction/ingestion and blast, vortex, propellers, and helicopter operations; (B) requirements and procedures for driving at night; (C) requirements and procedures for operations in low visibility and other adverse weather conditions; (D) right of way of vehicles, aircraft, towed aircraft, and rescue and firefighting vehicles in an emergency. (vi) Emergency procedures, including: (A) actions to be taken in the event of a vehicle accident/incident on the manoeuvring area; Page 56 of 119  (B) actions to be taken in the event of an aircraft accident/incident on the manoeuvring area; (C) actions to be taken if FOD or other debris is found on runways and taxiways; and (D) local emergency telephone numbers. (vii) Communication procedures, including: (A) air traffic services frequencies used and areas of applicability; (B) language to be used when communicating with the air traffic services; (C) procedure to be used by vehicle drivers if lost or uncertain of their position on the manoeuvring area; (D) procedure for a vehicle breakdown on runways and taxiways and notifying the air traffic services unit of such events; and (E) radio communication failure: (a) procedure in the event of a radio communication or transponder or equivalent equipment failure while a vehicle is on manoeuvring area; and (b) procedures for light signals and other communication means that can be used by the air traffic services unit to pass instructions to a vehicle driver on the manoeuvring area. (viii) Aircraft familiarisation, including: (A) knowledge of aircraft types and ability to identify all types normally operating at the aerodrome; (B) knowledge of aircraft call signs; and (C) knowledge of aircraft terminology relating to engines, fuselage, control surfaces, undercarriage, lights, vents, etc. (4) The practical part of the manoeuvring area training programme should, as a minimum, include the following visual familiarisation of the aerodrome: (i) all runways (including access and exit routes), holding areas, taxiways and aprons; (ii) all signs, surface markings and lighting associated with runways, holding positions, CAT I, II, and III operations; (iii) all signs, surface markings and lighting associated with taxiways; (iv) specific markings that demarcate the boundary between aprons and manoeuvring areas; (v) navigation aids such as ILS, sensitive, critical, or other protected areas, antennae, RVR equipment, and other meteorological equipment; (vi) hazards of operating around aircraft landing, taking off or taxiing; and (vii) any used naming convention for particular areas or routes. Page 57 of 119 AMC3 ADR.OPS.B.024(b) Authorisation of vehicle drivers RADIOTELEPHONY (a) Any driver who will be operating on the manoeuvring area should undertake and complete a radiotelephony training, demonstrating both theoretical knowledge and practical competency in voice communication procedures. (b) Theoretical training The theoretical training should emphasise on the following areas: (1) Categories of messages Message categories and priorities; an understanding of distress, alerting, control and information messages. (2) Use of phonetic alphabet Correct pronunciation and transmission of letters, words and numbers. (3) Use of standard phraseology (i) emphasis on the need for drivers to use standard phraseology; and (ii) the need for caution with certain phrases such as ‘cleared’ and ‘go ahead’. (4) Use of call signs for aircraft, air traffic services, and vehicles (i) understanding of terminology and acronyms used by air traffic services and pilots; (ii) knowledge of the airline call signs used at the aerodrome; and (iii) knowledge of the vehicle call signs used at the aerodrome. (5) Read-back procedures The need for vehicle drivers to use standard read back, in the same manner as pilots, for instructions such as ‘enter/cross the runway’, and if conditional clearances are used. (6) Test procedures including readability scale Understanding and use of the readability scale from 1 to 5. (7) Transmitting techniques and use of radiotelephony (i) understanding the reasons for listening out prior to transmitting; (ii) use of standard phraseology and ICAO air-ground radiotelephony communication procedures; (iii) words and sounds to be avoided; (iv) correct positioning of microphones to avoid voice distortion; (v) avoidance of ‘clipped’ transmissions; (vi) awareness of regional accents and variations of speech; and (vii) speed of delivery of RTF phraseology. (c) Practical training Page 58 of 119  In this phase, the training should cover the use of fixed and portable radio communication devices, and the practical use of the theoretical knowledge acquired in the previous phase of the training, through the implementation of the aerodrome’s communication procedures. The practical training on radiotelephony may be provided in the course of an overall practical training, which involves the training on the use of vehicles or specialised vehicle/equipment associated with the driver’s task, or training on the operating procedures of the aerodrome, etc. GM1 ADR.OPS.B.024(b) Authorisation of vehicle drivers RECURRENT, REFRESHER AND CONTINUATION TRAINING ADR.OR.D.017 point (d) regulates the provision of training following the completion of the initial training, as part of the aerodrome operator’s training programme. For the process that needs to be followed to ensure the continued competence of the personnel, see ADR.OR.D.017(d) and AMC1 ADR.OR.D.017(d). GM1 ADR.OPS.B.024(c) Authorisation of vehicle drivers DRIVING AUTHRORISATION FORMAT There are various solutions for issuing a driving authorisation. A combination of the driving authorisation with the badge issued to personnel or the issuance of a separate card are some of the possible solutions. In any case, it is important that the rights of the holder are clearly contained in the authorisation. AMC1 ADR.OPS.B.024(d) Authorisation of vehicle drivers TEMPORARILY PERMITTING THE DRIVING OF VEHICLES When permitting temporarily the driving of a vehicle, the period for which the permit is valid and the areas in which the driver will be allowed to operate under escort should be specified. The escort of a vehicle whose driver has been issued a temporary driving permit should only be performed by the aerodrome operator directly or through a contracted organisation. Page 59 of 119 GM1 ADR.OPS.B.024(d) Authorisation of vehicle drivers TEMPORARILY PERMITTING THE DRIVING OF VEHICLES ADR.OPS.B.024 in general addresses the case of authorisation of drivers whose nature of work and activities involves regular presence and driving within the aerodrome environment. However, there are cases where it may be necessary to temporarily allow the driving of a vehicle on the movement area or other operational areas of the aerodrome for other reasons (e.g. a contractor’s vehicle that needs to enter the movement area for maintenance activities taking place at the aerodrome, etc.). In cases where the driving on the movement area or other operational areas is necessary but for a limited period of time, the aerodrome operator may permit such driving without requiring the driver to undergo the process for the issuance of an authorisation for the driving of this vehicle. It is expected, however, that before being permitted to operate in such areas, such drivers will be adequately briefed about their obligations while operating within the aerodrome perimeter, and that the aerodrome operator has developed procedures to be implemented during this type of operations. In any case, the issuance of such a permit for such a driver does not waive the obligation of the aerodrome operator to ensure: — the condition of the vehicle that this driver may be temporarily driving into the aerodrome area, in accordance with ADR.OPS.B.026 (e)(2)(i); — that this vehicle will in any case be escorted. For the characteristics of the vehicle that will be escorting that vehicle, see ADR.OPS.B.026 (e)(2)(ii); and — that the operation of this vehicle on the manoeuvring area is subject to the provisions of ADR.OPS.B.026 (e)(2)(iii). AMC1 ADR.OPS.B.024(e) Authorisation of vehicle drivers PROCEDURES FOR ISSUANCE OF DRIVING AUTHORISATIONS AND TEMPORARILY PERMITTING DRIVING OF VEHICLES, AND RELEVANT MONITORING ACTIVITIES (a) The aerodrome operator should clearly identify responsibilities for: (1) issuing driving authorisations and temporary driving permits; (2) ensuring that the prerequisites for maintaining a driving authorisation valid continue to be met; (3) monitoring the compliance of the drivers with the driving rules applicable at the aerodrome, and taking appropriate action as the case may be. Such actions should include the possibility of suspension of revocation of the driving authorisation or of temporary driving permit. (b) Issuing such authorisations, temporarily permitting the driving of vehicles and ensuring that the prerequisites for maintaining a driving authorisation valid should be a controlled activity. Page 60 of 119 (c) Irrespective of the organisational setup chosen, it should be ensured that information regarding drivers who: (1) do not continue to meet the requirements for maintaining the validity of the relevant driving authorisation; or (2) violate the driving requirements, is forwarded to the aerodrome unit(s) responsible for the issuance/revocation of the driving authorisations, in a timely manner, to take appropriate action depending on the case. (d) The established procedures should clearly indicate how cases of violations of the applicable driving requirements at the aerodrome are dealt with. They should especially take into account the seriousness of each violation and also address cases of repeated violations of the applicable driving requirements. The cases where a driver should be required to undergo additional training should also be addressed in the procedures. Page 61 of 119 AMC1 ADR.OPS.B.025(b) Language proficiency RATING SCALE The following table describes the different levels of language proficiency: LEVEL PRONUNCIATION STRUCTURE VOCABULARY FLUENCY COMPREHENSION INTERACTIONS Assumes a dialect or Relevant grammatical accent intelligible to the structures and aeronautical community sentence patterns are determined by language functions appropriate to the task Expert Pronunciation, stress, Both basic and Vocabulary range and Able to speak at Comprehension is Interacts with ease in (Level 6) rhythm, and intonation, complex grammatical accuracy are length with a natural, consistently accurate nearly all situations. Is though possibly structures and sufficient to effortless flow. Varies in nearly all contexts sensitive to verbal influenced by the first sentence patterns are communicate speech flow for and includes and non-verbal cues, language or regional consistently well effectively on a wide stylistic effect, for comprehension of and responds to them variation, almost never controlled. variety of familiar and example to linguistic and cultural appropriately. interfere with ease of unfamiliar topics. emphasise a point. subtleties. understanding. Vocabulary is Uses appropriate idiomatic, nuanced discourse markers and sensitive to and connectors register. spontaneously. Extended Pronunciation, stress, Basic grammatical Vocabulary range and Able to speak at Comprehension is Responses are (Level 5) rhythm, and intonation, structures and accuracy are length with relative accurate on common, immediate, though influenced by the sentence patterns are sufficient to ease on familiar concrete, and work- appropriate, and first language or regional consistently well communicate topics, but may not related topics and informative. variation, rarely interfere controlled. Complex effectively on vary speech flow as a mostly accurate when Manages the speaker with ease of structures are common, concrete, stylistic device. Can the speaker is or listener understanding. attempted but with and work-related make use of confronted with a relationship errors which topics. Paraphrases appropriate discourse linguistic or effectively. consistently and situational Page 62 of 119  sometimes interfere successfully. markers or complication or an with meaning. Vocabulary is connectors. unexpected turn of sometimes idiomatic. events. Is able to comprehend a range of speech varieties (dialect or accent) or registers. Operational Pronunciation, stress, Basic grammatical Vocabulary range and Produces stretches of Comprehension is Responses are usually (Level 4) rhythm, and intonation structures and accuracy are usually language at an mostly accurate on immediate, are influenced by the first sentence patterns are sufficient to appropriate tempo. common, concrete, appropriate, and language or regional used creatively and communicate There may be and work-related informative. variation but only are usually well effectively on occasional losses of topics when the Initiates and sometimes interfere with controlled. Errors common, concrete, fluency on transition accent or variety used maintains exchanges ease of understanding. may occur, and work-related from rehearsed or is sufficiently even when dealing particularly in topics. formulaic speech to intelligible for an with an unexpected unusual or Can often paraphrase spontaneous international turn of events. Deals unexpected successfully when interaction, but this community of users. adequately with circumstances, but lacking vocabulary does not prevent When the speaker is apparent rarely interfere with particularly in effective confronted with a misunderstandings by meaning. unusual or communication. Can linguistic or checking, confirming, unexpected make limited use of situational or clarifying. circumstances. discourse markers complication or an and connectors. unexpected turn of Fillers are not events, distracting. comprehension may be slower or require clarification strategies. Pre-operational Pronunciation, stress, Basic grammatical Vocabulary range and Produces stretches of Comprehension is Responses are (Level 3) rhythm, and intonation structures and accuracy are often language, but often accurate on sometimes are influenced by the first sentence patterns sufficient to phrasing and pausing common, concrete, immediate, language or regional associated with communicate are often and work-related appropriate, and variation and frequently predictable situations effectively on inappropriate. topics when the informative. interfere with ease of are not always well common, concrete, Hesitations or accent or variety used Can initiate and understanding. controlled. Errors and work-related slowness in language is sufficiently maintain exchanges Page 63 of 119  frequently interfere topics but range is processing may intelligible for an with reasonable ease with meaning. limited and the word prevent effective international on familiar topics and choice often communication. community of users. in predictable inappropriate. Is Fillers are sometimes May fall to situations. Generally often unable to distracting. understand a inadequate when paraphrase linguistic or dealing with an successfully when situational unexpected turn of lacking vocabulary. complication or an events. unexpected turn of events. Elementary Pronunciation, stress, Shows only limited Limited vocabulary Can produce very Comprehension is Response time is (Level 2) rhythm, and intonation control of few simple range consisting only short, isolated, limited to isolated, slow, and often are heavily influenced by memorised of isolated words and memorised memorised phrases inappropriate. the first language or grammatical memorised phrases. utterances with when they are Interaction is limited regional variation and structures and frequent pausing and carefully and slowly to simple routine usually interfere with ease sentence patterns. a distracting use of articulated. exchanges. of understanding. fillers to search for expressions and articulate less familiar words. Pre-Elementary Performs at a level below Performs at a level Performs at a level Performs at a level Performs at a level Performs at a level (Level 1) the elementary level. below the elementary below the below the below the below the level. elementary level. elementary level. elementary level. elementary level. Note: operational Level (Level 4) is the minimum required proficiency level for radiotelephony communication. Levels 1 through 3 describe pre-elementary, elementary and pre-operational levels of language proficiency respectively, all of which describe a level below the language proficiency requirement. Levels 5 and 6 describe extended and expert levels at levels of proficiency more advanced than the minimum required standard. Page 64 of 119 AMC1 ADR.OPS.B.025(e) Language proficiency GENERAL (a) The language competence assessment should be designed to reflect a range of tasks undertaken by vehicle drivers but with specific focus on language rather than operational procedures and knowledge. (b) The assessment should determine the applicant’s ability to: (1) communicate effectively using standard radiotelephony phraseology; (2) deliver and understand messages in plain language in both usual and unusual situations that necessitate departure from standard radiotelephony phraseology. AMC2 ADR.OPS.B.025(e) Language proficiency ASSESSMENT (a) The assessment should comprise the following three elements: (1) listening: assessment of comprehension; (2) speaking: assessment of pronunciation, fluency, structure and vocabulary; and (3) interaction. (b) The switch between phraseology and plain language should be assessed for listening and speaking proficiency. (c) When the assessment is not conducted in a face-to-face situation, appropriate technologies should be used for the assessment of the person’s abilities in listening and speaking, and for enabling interactions (for example, simulated driver/controller communication). (d) The assessment may also be conducted during training activities or during proficiency checks, with prior notification given to the person concerned. (e) Irrespective of the way the assessment is organised, the requirements listed in (a) and (b) as well as the relevant provisions for language proficiency assessors should be met. (f) The assessment should be conducted using the rating scale in AMC1 ADR.OPS.B.025(b). AMC3 ADR.OPS.B.025(e) Language proficiency LANGUAGE PROFICIENCY ASSESSORS (a) Persons responsible for language competency assessment (‘assessors’) should be suitably trained, including in the requirements specific to the language proficiency assessment, and Page 65 of 119  qualified. They should be either aviation specialists or language specialists with additional aviation-related training. (b) Language proficiency assessors should undergo regular refresher training on language assessment skills. (c) The assessors should not conduct language proficiency assessments of persons to whom they have provided language training, or whenever, for any other reason, their objectivity may be affected. AMC4 ADR.OPS.B.025(e) Language proficiency CRITERIA FOR THE ACCEPTABILITY OF LANGUAGE ASSESSMENT ORGANISATIONS (a) A language assessment organisation should provide clear information about its organisation and its relationships with other organisations. (b) If the language assessment organisation provides also language training, there should be a clear and documented separation between the two activities. (c) The language assessment organisation should employ a sufficient number of qualified interlocutors and language proficiency assessors to administer the required tests. (d) The assessment documentation should include at least the following: (1) assessment objectives; (2) assessment layout, timescale, technologies used, assessment samples, voice samples; (3) assessment criteria and standards (at least for the operational, extended and expert level of the rating scale mentioned in AMC1 ADR.OPS.B.025(b); (4) documentation demonstrating the assessment validity, relevance and reliability for the operational, extended and expert level; (5) procedures to ensure that language assessments are standardised within the organisation and across the aerodrome organisations; (6) assessment procedures and responsibilities: (i) preparation of individual assessment; (ii) administration: location(s), identity check and invigilation, assessment discipline, confidentiality/security; (iii) reporting and documentation provided to the competent authority or to the applicant, including sample certificate; and (iv) retention of documents and records. Page 66 of 119 (e) The assessment documentation and records should be kept for a period of time determined by the competent authority and made available to the competent authority upon request. AMC4 ADR.OPS.B.025(f) Language proficiency LANGUAGE TRAINING (a) Language training should contain communication in a job-related context particularly to handle abnormal and emergency situations and conduct non-routine coordination with air traffic controllers, colleagues and other technical personnel. (b) Emphasis should be placed on listening comprehension, speaking interaction and vocabulary building. GM1 ADR.OPS.B.025(e) Language proficiency ASSESSMENT The aim of the assessment is to determine the ability of a person to speak and understand the language(s) used for radiotelephony communications. (a) The assessment should determine the ability of the applicant to use both: (1) standard radiotelephony phraseology; (2) plain language, in situations when standardised phraseology cannot serve an intended transmission. (b) The assessment should include: (1) voice-only or face-to-face situations; (2) common, concrete and work-related topics for vehicle drivers. (c) The applicants should demonstrate their linguistic ability in dealing with an unexpected turn of events, and in solving apparent misunderstandings. (d) The assessment should determine the applicant’s speaking and listening abilities. Indirect assessments, of grammatical knowledge, reading and writing, are not appropriate. (e) The assessment should determine the language skills of the applicant in the following areas: (1) pronunciation: (i) the extent to which the pronunciation, stress, rhythm and intonation are influenced by the applicant’s first language or national variations; (ii) how much they interfere with ease of understanding. (2) structure: (i) the ability of the applicant to use both basic and complex grammatical structures; (ii) the extent to which the applicant’s errors interfere with the meaning. (3) vocabulary: Page 67 of 119  (i) the range and accuracy of the vocabulary used; (ii) the ability of the applicant to paraphrase successfully when lacking vocabulary. (4) fluency: (i) tempo; (ii) hesitancy; (iii) rehearsed versus spontaneous speech; (iv) use of discourse markers and connectors. (5) comprehension: (i) on common, concrete and work-related topics; (ii) when confronted with a linguistic or situational complication or an unexpected turn of events. (6) interactions: (i) quality of response (immediate, appropriate, and informative); (ii) the ability to initiate and maintain exchanges: (A) on common, concrete and work-related topics; (B) when dealing with an unexpected turn of events; (iii) the ability to deal with apparent misunderstandings by checking, confirming or clarifying. The accent or variety of accents used in the test material should be sufficiently intelligible for an international community of users. GM2 ADR.OPS.B.025(e) Language proficiency LANGUAGE PROFICIENCY ASSESSORS (a) The preferred approach for an assessment would be to form an assessment team consisting of an operational expert and a language expert. (b) Language proficiency assessors should be trained in the requirements specific to the language proficiency assessment, and assessment and interlocution techniques. GM3 ADR.OPS.B.025(e) Language proficiency Further guidance on the assessment of language proficiency may be found in the ‘Manual on the Implementation of ICAO Language Proficiency Requirements’ (ICAO Doc 9835). GM4 ADR.OPS.B.025(f) Language proficiency LANGUAGE TRAINING A purely routine use of the language through phraseology, standard procedures and limited social contact only maintains a restricted core usage of the language which might be inadequate for managing unexpected and abnormal situations. Page 68 of 119 Language proficiency erosion (language attrition) occurs rapidly over time; the lower the initial level, the faster the rate of erosion unless systematic strategies and a high degree of motivation counter this trend. It is documented that one’s language and communicative proficiency, even in one’s native language, deteriorates sharply under stress; therefore, participation in available language training is recommended. AMC1 ADR.OPS.B.026(a)(1);(3) Authorisation of vehicles EQUIPAGE OF VEHICLES — GENERAL (a) An updated copy of the movement area chart of sufficient size, including Hot-Spots, as well the visual aids configuration on the aerodrome, and areas to be safeguarded, should be readily available in the driver’s cabin of a vehicle intended to be operated in the manoeuvring area. If a vehicle is not to be operated in the manoeuvring area, the copy of the chart may be customised to provide only relevant information of the area in which the vehicle is to be operated, along with information of the adjacent areas, to improve the situational awareness of the driver. (b) The aerodrome operator, in coordination with the air traffic services provider and, if applicable, the apron management services provider, if different, should assess in which areas of the aerodrome, except the manoeuvring area, a vehicle needs to be equipped with a radio. The radio with which the vehicle is equipped should allow two-way communication with the air traffic services unit frequency, but also any other unit that the driver of the vehicle may need to establish contact with. Updated information regarding the frequencies of each unit should be readily available in the driver’s cabin, as well as the frequencies that may need to be used at different areas of the aerodrome. Moreover, the call-sign of the vehicle should be available at a prominent place. GM1 ADR.OPS.B.026(b) Authorisation of vehicles LIMITING THE NUMBER OF VEHICLES The aerodrome operator should limit vehicular activity to what is necessary, in order to ensure the safety of operations, but also taking into account the need to ensure the proper and smooth functioning of the aerodrome. In this respect, vehicle use may be limited to those vehicles which are necessary to support the ground servicing and handling of aircraft cargo/mail and passengers, aerodrome maintenance and operations, including aerodrome emergency services, aerodrome security services, and State authorities vehicles. Vehicles on the manoeuvring area should be limited to those absolutely necessary, especially on the runway. Vehicles allowed to operate on the runway should include only these necessary for operational activities such as inspections and maintenance, and emergency vehicles. It is strongly Page 69 of 119 advised not to increase runway use by other vehicles such as those involved in ground operations, e.g. aircraft towing, etc. unless there is no alternative route. AMC1 ADR.OPS.B.026(c)(1) Authorisation of vehicles GENERAL A vehicle authorisation should be carried/displayed at a prominent place on the vehicle. GM1 ADR.OPS.B.026(c)(1) Authorisation of vehicles GENERAL Depending on the number of vehicles and the complexity of the aerodrome, the use of colour-coded vehicle authorisations is a solution that may be considered, to facilitate the control of the vehicles. AMC1 ADR.OPS.B.026(e) Authorisation of vehicles ESCORTING OF VEHICLES The escorting of a vehicle should only be performed by the aerodrome operator directly or through a contracted organisation. The aerodrome operator should establish procedures for the escorting of vehicles, which as a minimum should contain: (a) under which minimum visibility conditions escorting of a vehicle may be performed on the manoeuvring area; (b) communication means and procedures between the escorting and the escorted vehicle(s); (c) escorting procedures when more than one vehicle is to be escorted; and (d) procedures for ensuring that drivers of the escorted vehicles comply with the instructions provided by the air traffic services unit. The procedures should be coordinated with the air traffic services unit. GM1 ADR.OPS.B.026(e) Authorisation of vehicles ESCORTING OF VEHICLES (a) Occasional operation of authorised vehicles without radio, transponder or other means supporting surveillance Page 70 of 119  The aerodrome operator may decide to permit the occasional operation of vehicles, which have been authorised to be operated on the aerodrome but which are not equipped with a radio, in areas where vehicles are required, by ADR.OPS.B.026 (a)(3), to be equipped with a radio allowing two-way communication with the air traffic services or other aerodrome units, if necessary. The same applies with regard to authorised vehicles, which are not equipped with a transponder or other equipment supporting surveillance as foreseen in ADR.OPS.B.026 (a)(4). In this way, occasional unforeseen operational needs that may arise in the context of the operation of the aerodrome may be satisfied, given that such vehicles are not intended to be operated in such areas. However, if such need becomes more frequent, the aerodrome operator should consider the equipage of such vehicles with the necessary radio, transponder or other equipment supporting surveillance, considering, amongst others, the benefits that direct communication offers in terms of runway safety, as well as the fact that vehicle surveillance data facilitates the situational awareness of the air traffic services personnel. (b) Temporarily permitting vehicle operation Vehicles used on the movement area and other operational areas of the aerodrome need to be authorised as per ADR.OPS.B.026 (a). Vehicles may be authorised only of they are used in activities related to the operation of the aerodrome. However, from time to time, and for various reasons, it may be necessary to allow a vehicle to enter the aerodrome area and to be operated on the movement area or other operational areas, for a limited period of time (e.g. transportation of supplies, maintenance activities, transportation of patients, etc.). In such cases, the aerodrome operator may issue a temporary permit for the entry of the vehicle into the aerodrome and its operation in the area necessary. In situations like them, a visual inspection of the vehicle should be conducted, for obvious damages or malfunctions of the vehicle (e.g. leakages, braking system, condition of tyres, lights, etc.) to determine the serviceability of the vehicle. (c) Characteristics of escorting vehicles A vehicle mentioned in points (a) or (b) above, should be escorted by a vehicle equipped with a radio, in accordance with ADR.OPS.B.026 (e)(1)(i) or ADR.OPS.B.026 (e)(2)(ii)(A), if it is to be operated: (a) on the manoeuvring area; or (b) in other areas where vehicles are required to be equipped with a radio (see also point (b) of AMC1 ADR.OPS.B.026(a)(1);(3)). In addition, If the escorted vehicle is to be operated on the manoeuvring area, the escorting vehicle would also need to be fitted with a transponder or other equipment supporting surveillance, if so required for the operation of the SMGCS of the aerodrome (see ADR.OPS.B.026(a)(4)). Moreover, the escorting vehicle should at all times meet the respective marking and lighting requirements for the area(s) that the escorted vehicle will be operating (see ADR.OR.OPS.080). (d) Operational considerations Page 71 of 119  If the vehicle(s) mentioned in points (a) and (b) above is (are) intended to be operated on the manoeuvring area, care should be taken to ensure that this is done in compliance with ADR.OPS.B.026 (e)(1);(iii) or ADR.OPS.B.026 (e)(2);(iii), as the case may be, as well as the relevant procedures. Particular attention should be paid to the cases where two or more vehicles are temporarily entering the aerodrome, and especially the manoeuvring area, forming a convoy. In such cases, the escorting vehicles should be in positions that allow the monitoring of all escorted vehicles at all times, to ensure that all vehicles comply with the instructions of the air traffic services unit. In addition, attention should always be paid to the way and means that the communication between the escorting and the escorted vehicle will be taking place. In any case, temporarily permitting the use of the vehicle in accordance with ADR.OPS.B.026(e);(2), or permitting the operation of an already authorised vehicle in accordance with ADR.OPS.B.026 (e);(1) does not waive the obligation of the aerodrome operator to ensure that the driver of the vehicle holds a permit to temporarily drive into the aerodrome area, or a driving authorisation as the case may be, in accordance with ADR.OPS.B.024. GM1 ADR.OPS.B.026(f) Authorisation of vehicles VEHICLE CALL SIGNS The use of similar call signs may lead to call sign confusion, which is one of the factors associated with runway incursions. To avoid call sign confusion, when assigning a call sign to a vehicle, careful consideration should be given to the call signs used by aircraft operating at the aerodrome, as well as the call signs of other vehicles. Ways to reduce the possibility of call sign confusion include: (a) use of unique numbers or identification call signs for each vehicle; and (b) use of call signs which are appropriate to the function of the vehicle (e.g. ‘Operations’, ‘Fire’. Where more than one vehicle is used in the same function, then a numbering policy may be used, such that the call sign is followed by a number, e.g. ‘Operations 1’. At aerodromes where the number of vehicles and the aircraft traffic is high, before assigning a call sign to a vehicle, it is recommended that the aerodrome operator, apart from the coordination with the air traffic services provider, consults also the other organisations operating vehicles at the aerodrome. As soon as a call sign is assigned to a vehicle, this needs to be known by at least the air traffic services provider. Page 72 of 119 AMC1 ADR.OPS.B.026(f) Authorisation of vehicles PROCEDURES FOR ISSUANCE OF VEHICLE AUTHORISATIONS, TEMPORARILY PERMITTING THE OPERATION OF VEHICLES, ASSIGNING CALL SIGNS AND RELEVANT MONITORING ACTIVITIES (a) The procedures should clearly identify responsibilities for: (1) issuing vehicle authorisations, temporarily permitting the operation of a vehicle and assigning call signs to vehicles; (2) ensuring that the prerequisites for maintaining a vehicle authorisation valid continue to be met; (3) monitoring the compliance of vehicles with the relevant requirements, and taking of appropriate action depending on the case. Such actions should include the possibility of suspension and revocation of a vehicle authorisation or a permission for the temporary operation of a vehicle. (b) Issuing vehicle authorisations, temporarily permitting the operation of vehicles and ensuring that the prerequisites for maintaining a vehicle authorisation valid should be a controlled activity. (c) Irrespective of the organisational setup chosen to monitor the compliance of vehicles with the applicable requirements, a close cooperation should be established with the organisational unit(s): (1) responsible for the implementation of the maintenance programme of its own vehicles (see ADR.OPS.C.007); and (2) monitoring the implementation of the maintenance programme of the vehicles of organisations operating or providing services at the aerodrome. It should be ensured that information regarding vehicles which do not continue to meet the relevant requirements is forwarded to the responsible aerodrome unit(s) (if different) to take appropriate action. (d) The established procedures should clearly indicate how cases of violations of the applicable requirements are dealt with, taking also into account the significance of each violation. GM1 ADR.OPS.B.027(e)(1) Operation of vehicles OPERATION OF VEHICLES ON RUNWAY STRIPS, RESA AND CLEARWAYS For the establishment of a runway-holding position or any road holding positions, see CS ADR-DSN.D.340. AMC1 ADR.OPS.B.027(h)(2) Operation of vehicles DISTURBING AND DISTRACTING ACTIVITIES WHILE DRIVING Page 73 of 119 When driving, a ‘sterile-cab concept’ should be implemented. In line with this, drivers should not be involved in non-essential activities that may affect their attention, situational awareness or judgement. Such activities include but are not limited to the following: (a) texting with mobile phones or other devices; (b) making or answering phone calls; (c) listening to music or making use of media; (d) being involved in activities that require the lowering of the radio volume, if the vehicle is radio equipped; and (e) non-essential conversations with other persons that are in the driver’s cabin, or over the radio. Moreover, the vehicle’s cabin should be kept free of loose and distracting articles/items. AMC1 ADR.OPS.B.028 Aircraft towing AIRCRAFT TOWING PROCEDURES (a) The aerodrome operator should identify and designate the routes that may be used for towing operations, taking into account the aircraft characteristics and its compatibility with the design characteristics of the aerodrome and its operation. (b) The procedures should, as a minimum, cover the following: (1) request for and authorisation of the towing operation; (2) manoeuvring procedures, including turning direction(s), when exiting a stand, and limitations to aircraft types as applicable; (3) measures to control other traffic on the apron area during the manoeuvring of the towed aircraft; (4) coordination with the air traffic services unit and the apron management services unit, if different, taking into account their areas of responsibility; (5) communication procedures to be applied during towing procedures; (6) ensuring the display of lights of the aircraft to be towed, as per the requirements of SERA.3215; (7) cases where guidance (e.g. marshaller and/or wing-walker) is needed in order to ensure aircraft clearance from obstacles; (8) runway crossing, if applicable; (9) cases where the use of a ‘follow-me’ service is required; and Page 74 of 119  (10) the safety measures to be taken to execute towing operation in adverse weather phenomena (slush, ice, etc.) or visibility conditions, and cases and conditions where such an operation is limited or not permitted. GM1 ADR.OPS.B.028 Aircraft towing TOWING ROUTES An aerodrome operator may designate various routes for towing operations. The way that these routes are used by the ATS provider, or other unit(s) responsible for parts of the aerodrome where the ATS provider is not responsible, depends on the operating and traffic conditions at an aerodrome. In any case, irrespective of the actual route to be chosen at a given situation, the route needs to be suitable for the particular aircraft, as specified in AMC1 ADR.OPS.B.028 point (a). AMC1 ADR.OPS.B.030(f) Surface movement guidance and control system STANDARD TAXI ROUTES (a) Where established, such routes should: (1) cover aircraft taxiing between runways, aprons, and maintenance areas (if available); (2) be direct, simple and, where practicable, designed to avoid conflicts with the routes of other aircraft or vehicles and capable of being used in all weather conditions; (3) be identified by designators distinctively different from those of the runways and air traffic services routes; (4) be adequate and suitable for the largest aircraft likely to use them, taking as a minimum into account its interaction with the aerodrome facilities, navigation aids, aerodrome surfaces, jest blast effects, and the operation of other aircraft. (b) Where standard taxi routes are provided, details of such routes should be published in the AIP and shown on aerodrome charts, or ground movement chart, depending on the complexity of the movement area, available aids and facilities. Where a route includes taxiing between different areas of responsibility, (e.g. areas under control of air traffic services and the apron management services), the transition points should be indicated on either the aerodrome chart or ground movement chart. Page 75 of 119 GM1 ADR.OPS.B.030(f) Surface movement guidance and control system STANDARD TAXI ROUTES Standard taxi routes may be provided in order to maintain or increase safety, regularity, and efficiency of operations especially in low-visibility conditions or high traffic, by minimising the amount of control intervention and the consequent volume of radiotelephony communications and workload. However, as not all aerodromes: (a) serve the same level of traffic or have the same traffic density; (b) are operated in the same pattern, or under the same visibility conditions; (c) have the same size, design and complexity, the aerodrome operator should assess, in coordination with the air traffic services provider, the need to establish standard taxi routes. In this process, the views of the aerodrome users may also be sought, through the aerodrome’s local runway safety team. Further guidance for the development of standard taxi routes may be found in ICAO Manual of Surface Movement Guidance and Control Systems (Doc 9476), Chapters 3 and 6. AMC1 ADR.OPS.B.030(g) Surface movement guidance and control system USE OF AIRCRAFT TRANSPONDER The transponder operating procedures and the relevant information that need to be sent to the aeronautical information services provider for publication in the AIP should include: — the phases and areas of the aerodrome at which the transponder needs to be used when an aircraft is on the movement area of the aerodrome; and — measures to prevent causing false ACAS II Resolution Advisories to airborne aircraft in the vicinity of the aerodrome. Such information should be published in the local aerodrome regulations in the AIP, following coordination with the Competent Authority. Until the publication of the information in the AIP, the aerodrome operator may additionally consider requesting the broadcast of relevant information via the local Automated Terminal Information Service (ATIS). GM1 ADR.OPS.B.031(b) Communications SITUATIONAL AWARENESS Improving the situational awareness of vehicle drivers operating on the manoeuvring area is important, as it may also affect the situational awareness and decision-making of the air traffic services personnel and flight crews. Situational awareness is improved by conducting communications in a common frequency and language, whenever this is possible. Page 76 of 119 AMC1 ADR.OPS.B.031(b)(4) Communications RADIO COMMUNCIATION FAILURE (a) The signals to be used in case of radio communication failure between air traffic services and vehicles or pedestrians authorised to operate on the manoeuvring area should have the following meaning: LIGHTS SIGNAL FROM AIR TRAFFIC MEANING SERVICES Green flashes Permission to cross landing area or to move onto taxiway Steady red Stop Red flashes Move off the landing area or taxiway and watch out for aircraft White flashes Vacate manoeuvring area in accordance with local instructions (b) In emergency conditions or if the signals in point (a) are not observed, the signal given below will be used for runways or taxiways equipped with a lighting system and should have the following meaning: LIGHT SIGNAL MEANING Flashing runway or taxiway lights Vacate the runway and observe the tower for light signal (c) Care should be taken to ensure that the procedures address the case where, due to the prevailing visibility conditions, the light signals may not be seen by the driver or the pedestrian authorised to operate on the manoeuvring area. (d) In case of agreement with the air traffic services provider to use other/additional communication means in the event of radio communication feature (e.g. mobile phones), the procedures should also cover the necessary practical details (e.g. telephone numbers to be used), as well as the order of the use of the agreed solutions. AMC1 ADR.OPS.B.033(a) Control of pedestrians GENERAL (a) The procedures to prevent unauthorised access to the movement area and other operational areas of the aerodrome of persons who are not allowed to have access to such areas should be coordinated with the responsible security competent authority. (b) In case passengers are embarking/disembarking on the apron, or if no transportation means is used for their transfer to/from the terminal building or from one stand to the other, then, apart Page 77 of 119  from the need to ensure that they are always escorted, the procedures should, amongst others, include measures to ensure that passengers: (1) do not pass under aircraft wings or beneath fuel vents, or close to the propellers or rotors of the aircraft they are boarding/disembarking or those of aircraft on adjacent stands; (2) remain clear of vehicular traffic around the aircraft, electrical cables, fuel hoses and other equipment; (3) use predetermined routes while moving from/to or across the apron; and (4) any other persons on the apron are protected from the effects of engine jet-blast or downwash during their presence on the apron, including by restricting aircraft engine use. Depending on the configuration of the apron, physical moveable barriers may also be used to indicate the desired route to follow and facilitate the control and movement of passengers on the apron. When not in use, such equipment should be properly stowed to ensure that it does not become a source of FOD. AMC1 ADR.OPS.B.033(b) Control of pedestrians PERSONNEL OPERATING ON THE MANOEUVRING AREA (a) Personnel allowed access to the manoeuvring area without the use of a vehicle should be equipped at least with personal protective equipment, suitable charts of the aerodrome, a radio for two-way communication on the appropriate air traffic services frequency (and other means of communication as per the radio-communication failure procedure — see AMC1 ADR.OPS.B.031(b)(4)) with the air traffic services unit, and other appropriate means to conduct their duties suitable to the situation and local condition. (b) The procedures should, as a minimum, provide information as to: (1) which personnel can enter the manoeuvring area and for which purposes; (2) the points from which entry to the manoeuvring area can take place; (3) the hours and minimum visibility conditions that such an entry is allowed; (4) communication with the air traffic services unit prior to entering the manoeuvring area and afterwards; (5) communication with the respective unit of the aerodrome operator; (6) actions to be taken in the event of radio communication failure (see AMC1 ADR.OPS.B.031(b)(4)); and (7) right of way between vehicles, pedestrians and aircraft. (c) The procedures should be coordinated with the air traffic services unit. Page 78 of 119 AMC1 ADR.OPS.B.035 is deleted. AMC1 ADR.OPS.B.035(a) Operations in winter conditions AERODROME SNOW PLAN The aerodrome snow plan should be proportionate to the exposure of the aerodrome to winter conditions and should include the following: (a) the Snow Committee members and the person in charge of the winter operation, with a chain of command giving a breakdown in duties; (b) methods of communication between aerodrome operations, air traffic services, and the MET provider; (c) the equipment available for snow clearance and surface treatment. This should include equipment for ploughing, sweeping, and blowing snow and application of materials; (d) priority of surfaces to be cleared, and clearance limits for aircraft using the aerodrome; (e) collection of information for RCR and dissemination of this information; (f) designated snow dumping or melting areas; (g) an alerting system in order that sufficient warning is given to all bodies concerned; (h) the manpower available, including staff for equipment maintenance arrangements for shifts, and call out procedures; (i) deployment of equipment and tactical approaches to be used; (j) general principles to be followed in deciding when to close runways for snow clearance and designation of management personnel authorised to take the decision; (k) methods of assessing and reporting the surface conditions; and (l) criteria for the suspension of runway operations. GM1 ADR.OPS.B.035 is deleted. AMC2 ADR.OPS.B.035(a) Operations in winter conditions ESTABLISHMENT OF PRIORITIES The aerodrome operator should establish the order of priority for snow, slush and ice clearance, from the movement area, in consultation with the air traffic services, rescue and firefighting services and aircraft operators. Page 79 of 119 AMC1 ADR.OPS.B.035(a)(1) Operations in winter conditions USE OF MATERIALS FOR DE/ANTI-ICING OF PAVED SURFACES (a) The aerodrome operator should use materials to remove or to prevent the formation of ice and frost on aerodrome pavements or to improve runway surface friction characteristics when conditions indicate that their use could be effective. Caution should be exercised in the application of the materials so as not to create more slippery conditions. (b) The aerodrome operator should, as far as practicable, avoid harmful effects on environment, aircraft or pavements when using chemicals to remove snow, slush, or ice from operational surfaces. AMC1 ADR.OPS.B.035(a)(2) Operations in winter conditions REMOVAL OF CONTAMINANTS The aerodrome operator should ensure that: (a) snow, slush, and ice are removed from the surface of a paved runway, as rapidly and completely as possible, to minimise accumulation; (b) operational taxiways are kept clear of snow slush or ice to the extent necessary to enable aircraft to be taxied to and from an operational runway; and (c) those parts of the apron which are intended to be used by aircraft are kept clear of snow, slush or ice, to the extent necessary to enable aircraft to manoeuvre safely, or where appropriate, to be towed or pushed. GM1 ADR.OPS.B.035(b)(3) Operation in winter conditions INFORMATION ON ALKALI-ORGANIC RUNWAY DE-/ANTI-ICING SUBSTANCES During winter operations, the aircraft carbon brakes and open wheel/bay are exposed to alkali-organic salt runway de-/anti-icing substances during taxi, take-off and landing. A slush mixture of snow and alkali-organic salt de-/anti-icing substances could freeze onto the landing gear and inside the wheel well/bay. After landing gear retraction, the frozen slush deposits begin to melt. The resulting liquid flows into the core of the carbon brake, further contaminating the carbon discs. The presence of the alkali-organic salt creates a catalytic condition lowering the oxidation temperature of the carbon, resulting in structural deterioration of the carbon disc material and reducing the service life and long- term efficiency of the brakes. It is very important that aircraft operators have information on the de-/anti-icing substances used at the aerodrome that they operate to and from, in order to assess the exposure of their aircraft to these substances and adjust their maintenance programme. Page 80 of 119 The information, when provided in the RCR or in the AIP, should be given using the following abbreviations/words: (a) KAC, for potassium acetate fluids; (b) KFOR, for potassium formate fluids; (c) GAC, for glycerine acetate fluids; (d) NAFO, for sodium formate solids; (e) NAAC, for sodium acetate solids; (f) EG, for ethylene glycol fluids; (g) PG, for propylene glycol fluids; (h) UREA; and (i) SAND. AMC1 ADR.OPS.B.036(b)(1)(i) Operations on specially prepared winter runways PROCEDURES FOR USE OF SAND OR GRIT The aerodrome operator, when using sand or grit, should: (a) if the runway is contaminated with compacted snow: (1) use loose sand or grit at an application rate appropriate to achieve the desired effect; (2) use loose sand or grit where the grain passes through a 4.75 mm sieve; and (3) remove as completely as possible any loose contaminants; (b) if the runway is contaminated with ice: (1) remove as completely as possible any loose contaminants; (2) use sand or grit at an application rate appropriate to achieve the desired effect; when the air temperature is stable and the surface temperature is below freezing, consider using frozen sand or grit; and (3) use sand or grit where the grain passes through a 4.75 mm sieve; (c) ensure that sand or grit maintains the required specifications until application. GM1 ADR.OPS.B.036(b)(1)(i) Operations on specially prepared winter runways PROCEDURES FOR USE OF SAND OR GRIT The application rate depends on a number of parameters including temperature, wind speed, vehicle speed, the quality of the material, wear and tear from operations and local experience. Consideration Page 81 of 119 should be given to the application rate in order to achieve the desired effect. Very low application rate may only tolerate a very limited number of operations or pass by the sweeping machines, whereas higher application rates may be detrimental to the effectiveness of the treatment. In order to ensure that the sand or grit is in contact with the aeroplane tyres during operations, the surface should be free of any loose contaminants. In practicable terms, sand or grit should be visible during operations. Light precipitation or drifting snow should be removed to ensure the effectiveness of the treatment. The need to ensure that the material maintains the required specification until application requires that actions be taken in order to ensure that no foreign objects are mixed with the sand or grit from origin to the dispenser vehicle, and storage should be in a suitable environment to avoid the formation of frozen lumps. AMC1 ADR.OPS.B.036(b)(1)(ii) Operations on specially prepared winter runways METEOROLOGICAL PARAMETERS In order to ensure the effectiveness of the use of materials, the aerodrome operator should establish limitations and ranges for when the procedures may be applied using the following meteorological parameters: (a) air temperature (b) surface temperature (when available) (c) dew point (d) wind speed and direction GM1 ADR.OPS.B.036(b)(1)(iii) Operations on specially prepared winter runways MANAGEMENT OF LOOSE SAND OR GRIT Excess sand or grit no longer adhering to the surface can reduce aircraft braking performance and could be ingested by engines. When using sand or grit, it is essential that the aerodrome operator monitors the situation and removes loose sand or grit from the operational surfaces as soon as possible. Excess sand or grit can be efficiently removed by mechanical sweeping and blowing. AMC1 ADR.OPS.B.036(b)(1)(iv) Operations on specially prepared winter runways ASSESSMENT OF ACHIEVED RESULTS (a) The procedures should define the operational objectives for specially prepared winter runways. Page 82 of 119 (b) The aerodrome operator, when operating in accordance with the requirements for specially prepared winter runways, should monitor continuously and assess the achieved results. (c) In case of deviations from operational objectives when materials are applied, the aerodrome operator should take mitigating actions to correct the achieved results and inform aeroplane operators as necessary. GM1 ADR.OPS.B.036(b)(1)(iv) Operations on specially prepared winter runways ASSESSMENT OF ACHIEVED RESULTS The operational objectives should be aligned with the need to establish a runway surface at least with friction characteristics commensurate with RWYCC 4. This could mean a need to apply materials (sand, grit or chemicals) and to assess whether frozen sand can be applied. If it is assessed that the treatment (frozen sand or other method) has not achieved the desired results (i.e. at least the equivalent of RWYCC 4), a specially prepared winter runway should be reported with the appropriately downgraded RWYCC, and in the RCR free text field, the word ‘DOWNGRADED’ should be used. Depending on the actual weather and traffic conditions, the continuous monitoring and assessment of the achieved results may be carried out by the same staff operating the equipment for surface treatment or by staff operating an independent vehicle in contact with the equipment operator. AMC1 ADR.OPS.B.036(b)(2) Operations on specially prepared winter runways AEROPLANE DATA The aeroplane data related to stopping performance should: (a) include a timestamp for each flight and be related to the subject runway; (b) contain all necessary parameters for the chosen method of analysis, recorded with an appropriate frequency; and (c) permit the isolation of the effective braking action. If available, braking action information identified by a third party from aeroplane data may be used when it can be related to specific landings on the subject runway. Page 83 of 119 GM1 ADR.OPS.B.036(b)(2) Operations on specially prepared winter runways AEROPLANE DATA ANALYSIS The analysis of aeroplane performance data for the purpose of deducing available braking action usually implies the isolation of the total friction force. Either isolating the friction coefficient or comparing the actual stopping capability with a reference capability permits identification of a RWYCC experienced by the aeroplane. Typically, this requires a technical or simulation model of the aeroplane performance produced by the manufacturer. The analysis may be performed through a third party or through the resources of the aeroplane manufacturer. The aeroplane operator planning to perform operations on a specially prepared winter runway should set up the arrangement with the aeroplane manufacturer. AMC1 ADR.OPS.B.036(b)(3) Operations on specially prepared winter runways DEMONSTRATION OF CAPABILITY TO ESTABLISH THE RUNWAY SURFACE CONDITION IN ACCORDANCE WITH A GIVEN RUNWAY CONDITION CODE In order to demonstrate the capability to establish the runway surface condition in accordance with a given RWYCC, the aerodrome operator should demonstrate with a statistical level of confidence of 95 per cent that the actual braking action indicated by aeroplane data is consistently the same or better than that expected for the reported RWYCC. GM1 ADR.OPS.B.036(b)(3) Operations on specially prepared winter runways DEMONSTRATION OF CAPABILITY TO ESTABLISH THE RUNWAY SURFACE CONDITION IN ACCORDANCE WITH A GIVEN RUNWAY CONDITION CODE The statistical level of confidence is established by analysing data obtained from aeroplane operators and data from aerodrome operators. The analysis is done by the aerodrome operator. The experienced RWYCC is compared with the RWYCC reported by the aerodrome operator. An analysis is performed to calculate the statistical level of confidence for the number of landings when the reported RWYCC was deemed the same or better than the experienced RWYCC. To obtain statistical significance, a representative number of landings on a winter-contaminated surface prepared such as intended to benefit from the improved braking action used in the demonstration should be as large as possible, but not less than 30. Page 84 of 119 GM1 ADR.OPS.B.036(b)(4) Operations on specially prepared winter runways MAINTENANCE PROGRAMME (a) The maintenance programme should include at least the following equipment: (1) sand spreaders including heating and pre-wetting equipment; and (2) chemical spreaders. (b) The maintenance programme should include regular verification of the accuracy of distribution rates and temperature measurements for material spreaders. AMC1 ADR.OPS.B.036(c) Operations on specially prepared winter runways MONITORING PROGRAMME — PERFORMANCE INDICATORS The aerodrome operator should: (a) establish a system of performance indicators to systematically monitor the effectiveness of the procedures which are applied to support operations on specially prepared winter runways; (b) record the performance indicators on a monthly basis during the winter season for each runway and review them on an annual basis; and (c) prepare and make available an annual report, which includes comparison with the performance indicators of at least the previous three years. GM1 ADR.OPS.B.036(c) Operations on specially prepared winter runways MONITORING PROGRAMME — PERFORMANCE INDICATORS The following performance indicators could be used in order to monitor the success in correctly assessing and reporting the runway surface condition: (a) Proportion of landings on reported RWYCC 4 versus total number of landings on specially prepared winter runways. The indicator aims to measure the frequency of operations on specially prepared winter runways where no downgrade has been used; (b) Proportion of landings identified under (a) where the braking action computed based on aeroplane data was one RWYCC worse than the RCRs issued by the aerodrome operator; (c) Proportion of landings identified under (a) where the braking action computed based on aeroplane data was two RWYCCs worse than the RCRs issued by the aerodrome operator. (d) Number of movements on a contaminated runway (RWYCC 1–4) per total number of movements. This number provides an indication of the exposure of the aerodrome to winter conditions. Information concerning the contamination of the runway can be derived from the RCRs. Page 85 of 119 The indicators mentioned in (a), (b) and (c) provide information concerning the quality of the runway surface condition assessment. Performance indicators should be recorded on a monthly basis. AMC1 ADR.OPS.B.037(a) Assessment of runway surface condition and assignment of runway condition code (RMT.0704) RUNWAY CONDITION ASSESSMENT MATRIX (RCAM) The aerodrome operator should use the following RCAM in order to assign the RWYCC: Runway condition assessment matrix (RCAM) Assessment criteria Downgrade assessment criteria Special air- Aeroplane deceleration or report of RWYCC Runway surface description directional control observation runway braking action 6 DRY - -  FROST  WET (The runway surface is covered by any visible dampness or water up to and including 3 mm depth) Braking deceleration is normal for 5 the wheel braking effort AND GOOD Up to and including 3 mm directional control is normal depth:  SLUSH  DRY SNOW  WET SNOW  SPECIALLY PREPARED Braking deceleration OR WINTER RUNWAY directional control is between good and medium GOOD TO 4 -15oC and lower outside MEDIUM temperature  COMPACTED SNOW  SLIPPERY WET  DRY SNOW or WET SNOW (any depth) ON TOP OF COMPACTED SNOW Braking deceleration is noticeably More than 3 mm depth: reduced for the wheel braking 3 MEDIUM  DRY SNOW effort applied OR directional  WET SNOW control is noticeably reduced Higher than -15oC outside air temperature:  COMPACTED SNOW Page 86 of 119  More than 3 mm: Braking deceleration OR MEDIUM TO 2  STANDING WATER directional control is between POOR  SLUSH medium and poor  ICE Braking deceleration is significantly reduced for the 1 wheel braking effort applied OR POOR directional control is significantly reduced  WET ICE Braking deceleration is minimal to  WATER ON TOP OF non-existent for the wheel LESS THAN 0 COMPACTED SNOW braking effort applied OR POOR  DRY SNOW or WET SNOW directional control is uncertain ON TOP OF ICE Aerodromes which never experience or never report snow and ice conditions, may use the following simplified form of RCAM: Runway condition assessment matrix (RCAM) Assessment criteria Downgrade assessment criteria Special air- Aeroplane deceleration or report of RWYCC Runway surface description directional control observation runway braking action 6 DRY - -  WET (The runway surface is Braking deceleration is normal for covered by any visible 5 the wheel braking effort AND GOOD dampness or water up to and directional control is normal including 3 mm depth) Braking deceleration OR GOOD TO 4 directional control is between MEDIUM good and medium  SLIPPERY WET Braking deceleration is noticeably reduced for the wheel braking 3 MEDIUM effort applied OR directional control is noticeably reduced More than 3 mm: Braking deceleration OR MEDIUM TO 2  STANDING WATER directional control is between POOR medium and poor Braking deceleration is significantly reduced for the 1 wheel braking effort applied OR POOR directional control is significantly reduced Braking deceleration is minimal to non-existent for the wheel LESS THAN 0 braking effort applied OR POOR directional control is uncertain Page 87 of 119 GM1 ADR.OPS.B.037(a) Assessment of runway surface condition and assignment of runway condition code AVAILABLE MEANS USED TO DETERMINE THE RWYCC (a) The visual inspection of the movement area to assess the surface condition is the core method to determine the RWYCC. An overall assessment however implies more than that. The continuous monitoring of the development of the situation and the prevailing weather conditions is essential to ensure safe flight operations. Other aspects to be considered in the assessment result are the outside air temperature, the surface temperature, the dew point, the wind speed and direction, the effect of surface treatment, control and deceleration of the inspection vehicle, the special-air-reports of braking action, the output from friction measuring devices, the weather forecast, etc. Due to interaction between them, a deterministic method on how these factors affect the RWYCC to be reported cannot be precisely defined. (b) The RCAM supports the classification of runway surface conditions by their effect on aeroplane braking performance using a set of criteria identified and quantified based on the best industry knowledge, built upon dedicated flight testing and in-service experience. The thresholds at which a criterion changes the classification of a surface condition are intended to be reasonably conservative, without being excessively pessimistic. (c) The following describes why the primary classification criteria in the RCAM have been set this way, and why it is important for aerodrome personnel to monitor and accurately report conditions when operating close to the boundaries of each RWYCC: (1) Percentage of coverage with contamination in each runway third A runway is considered contaminated whenever the extent of the coverage is more than a quarter of the surface of at least one third of the runway. It is important to note that whenever coverage is assessed to be below the 25 per cent threshold in each third, the computation assumption made by flight crew will be a dry runway (uniformly bare of moisture, water and contamination). It has been demonstrated that in conditions of contamination just below the reporting threshold but concentrated in the most unfavourable location, this assumption of dry runway still provides positive stop margins. (2) Type of contaminant Different contaminants affect the contact area between tyre and runway surface, where the stopping force is generated, in different ways. A water film of any depth leads to the partial (viscous aquaplaning) or total separation (dynamic aquaplaning) of the tyre from the surface. The smaller the surface, the smaller the force of adhesion, the less braking is available. This is why the maximum braking force decreases at higher speed and depends on contaminant depth. Other fluid contaminants have a similar effect. Hard contaminants, such as ice or compacted snow, prevent the contact between tyre and runway surface completely and at any speed, effectively providing a new surface that the tyre rolls on. A deterministic classification of the stopping performance can be made only for the contaminants listed in the RCAM. For other reportable contaminants (oil, mud, ash, etc.), a large variance in the aeroplane performance effect exists, or insufficient data Page 88 of 119  is available to permit a deterministic classification. An exception is rubber contamination, for which in-service data indicates that an assumption of RWYCC 3 provides a satisfactory performance margin. Runway surface treatments with sand, grit or chemicals may be very effective or even detrimental depending on the conditions of the application, and no credit can be attributed to such treatment without verification and validation. (3) Depth of the contamination The industry accepts that the threshold for the effect of depth of fluid contaminants on aeroplane performance is at 3 mm. Below this threshold, any type of fluid contaminant can be removed from the tyre/runway contact zone either by forced drainage or by compressing it into the macrotexture of the surface, thus allowing adhesion between tyre and surface to exist, albeit on less than the full footprint surface area. This is the reason that contamination depths up to 3 mm are expected to provide similar stopping performance as a wet runway. It should be noted that the physical effects causing reduced friction forces begin to take effect from very small film thickness, therefore damp conditions are considered to provide no better braking action than a wet runway. Aerodrome personnel should be aware of the fact that the capability to generate friction in wet (or with thin layers of fluid contaminants) conditions is very dependent upon the inherent qualities of the runway surface (friction characteristics) and may be less than normally expected on poorly drained, polished or rubber contaminated surfaces. Above the 3 mm threshold, the impact on friction forces is more significant, leading to classification in lower RWYCCs. Above this depth, and depending on the density of the fluid, additional drag effects start to apply, due to displacement or compression of the fluid and impingement on the airframe of the aeroplane. These latter effects depend on the depth of the fluid and affect the ability of the aeroplane to accelerate for take-off. (4) Surface or air temperature It is self-evident that close to the freezing point significant changes in surface conditions can occur very quickly. Surface temperature is more significant for the relevant physical effects, and surface and air temperature may be significantly different due to latency and radiation. However, surface temperature may not be readily available and it is acceptable to use air temperature as a criterion for the contaminant classification. The threshold for the classification of compacted snow in RWYCC 4 (below OAT -15 degrees) or RWYCC 3 (above this temperature) is based on historical North American operational practice and may be very conservative, therefore other assessment means should be used to support the classification. Such assessment means should be based upon specific rationale, specific procedures and substantiating aeroplane data. GM2 ADR.OPS.B.037(a) Assessment of runway surface condition and assignment of runway condition code ICE is considered to be untreated ice that covers the runway macrotexture. Page 89 of 119 AMC1 ADR.OPS.B.037(b) Assessment of runway surface condition and assignment of runway condition code ASSIGNMENT OF RUNWAY CONDITION CODE (a) The aerodrome operator should: (1) assign a RWYCC 6, if 25 per cent or less area of a runway third is wet or covered by contaminant; (2) describe in the plain-language remarks part of the situational awareness section of the RCR the location of the area that is wet or covered by the contaminant, if the distribution of the contaminant is not uniform; (3) assign a RWYCC based on the contaminant that will most likely affect the aeroplane’s performance, if multiple contaminants are present and the total coverage is more than 25 per cent but no single contaminant covers more than 25 per cent of any runway third; (4) not upgrade an assigned RWYCC 5, 4, 3, or 2; and (5) not upgrade beyond RWYCC 3 an assigned RWYCC 1 or 0. (b) The aerodrome operator may upgrade an assigned RWYCC 1 or 0 when all available means of assessing runway slipperiness, including properly operated and calibrated measuring devices, if available, have been used to support the decision. (c) The aerodrome operator, when RWYCC 1 or 0 is upgraded, should assess the runway surface frequently during the period the higher RWYCC is in effect, to ensure that the runway surface condition does not deteriorate below the assigned code. (d) The aerodrome operator, if sand or other runway treatments are used to support upgrading of the RWYCC, should assess the runway surface frequently to ensure the continued effectiveness of the treatment. (e) The aerodrome operator should appropriately downgrade the RWYCC taking into consideration all available means of assessing runway slipperiness, including special air-reports. GM1 ADR.OPS.B.037(b) Assessment of runway surface condition and assignment of runway condition code SINGLE AND MULTIPLE CONTAMINANTS When single or multiple contaminants are present, the RWYCC for any third of the runway is determined as follows: (a) When the runway third contains a single contaminant, the RWYCC for that third is based directly on that contaminant in the RCAM as follows: Page 90 of 119  (1) If the contaminant coverage for that third is less than 10 per cent, a RWYCC 6 is to be generated for that third, and no contaminant is to be reported. If all thirds have less than 10 per cent contaminant coverage, no report is generated; or (2) If the contaminant coverage for that third is greater than or equal to 10 per cent and less than or equal to 25 per cent, a RWYCC 6 is to be generated for that third and the contaminant reported at 25 per cent coverage; or (3) If the contaminant coverage for that third is greater than 25 per cent, the RWYCC for that third is based on the contaminant present. Figure 1 — Single contaminant (b) If multiple contaminants are present where the total coverage is more than 25 per cent but no single contaminant covers more than 25 per cent of any runway third, the RWYCC is based upon the judgement of the runway inspector, considering what contaminant will most likely be encountered by the aeroplane and its likely effect on the aeroplane’s performance. Typically, this would be the most widespread contaminant, but this is not an absolute. (c) The structure of the RCAM is ranking the contaminants in the column ‘Runway surface description’ from top to bottom and is having the most slippery contaminants at the bottom. However, this ranking is not an absolute, as the RCAM by design is landing oriented and if judged in a take-off scenario, the ranking could be different due to drag effects of loose contaminants. Page 91 of 119 GM2 ADR.OPS.B.037(b) Assessment of runway surface condition and assignment of runway condition code DOWNGRADING AND UPGRADING (a) The RCAM allows making an initial assessment based on visual observation of contaminants on the runway surface: their type depth and coverage, as well as the outside air temperature. Downgrading and upgrading is an integral part of the assessment process and essential to developing relevant reports of the prevailing runway surface condition. When all other observations, experience and local knowledge indicate that the primary assignment of the RWYCC does not reflect the prevailing conditions accurately, a downgrade or upgrade should be made. (b) Examples of aspects to be considered in assessing the runway slipperiness for the downgrade process: (1) Prevailing weather conditions (i) stable sub-freezing temperature (ii) dynamic conditions (iii) active precipitation (2) Observations (3) Measurements (i) friction measurements (ii) vehicle behaviour (iii) shoe scraping (4) Experience (local knowledge) (5) Special air-reports (c) When the complete removal of contaminants cannot be achieved, but the RWYCC initially assigned does not reflect the real surface condition, the aerodrome personnel may apply the upgrade procedures. Upgrading is applicable only when the initial RWYCC is 0 or 1. Upgrading can only occur up to RWYCC 3. (d) When upgrading RWYCC 0 and 1, a preponderance of evidence should exist pointing towards the higher RWYCC. (e) When a friction measuring device is used for upgrading purposes, a preponderance of evidence should exist. In order to upgrade a RWYCC 0 or 1 to no higher than RWYCC 3, the friction measuring device should demonstrate an equivalent friction to that of a wet runway (RWYCC 5) or higher. Page 92 of 119 AMC1 ADR.OPS.B.037(c) Assessment of runway surface condition and assignment of runway condition code USE OF SPECIAL AIR-REPORTS (a) The aerodrome operator should: (1) re-assess the runway surface condition if RWYCC 2 or better has been reported and two consecutive special air-reports of POOR runway braking action are received; and (2) re-assess the runway surface condition and consider the suspension of operations on that runway when one pilot has reported a LESS THAN POOR runway braking action. (b) The aerodrome operator may use a special air-report of runway braking action for upgrading purposes only if it is used in combination with other information qualifying for upgrading. GM1 ADR.OPS.B.037(c) Assessment of runway surface condition and assignment of runway condition code USE OF SPECIAL AIR-REPORTS Special air-reports typically provide aerodrome personnel and other pilots with an observation that can confirm the ground-based assessment of or alert to degraded conditions experienced in terms of braking capability and/or lateral control during the landing roll. The braking action observed is dependent on the type of aircraft, aircraft weight, runway portion used for braking, and other factors. Pilots will use the terms GOOD, GOOD TO MEDIUM, MEDIUM, MEDIUM TO POOR, POOR and LESS THAN POOR. When receiving a special air-report, the recipient should consider that it rarely applies to the full length of the runway and is limited to the specific sections of the runway surface in which sufficient wheel braking was applied to reach friction limitation. As special air-reports are subjective and contaminated runways may affect the performance of different aeroplane types in a different way, the reported braking action may not be directly applicable to another aeroplane. AMC1 ADR.OPS.B.065 Visual aids and aerodrome electrical systems GENERAL (a) The aerodrome operator should establish a monitoring system of aerodrome ground lights so as to inform the air traffic services provider when safe operation is no longer possible. (b) The aerodrome operator should establish procedures for the operation of visual aids and, in coordination with the air traffic services provider, procedures to be implemented in the event of unserviceability of stop bars. The procedures should cover the situation where the stop bars cannot be turned off because of a technical problem, and the measures to be taken should not undermine the principle that a lit stop bar must not be crossed. Page 93 of 119 (c) The aerodrome operator should establish procedures for the provision and removal of temporary markings, lights and signs. GM1 ADR.OPS.B.065 Visual aids and aerodrome electrical systems UNSERVICEABILITY OF STOP BARS In situations where the stop bars cannot be turned off because of a technical problem, the following contingency measures may, inter alia, be considered: (a) physically disconnecting the respective lit stop bar from its power supply; (b) physically obscuring the lights of the lit stop bar; and (c) using a different route, until the malfunctioning system has been repaired. In case of implementation of (a) or (b), a marshaller or a follow-me vehicle may need to be provided to lead the aircraft to cross the stop bar. Moreover, in case of implementation of (b), care should be exercised to ensure correct implementation of the measure to avoid misunderstandings by the flight crew. In any case, the measures taken should not undermine the principle that a lit stop bar must not be crossed, while maintenance action should be taken as soon as possible. AMC1 ADR.OPS.B.070 Aerodrome works safety GENERAL […] (c) The scope of work, physical extent, and time period should be notified to the concerned relevant parties concerned. If such work will render limitations to the use of a particular runway, additional measures should be implemented to ensure safety. In case the works necessitate the temporary change of the declared distances of the runway, a recalculation of the declared distances should be performed, in accordance with an established procedure, and the relevant information should be provided to the Competent Authority, the air traffic services and aeronautical information services unit, before the implementation of the new declared distances. The aerodrome operator should also request the broadcast of relevant information via the local ATIS. […] Page 94 of 119 AMC2 ADR.OPS.B.070 Aerodrome works safety RUNWAY PAVEMENT OVERLAYS The aerodrome operator should ensure that: (a) When a runway is to be returned temporarily to an operational status before resurfacing is complete, the longitudinal slope of the temporary ramp, measured with reference to the existing runway surface or previous overlay course, should be: (1) 0.5 to 1.0 % for overlays up to and including 5 cm in thickness; and (2) not more than 0.5 % for overlays more than 5 cm in thickness. (b) Runway overlaying proceeds from one end of the runway toward the other end so that based on runway utilisation, most aircraft operations will experience a down ramp. (c) The entire width of the runway is overlaid during each work session. (d) (b) Before a runway being overlaid is returned to a temporary operational status, a runway centre line marking, conforming to the applicable specifications included in the aerodrome certification basis of the aerodrome, should be provided. (e) (c) The location of any temporary threshold should be identified by a 3.6 m wide transverse stripe. AMC4 ADR.OPS.B.070 Aerodrome works safety CLOSED RUNWAYS AND TAXIWAYS, OR PARTS THEREOF The aerodrome operator should ensure that: […] (c) in addition to closed markings, when the runway, taxiway, or portion thereof is closed and is intercepted by a usable runway or taxiway which is used at night, unserviceability lights as defined in CS ADR-DSN.R.870(c) should be placed across the entrance to the closed area at intervals not exceeding 3 m. ; and (d) a closed runway or taxiway marking as defined in CS ADR-DSN.R.855(c), or a portion thereof, is displayed on new runways and taxiways that are still under construction. GM6 ADR.OPS.B.070 Aerodrome works safety CLOSED RUNWAY AND TAXIWAY MARKINGS — AVOIDING THE LACK OF CONTRAST (a) In certain circumstances, e.g. due to the colour of the material used during construction works, there may be insufficient contrast between the colour of the surface of the runway or taxiway and the colour of the respective closed runway or taxiway marking, even though the latter conforms to the applicable specifications. Page 95 of 119  This may result in the closed runway or taxiway markings not fulfilling their purpose. To avoid the lack of contrast, the closed runway or taxiway markings should be included in an appropriate border, whose colour should be black. (b) At aerodromes where operations take place at night, the closed runway or taxiway markings should be made with reflective materials designed to enhance their visibility. Guidance on reflective materials is given in ICAO Doc 9157, Aerodrome Design Manual, Part 4, Visual Aids. AMC1 ADR.OPS.B.075 Safeguarding of aerodromes GENERAL (a) The aerodrome operator should have procedures to monitor the changes in the obstacle environment, marking and lighting, and in human activities or land use on the aerodrome and the areas around the aerodrome, as defined in coordination with the Competent Authority. The scope, limits, tasks and responsibilities for the monitoring should be defined in coordination with the relevant air traffic services providers and with the Competent Authority and other relevant authorities, and should ensure the protection of the sight lines from the established air traffic control tower, apron management services unit, and watch-room of the RFFS station, from permanent or temporary obstacles or activities. […] AMC1 ADR.OPS.B.080 is deleted. GM1 ADR.OPS.B.080 is deleted. AMC1 ADR.OPS.B.080(a) Marking and lighting of vehicles and other mobile objects MARKING OF VEHICLES (a) Vehicles to be marked should be coloured or display flags as follows: (1) Red or yellowish green colour should preferably be used for marking emergency vehicles and yellow colour for service vehicles. (2) When flags are used to mark vehicles, they should: (i) be displayed around, on top of, or around the highest edge of the vehicle. Flags should not increase the hazard presented by the vehicle they mark; (ii) not be less than 0.9 m on each side and should consist of a chequered pattern, each square having sides of not less than 0.3 m. The colours of the pattern should contrast each with the other and with the background against which they will be Page 96 of 119  seen. Orange and white, or alternatively red and white should be used, except where such colours merge with the background. LIGHTING OF VEHICLES (b) Lighting of vehicles should be as follows: (1) Low-intensity obstacle lights, Type C, should be displayed on vehicles; (2) Low-intensity obstacle lights, Type C, displayed on vehicles associated with emergency or security should be flashing-blue and those displayed on other vehicles should be flashing- yellow; (3) Low-intensity obstacle lights, Type D, should be displayed on follow-me vehicles. (c) Low-intensity obstacle lights, Types C and D should be in accordance with the specifications contained in Table Q-1, CS ADR-DSN.U.930 and Figure U-1A or U-1B, as appropriate. AMC2 ADR.OPS.B.080(a) Marking and lighting of vehicles and other mobile objects MARKING OF MOBILE OBJECTS OTHER THAN VEHICLES (a) Mobile objects, other than vehicles, to be marked should be coloured or display flags as follows: (1) When they are marked by colour, conspicuous colours should be used. (2) When they are marked by flags, they should: (i) be displayed around, on top of, or around the highest edge of the object. Flags should not increase the hazard presented by the object they mark; (ii) not be less than 0.9 m on each side and should consist of a chequered pattern, each square having sides of not less than 0.3 m. The colours of the pattern should contrast each with the other and with the background against which they will be seen. Orange and white, or alternatively red and white should be used, except where such colours merge with the background. LIGHTING OF MOBILE OBJECTS OTHER THAN VEHICLES (b) Lighting of mobile objects, other than vehicles, should be as follows: (1) Low-intensity obstacle lights, Type C, should be displayed on mobile objects; (2) Low-intensity obstacle lights on objects with limited mobility, such as aerobridges, shall be fixed-red, and as a minimum be in accordance with the specifications for low-intensity obstacle lights, Type A, in Table Q-1 of CS-ADR-DSN.Q.852. The intensity of the lights shall be sufficient to ensure conspicuity considering the intensity of the adjacent lights and the general levels of illumination against which they would normally be viewed. Page 97 of 119 GM1 ADR.OPS.B.080(a) Marking and lighting of vehicles and other mobile objects MOBILE OBJECTS OTHER THAN VEHICLES The term ‘mobile objects’ covers all mobile equipment, such as passenger stairs, generators, as well as other similar equipment, which are not self-powered, and whose presence is required on the apron for the ground servicing of aircraft. It also covers objects of reduced mobility, such as aerobridges, which are attached to the terminal building. Moreover, it covers any other mobile equipment that may be needed to be used in the manoeuvring area for specific purposes. SUBPART C – AERODROME MAINTENANCE (ADR.OPS.C) 128. AMC1 ADR.OPS.C.005 is amended as follows: AMC1 ADR.OPS.C.005 General MAINTENANCE PROGRAMME (a) The aerodrome operator should ensure that a the maintenance programme: including preventive maintenance where appropriate, to maintain aerodrome facilities in a condition which does not impair the safety of aeronautical operations. The scope of the maintenance programme should include, but may not be limited to, the following items: (a) visual aids and other lighting systems required for the safety of aerodrome operations; (b) power supply and other electrical systems; (c) pavements, other ground surfaces, and drainage systems; (d) fencing and other access control devices; (e) equipment and vehicles, including those used by rescue and firefighting services, which are necessary for the safety of aerodrome operations; and (f) buildings which are necessary for the safety of aerodrome operations: (1) specifies the aerodrome facilities, systems and equipment subject to maintenance; (2) contains the necessary information for its timely and correct implementation including but not limited to: (i) the type of inspections/checks to be carried out (e.g. visual inspection, cleaning of equipment, equipment stability/alignment, calibration, etc.) for each facility, system, installation and equipment, taking also into account factors such as their location and meteorological phenomena; (ii) the frequency of inspections/checks for each facility, system installation and equipment; (iii) the tools and equipment required for each type of inspection/check; and Page 98 of 119  (iv) the periodic replacement of parts that may be required in accordance with the maintenance instructions of the manufacturer of the respective facility, system, installation and equipment, as appropriate. (b) The aerodrome operator should ensure that arrangements are in place for timely corrective maintenance actions. Such arrangements should cover the cases of maintenance needs that are: (1) identified either during preventive maintenance activities; or (2) raised at any other time (e.g. due to equipment malfunction or failure). GM1 ADR.OPS.C.005 General HUMAN FACTORS MAINTENANCE PROGRAMME The design and application of the maintenance programme should observe human factors principles. The maintenance programme includes also maintenance of communication and alerting systems, fences and access control devices, perimeter roads and lighting, passenger boarding bridges, etc. AMC1 ADR.OPS.C.007(a) Maintenance of vehicles MAINTENANCE OF VEHICLES — GENERAL The maintenance of the vehicles may be performed by the aerodrome operator or by a contracted organisation. The maintenance programme should be individual for each vehicle, depending on its function and characteristics. The maintenance programme should take into account the following: (a) regulatory requirements (e.g. certification of pressure vessels, hoses, roadworthiness certificates); (b) the manufacturer’s maintenance recommendations; (c) local environmental conditions (e.g. heat versus cold winters); (d) the need to ensure the serviceability of the equipment installed on the vehicle (e.g. radio, transponders or equivalent systems); and (e) regular performance test results, if appropriate. Page 99 of 119 AMC2 ADR.OPS.C.007(a) Maintenance of vehicles PREVENTIVE MAINTENANCE (a) As part of the preventive maintenance programme, the aerodrome operator should determine the items that need to be checked daily, prior to the operation of the vehicle. As a minimum, the following items should be checked on a daily basis, prior to the operation of a vehicle: (1) malfunction/warning indications; (2) steering wheel; (3) lighting system; (4) braking system; (5) communication systems, including transponder (or equivalent) if applicable; (6) tyre condition; (7) external mirrors; (8) windscreen wipers (as appropriate); (9) items that need to be secured on the vehicle; (10) leaks; and (11) new external damages to the vehicle. (b) A feedback mechanism should be established to ensure that any defects identified are communicated to the unit responsible for the maintenance of the vehicle. AMC1 ADR.OPS.C.007(b)(1) Maintenance of vehicles MAINTENANCE PROCEDURES — GENERAL Maintenance procedures should be established to ensure a standardised manner in which vehicles are maintained and should cover as a minimum: (a) activities to be undertaken to ensure that disruption to aerodrome services (e.g. RFFS) is minimised; (b) the frequency of maintenance services; (c) activities to be undertaken at each type of maintenance service (e.g. visual check, inspections, measurements, etc.); (d) arrangements for technical support from the manufacturer; (e) spare parts that should be kept on site; (f) procedures to ensure the safety of maintenance personnel; (g) environmental procedures, including appropriate disposal procedures for old parts, and other material; and Page 100 of 119 (h) documentation and reporting of any defects that have been identified by operational and/or maintenance personnel. AMC1 ADR.OPS.C.007(b)(2) Maintenance of vehicles MAINTENANCE FACILITIES — GENERAL If maintenance services and/or facilities are provided by a contracted organisation (located at the aerodrome or elsewhere), the aerodrome operator should have in place arrangements, to allow the timely maintenance of the vehicles in order to avoid disruptions to aerodrome operations. Irrespective of the solution chosen, the aerodrome operator should ensure: (a) the adequacy of the facilities for the maintenance activities and the storage of spare parts and other material; (b) the provision of tools and equipment necessary for the maintenance activities, especially for RFFS vehicles and related equipment; (c) the availability of maintenance documentation; and (d) the provision of appropriate and adequate training to the personnel involved in maintenance activities. AMC1 ADR.OPS.C.007(b)(3) Maintenance of vehicles MAINTENANCE RECORDS The maintenance records, as a minimum, should include the following: (a) maintenance type (preventive/corrective); (b) items checked/repaired; (c) maintenance date (entry/exit date to/from the workshop); and (d) name of the person that conducted the inspection/repair. AMC1 ADR.OPS.C.007(c) Maintenance of vehicles MAINTENANCE OF VEHICLES — OTHER ORGANISATIONS The aerodrome operator should establish and implement an audit programme and/or control mechanism that allows ensuring compliance of the organisations operating or providing services at the aerodrome. Page 101 of 119 A feedback mechanism should be established with the aerodrome unit responsible for authorising the operation of vehicles as per ADR.OPS.B.026, to enable it to take appropriate action. AMC2 ADR.OPS.C.007(c) Maintenance of vehicles MAINTENANCE OF VEHICLES — OTHER ORGANISATIONS (a) The maintenance programme should be individual for each vehicle, depending on its function and characteristics. The maintenance programme should take into account the following: (1) applicable regulatory requirements; (2) the manufacturer’s maintenance recommendations; (3) local environmental conditions (e.g. heat versus cold winters); (4) the need to ensure the serviceability of the equipment installed on the vehicle (e.g. radio, transponders); and (5) regular performance test results, if appropriate. (b) With regard to maintenance procedures, they should include at least specify: (1) the frequency of the maintenance services; (2) activities to be undertaken at each type of maintenance service (e.g. visual check, inspections, etc.); and (3) environmental procedures, including appropriate disposal procedures for old parts, and other material. (c) With regard to preventive maintenance, AMC2 ADR.OPS.C.007(a) applies. (d) With regard to record-keeping, AMC1 ADR.OPS.C.007(b)(3 applies., GM1 ADR.OPS.C.007(e) Maintenance of vehicles UNINTENDED USE OF UNSERVICEABLE VEHICLES Apart from the obligation to ensure that an unserviceable vehicle is removed from operations, measures also need to be taken to avoid the unintended use of an unserviceable vehicle. The latter may include the placing of a warning placard inside the vehicle, and the establishment of a method for the provision of such information to the relevant personnel, especially those of the next shift. Page 102 of 119 AMC1 ADR.OPS.C.010 Maintenance of pavements, other ground surfaces, and drainage GENERAL (a) Mud, dust, sand, oil, rubber deposits, and other pollutants should be removed, as rapidly and completely as possible, to minimise accumulation. (b) Taxiways and aprons should be kept clear of pollutants to the extent necessary to enable aircraft to be taxied to and from an operational runway. (c) Drainage systems and storm water collection systems should be periodically checked and, if necessary cleaned or maintained, to ensure efficient water run-off. (d) The aerodrome operator should measure the runway surface friction characteristics for maintenance purpose with a continuous friction measuring device using self-wetting features. The frequency of these measurements should be sufficient to determine the trend of the surface friction characteristics of the runway. (e) The aerodrome operator should take corrective maintenance action to prevent the runway surface friction characteristics for either the entire runway, or a portion thereof from falling below the minimum friction level specified by the State. (f) When the friction of a significant portion of a runway is found to be below the minimum friction level value, the aerodrome operator should report such information in order to promulgate it in a NOTAM specifying which portion of the runway is below the minimum friction level and its location on the runway, and take immediate corrective action. AMC1 ADR.OPS.C.010(b)(3) Maintenance of pavements, other ground surfaces and drainage MAINTENANCE PLANNING AND MINIMUM STANDARDS (a) When friction measuring devices are used in order to evaluate the condition of the runway surface for maintenance purposes, the maintenance planning and minimum friction levels should be according to the following table: 65 km/h 95 km/h Minimum Maintenance Minimum Maintenance planning planning Airport Surface Friction Tester 0.50 0.60 0.34 0.47 Dynatest Consulting Inc. 0.50 0.60 0.41 0.54 Dynatest Runway Friction Tester Findlay, Irvine, Ltd 0.43 0.53 0.24 0.36 Griptester Friction Meter Halliday Technologies RT3 0.45 0.55 0.42 0.52 Moventor Oy Inc. 0.50 0.60 0.34 0.47 BV-11 Skiddometer Mu Meter 0.42 0.52 0.26 0.38 Page 103 of 119  NAC Dynamic Friction Tester 0.42 0.52 0.28 0.38 Norsemeter RUNAR (operated at fixed 0.45 0.52 0.32 0.42 16 % slip) Automatic Friction Measuring Device (Instrument de Mesure Automatique 0.30 0,40 0.20 0.30 de Glissance) – IMAG Table 1 (b) Other friction measuring devices can be used, provided they have been correlated with, at least, one test equipment mentioned in the table above. (c) Measurements at or below the maintenance planning level trigger a complete survey of the texture, contaminant and drainage state of the affected runway third. (d) A complete survey should ensure that the runway surface is able to create enough grip by the aeroplane tyre to ensure adequate aeroplane stopping and crosswind capability for the desired operation on a wet runway. This is achieved by ensuring that: (1) exposed texture is capable of indenting the tyre rubber; and (2) water drains from the runway pavement. (e) In order to achieve the objectives of point (d), an inspection of the surface friction characteristics should, as a minimum, ensure: (1) the presence of exposed microtexture by touching the aggregates, if the polished or rubber coated extends to 100 m in the zone used by aeroplanes; (2) the presence of macrotexture; (3) that grooves, if present, are open and within set limits according to their design; (4) that porous friction course, if present, drains according to its design; and (5) that slopes are above minimum design specifications. GM1 ADR.OPS.C.010(b)(3) is replaced by the following: GM1 ADR.OPS.C.010(b)(3) Maintenance of pavements, other ground surfaces and drainage MONITORING OF PHYSICAL PARAMETERS The following table describes how the physical parameters of the runway surface are monitored. Page 104 of 119  Physical parameter How to monitor Microtexture Presence of microtexture is ensured by touching the pavement surface. If it feels smooth, there is a lack of microtexture, most commonly due to rubber deposits which normally should be visually detectable or by polishing. In either case, the amount of free exposed microtexture should be assessed. Macrotexture Can be measured using volumetric or profile measurement method and expressed by ESDU classification. ESDU 15002 groups runways into five classifications labelled A through E with A being the smoothest and E the most heavily textured. The classification can be used to compare the runway texture relevant to the recommended texture depth which is 1.0 mm. Drainage Slopes are within the certification specifications. If the slope falls below the minimum values, then the runway becomes more susceptible to standing water during heavy rainfalls. Ponding Visually, during and after rain storm events as the runway dries up. Rutting Visually, during and after rain storm events. The degree of rutting can be measured using a straightedge. Sand and vegetation Visually during and after rain storm events. Normally, ordinary maintenance activities should prevent sand to accumulate and vegetation to form alongside the runway to such a degree that it becomes a hazard. AMC1 ADR.OPS.C.010(b)(4) Maintenance of pavements, other ground surfaces and drainage PERIODIC ASSESSMENTS OF RUNWAY SURFACE FRICTION CHARACTERISTICS The aerodrome operator when establishing a plan of periodic assessments of runway surface friction characteristics, should take into consideration the number of jet aircraft movements per runway end, the weight of the aircraft, the type and age of the surface of the runway as well as climate conditions. Page 105 of 119 AMC2 ADR.OPS.C.010(b)(4) Maintenance of pavements, other ground surfaces and drainage TREND MONITORING OF RUNWAY SURFACE FRICTION CHARACTERISTICS The aerodrome operator should monitor the trend of degradation of runway surface friction characteristics that is caused by: (a) rubber deposits; (b) surface polishing; and (c) poor drainage. AMC3 ADR.OPS.C.010(b)(4) Maintenance of pavements, other ground surfaces and drainage FUNCTIONAL FRICTION EVALUATIONS WITH CONTINUOUS FRICTION MEASURING DEVICES The aerodrome operator when conducting functional friction evaluations with continuous friction measuring device, should: (a) for friction evaluations on runways at 65 km/h, begin recording the data 150 m from the threshold end to allow for adequate acceleration distance and terminate approximately 150 m from the opposite end of the runway to allow for adequate distance to safely decelerate the vehicle; (b) for friction evaluations on runways at 95 km/h, begin recording the data 300 m from the threshold end and terminate approximately 300 m from the opposite end of the runway; and (c) conduct the surveys at a distance from the runway centre line that is representative of the wheel span of the aeroplanes operating on the runway. The aerodrome layout or other circumstances may dictate other distances in order to ensure the personal safety of the operator of the friction measuring device. AMC4 ADR.OPS.C.010(b)(4) Maintenance of pavements, other ground surfaces and drainage RUNWAY SURFACE FRICTION CHARACTERISTICS EVALUATION WITHOUT FRICTION MEASURING DEVICES The evaluation should be conducted for the full width and length of the pavement and should focus on: (a) slopes; (b) texture; and (c) drainage. The area symmetrical from the centre line representative of the wheel span of the aeroplanes operating on the runway should be inspected with special focus on: Page 106 of 119 (a) rubber deposits; (b) polishing of aggregates; and (c) amount of exposed texture. GM1 ADR.OPS.C.010(b)(4) Maintenance of pavements, other ground surfaces and drainage TREND MONITORING PROGRAMME (a) The objective of the trend monitoring programme is to ensure that the surface friction characteristics for the entire runway remain at or above the minimum standards, so as to avoid the runway becoming slippery wet. (b) Degradation is typically caused by rubber deposits, surface polishing or poor drainage. These can be mitigated as follows: (1) Accumulation trend of rubber can be managed through a rubber removal programme. (2) Polishing trend of the surface can be managed by monitoring loss of sharpness and retexturing/resurfacing programme. (3) Drainage trend can be managed by monitoring changes in geometry and blocking of drainage channels and reshaping programme. (c) In the construction of new runways or the resurfacing of existing runways, the construction of surfaces with adequate slopes and aggregate of angular fragments from crushed gravel or stone so as to provide a sharp texture will help to ensure surface friction characteristics providing good braking action in wet conditions. The surface friction characteristics of a new constructed or resurfaced runway surface establish the normal starting point for trend monitoring; however, trend monitoring can also start at any given time through the lifespan of a pavement. (d) The determination that a runway or portion thereof is slippery wet stems from various methods used by themselves or in combination. Additionally, substandard runways or portion thereof can be identified through repeated reports by aeroplane operators based upon flight crew experience or through analysis of aeroplane stopping performance. When such reports are received, it is an indication that the surface friction characteristics are likely to be severely degraded and immediate remedial action is necessary. GM2 ADR.OPS.C.010(b)(4) Maintenance of pavements, other ground surfaces and drainage FRICTION EVALUATIONS WITH CONTINUOUS FRICTION MEASURING DEVICES (a) The lateral location on the runway for performing friction measurements is based on the type and/or mix of aircraft operating on the runway: Page 107 of 119  (1) For runways serving only narrow-body aircraft, friction measurements should be conducted 3 m to 5 m from the runway centre line. (2) For runways serving narrow-body and wide-body aircraft, friction measurements should be conducted 3 m and 6 m from the runway centre line to determine the worst-case condition. If the worst-case condition is found to be consistently to one track, future measurements may be limited to this track. Care should be exercised, however, to account for any future and/or seasonal changes in aircraft mix. (b) The measurements are performed using a self-wetting continuous friction measuring device on a dry runway surface. (c) Interpretation of comparative self-wetting friction measurements (1) The texture of the tyre pavement contact patch area in direct contact with aircraft tyre penetrates into the rubber of the aircraft tyre and creates horizontal forces in the aircraft tyre and creates grip. Grip is a micro movement of the rubber over the texture indenting the rubber. This micro movement is called slippage. On a free-rolling aircraft tyre, there is no relative movement between the aircraft tyre and the pavement regardless of the rolling speed. The amount of exposed texture, and the quality thereof, both micro and macrotexture, defines the ability of the pavement surface to create wet grip performance of the aircraft tyre. (2) If the aircraft wheel is braked and the horizontal forces applied on the aircraft tyre are higher than those produced by the grip, the aircraft tyre starts to skid. (3) The friction coefficient that can be calculated is a dynamic friction coefficient. The dynamic friction coefficient is lower than the static friction coefficient (maximum tyre grip that can be achieved). Related to stopping performance of the aircraft, the operation has become friction-limited when a tyre starts skidding. (4) The basic assumption for the using a self-wetting continuous friction measuring device with a forced skid is to mirror a braked skidding aircraft tyre on a wet pavement surface. This is an oversimplification since the aircraft tyres are controlled by an anti-skid system and the friction measuring devices operate at a fixed slip. (5) It should be noted that friction measuring device values are not used to determine and report surface conditions. Joint industry and multi-national government tests have not established a reliable correlation between runway friction values and the relationship to aeroplane braking performance. However, the measured values can be used in a comparative way to support other survey information collected. (6) The measured friction coefficient is a dynamic friction coefficient where the surfaces are forced to be in relative motion regardless of the measuring speed. The degree of relative motion is friction measuring device-specific. (7) A complete survey should, as a minimum, be performed at speeds of 65 km/h and 95 km/h. (8) The measured value is an indication of the overall texture, contaminant and drainage capability of the pavement surface in the tyre pavement contact patch area of a skidding tyre. No single capability can be extracted but certain qualities can be deduced from Page 108 of 119  comparative measurements using the same friction measurement device on the same surface. (9) The measured values are to be compared with measured values from previous surveys in order to monitor the trend of the texture, contaminant and drainage characteristics of the runway pavement. (i) Texture (A) At low speed, the microtexture of the aggregates in the tyre pavement contact patch area penetrates the residual water film between the pavement and the rubber. These are qualities associated with 65 km/h. Lower comparative values at low speed indicate reduced exposed microtexture and are indicative of microtexture cover up (rubber) and polishing of aggregates. (B) At higher speed, the microtexture may not penetrate the residual water film. As speed increases, the residual water film may become thicker and reduce the amount of microtexture that penetrates the water film. If no microtexture penetrates the water film, there is no effect of the microtexture on the performance of the aircraft tyre. The tyre then goes into an aquaplaning mode with no stopping and directional control capability. These are qualities associated with 95 km/h, and lower comparative values are indicative of the combined rubber build-up and reduced drainage capability. (C) Macrotexture creates escape channels for bulk water and reduces the susceptibility of the pavement surface to build up water films under the aircraft tyre. Lower comparative values at high speed indicate reduced macrotexture. (ii) Contaminant (A) The most common contaminant to consider is the build-up of rubber. Build– up of rubber reduces the amount of exposed microtexture and the fill-up of the macrotexture, and thereby reduces the drainage capability of the pavement in the tyre pavement contact patch area. Affected areas can readily be identified by the eye. (B) If the aerodrome operator suspects that the runway has a microtexture problem, this can be identified by the touch; pavement surface does feel ‘sandpapery’. This applies to both rubber build-up, where the aggregates get covered, and the polishing of aggregates. (C) For interpretation of comparative measurements on rubber built-up areas, see (i) Texture above. (10) Drainage (i) The aircraft tyres contribution to drainage is the drainage through the longitudinal grooves. The pavements contribution is the drainage through their macrotexture. This drainage can be in all directions, and in the case of porous friction course Page 109 of 119  drainage downwards, through the porous friction course layer itself. If the pavement is transverse grooved, the drainage in the transverse direction of travel is enhanced. Lower comparative values at high speed indicate reduced drainage capability under the aircraft tyre and reduced macrotexture. (ii) It should be noted that the effects of drainage defects, such as ponding and rutting, will not be detected by comparative measurements by self-wetting continuous friction measuring devices. As the self-wetting continuous friction measurements are performed on a dry runway, there will be no ponding, nor any water stream in any rutting if the runway has such defects. AMC1 ADR.OPS.C.015 is deleted. AMC1 ADR.OPS.C.015(a);(f) Maintenance of visual aids and electrical systems ELECTRICAL SYSTEMS (a) Schedules of routine maintenance of the individual elements of the aerodrome’s electrical systems should be based on manufacturers' instructions, adjusted to the aerodrome operator's experience regarding the frequency of malfunctions. (b) The maintenance programme should, as a minimum, include the following: (1) power cables and distributors in field; (2) transformers and regulators; (3) transformer stations for electric power supply; (4) relay and switch cabinets; (5) control cables, monitoring units and control desk; (6) secondary power supply; and (7) fixed ground power supply for aircraft, and should contain the frequency of the scheduled maintenance activities and the elements that should be checked during each inspection. (c) Checklists to be used during the scheduled maintenance activities should be developed by the aerodrome operator. (d) The relevant procedures should cover the maintenance activities for each area, including the way such activities should be implemented. Page 110 of 119 GM1 ADR.OPS.C.015(a);(f) Maintenance of visual aids and electrical systems ELECTRICAL SYSTEMS The serviceability and reliability of air navigation equipment and installations are prerequisites for the safe operation of aircraft in the aerodrome area, but also for the regularity and efficiency of the air transportation system. The required serviceability of installations and equipment can only be achieved as long as constant power supply is ensured. To this end, regular maintenance work is required for aerodrome equipment and installations distributing primary power and equipment supplying the secondary power when there is such a need. Special attention should be given to cases where there is interconnection between the electrical systems of the various components of the aerodrome (e.g. terminal building with lighting systems etc.). Further guidance on the issue may be found in Chapter 3 of ICAO Doc 9137 Part 9 (Airport Maintenance Practices). GM2 ADR.OPS.C.015(a);(f) Maintenance of visual aids and electrical systems ELECTRICAL SYSTEMS Electrical systems, and parts thereof, may also be subject to certain requirements (e.g. national) which address elements or aspects that do not fall within the scope of the requirements contained in Regulation (EU) No 139/2014. Such requirements should not be neglected when determining the maintenance programme. GM1 ADR.OPS.C.015(b) Maintenance of visual aids and electrical systems LIGHTING SYSTEMS The allowable percentages of serviceable lights are shown in Table 1 below. Light type CAT II/III approach CAT I approach RVR<550 m take-off RVR>550 m take-off Approach inner 450 m 95 % 85 % - - Approach outer 450 m 85 % 85 % - - Runway threshold 95 % 85 % - - Runway centre line 95 % 85 % 95 % 85 % Runway edge 95 % 85 % 95 % 85 % Page 111 of 119 Runway end 75 % 85 % 75 % 85 % Touchdown zone 90 % (85 %)a - - Note (a): If touchdown zone lights are available. Note (b}: The table covers only the lighting systems for which the requirement provides for a percentage. Table 1 — Allowable percentages of serviceable lights GM2 ADR.OPS.C.015(b) Maintenance of visual aids and electrical systems LED LIGHTS — MAINTENANCE PROGRAMME — ICING AND SNOWING CONDITIONS (a) The energy savings of light emitting diodes (LEDs) are due in large part to the fact that they do not produce the infrared heat signature of incandescent lamps. Thus, operators of aerodromes with presence of ice or snow, who have come to expect their melting by this heat signature, should evaluate whether or not a modified maintenance schedule is required during such conditions, or evaluate the possible operational value of installing LED fixtures with heating elements. Manufacturers can provide a heater, sometimes referred to as an ‘arctic kit’, for their LED light units. Whether a heater is needed is dependent upon the site location and the weather conditions to which it is exposed. In some instances, the low operating temperature is an advantage in that drifting snow does not melt and attach itself to the fixture lens. It is likely that LED PAPI will require some form of lens heater regardless of site location to ensure that condensation/icing does not occur. (b) While LEDs could last for many thousands of hours under certain conditions, the life of the LED itself, and more importantly, that of the complete luminaire including the electronics, still depends on the system integration and the actual conditions in which the luminaire is used. Application conditions that could have an impact on the expected life of the luminaire include, primarily, the temperature of operation, on-off cycling patterns and humidity. Because LEDs do not have filaments that break or deteriorate, when operated under normal conditions, they tend to last for a long time. However, their light output decreases and the colour of their light shifts over time, with the rate of depreciation increasing at higher operating temperatures. The implication for practice is that at some point in time the loss of light output or the colour shift may render the LED source outside the specifications for a given application or purpose; while the LEDs may technically still be operating, they would no longer be considered useful. Therefore, the long life of the LED in comparison to that of an incandescent lamp should not be taken as reason for ‘install and forget’. A system of preventive maintenance should remain in place as the LED light does eventually fail. In addition, there are other factors that can reduce performance, such as contamination on the lens of in-pavement fixtures. Page 112 of 119 GM3 ADR.OPS.C.015(b) Maintenance of visual aids and electrical systems LIGHTING SYSTEMS Serviceability levels are intended to define the maintenance performance level objectives. With respect to barrettes, crossbars and runway edge lights, lights are considered adjacent if located consecutively and: (a) laterally: in the same barrette or crossbar; or (b) longitudinally: in the same row of edge lights or barrettes. In barrettes and crossbars, guidance is not lost by having two adjacent unserviceable lights. Further guidance on the development of preventive maintenance programme of lights is given in Chapter 2 of ICAO Doc 9137, Airport Services Manual, Part 9, Airport Maintenance Practices. GM1 ADR.OPS.C.015(b);(c) Maintenance of visual aids and electrical systems UNSERVICEABLE LIGHTS CS ADR-DSN.U.940 ‘Aeronautical ground light characteristics’ contains the figures for determining the unserviceability of individual lights. The aerodrome operator should however consider defining, as part of its maintenance programme, two levels of intensity for individual lights, i.e. a maintenance level and the unserviceability level. The higher level should be set to give aerodrome maintenance personnel advance warning that a light unit is beginning to produce an output significantly below the required value. This level should always be above 50 per cent of the specified intensity, which is the level at which the light is classed as being outside specification tolerance and therefore to have failed from an operational perspective. Once the light output reaches the maintenance level, corrective action can be scheduled. This should prevent lights from losing performance to the level where immediate maintenance action must be taken. AMC1 ADR.OPS.C.015(b);(f) Maintenance of visual aids and electrical systems LIGHTING SYSTEMS GROUND CHECKS (a) As part of the maintenance programme, the lighting system maintenance activities should include ground checks. During the daily checks, the lighting systems should be checked at least for light failures, breakage or gross misalignment and correct operation of the intensity control system. The maintenance programme should identify the frequency of other checks that need to be performed throughout the year, as well as their content. Moreover, irrespective of the runway Page 113 of 119  type, the aerodrome operator should ensure the serviceability of the lights by conducting photometric measurements, at appropriate intervals, as part of the maintenance programme. (b) Ground checks of Visual Approach Slope Indicator Systems (VASIS) should determine their alignment and serviceability. VASIS alignment should be checked at defined intervals, taking into account environmental conditions (e.g. rain, drought, etc.) that may affect the stability of the system, using an appropriate intensity setting. Additional checks should be conducted following an aircraft occurrence. Errors in excess of one minute of arc should be corrected. The maintenance programme should also cover the Obstacle Protection Surface of the VASIS to ensure that it is clear of all obstacles. VASIS serviceability should be checked on each runway inspection. With regard to Precision Approach Path Indicator (PAPI) and Abbreviated Precision Approach Path Indicator (APAPI) serviceability, a unit should be considered to be unserviceable if more than one light is unserviceable and the unit consists of three or more lights; or at least one light is unserviceable and the unit consists of less than three lights. In addition, whenever a red filter does not produce the correct colour light beam, is missing, or is damaged, all the lights associated with that filter should be extinguished until the red filter is rectified. (c) For a precision approach runway category II or III: (1) The system of preventive maintenance employed should include at least the following checks: (i) visual inspection and in-field measurement of the intensity, beam spread and orientation of lights included in the approach and runway lighting systems; (ii) control and measurement of the electrical characteristics of each circuitry included in the approach and runway lighting systems; and (iii) control of the correct functioning of light intensity settings used by air traffic control. (2) In-field measurement of intensity, beam spread and orientation of lights included in approach and runway lighting systems should be undertaken by measuring all lights, as far as practicable, to ensure conformance with the appropriate figure in CS ADR- DSN.U.940. (3) Measurement of intensity, beam spread and orientation of lights included in approach and runway lighting systems should be undertaken using an appropriate measuring unit of sufficient accuracy to analyse the characteristics of the individual lights. (4) The frequency of measurement should be based on traffic density, the local pollution level, the reliability of the installed lighting equipment and the continuous assessment of the results of the in-field measurements but, in any event, should not be less than twice a year for in-pavement lights and not less than once a year for other lights. FLIGHT CHECKS (d) As part of the maintenance programme of the lighting systems, flight check of the approach, runway and taxiway lighting systems, VASIS, aerodrome beacon, and the light intensity control system should be carried out at regular intervals, at least on a yearly basis, to ensure that the Page 114 of 119  pattern is correct and that lights are operating properly. Special flight checks should be arranged in case of major maintenance of, or changes to, such systems, as well as before the commissioning of new systems, both at day and night. GM1 ADR.OPS.C.015(b);(f) Maintenance of visual aids and electrical systems LIGHTING SYSTEMS GROUND CHECKS — GENERAL The ground checks of the lighting system includes a set of different actions that would need to be undertaken at different intervals. These checks include but are not limited to the following: (a) broken lights or parts of the unit; (b) condition of filters; (c) corrosion; (d) cleanness; (e) tightening of fasteners of units; (f) alignment of lights; (g) presence of moisture/water; (h) electrical connections of lights; and (i) condition of structure and the foundation of each unit. GROUND CHECKS — VASIS VASIS are used in order to provide correct visual glide slope indication to the flight crews in all variable weather conditions, by day and by night. It is therefore imperative that the maintenance programme ensures the correct alignment of the system, as well as its serviceability at all times. In order to achieve this, a suitable maintenance programme, including the correct frequency of ground checks, should be developed and implemented. During daily checks, the general condition of each unit should be checked to determine the following: (a) all lights are lighted and illuminated evenly; (b) there is no evidence of apparent damages; (c) the change from red to white is coincident for all elements in a unit; and (d) the lenses are not contaminated. Regarding the alignment of VASIS, the individual unit setting angles should be checked by means of angular measurement, in accordance with the manufacturer’s instructions. A visual comparison between all the units in the system set at the same angle may be used to identify a unit in which there is a misalignment between the optical system and the datum plate. The cause of any misalignment of this nature should be ascertained and corrected before any adjustment is made to the setting angles. Page 115 of 119 Where the ground where the VASIS are installed is less stable, or intense weather phenomena such as frost, heavy rain or drought take place, or variations in weather occur, the aerodrome operator should adjust the ground checks of the VASIS, as such phenomena may lead to misalignment of the VASIS. In this way, gross alignment errors may be prevented. FLIGHT CHECKS Flight checks for precision approach runways should be more frequent and detailed than other runway types. Lights should be checked for failures and alignment, while the VASIS should also be checked for correct approach slope, and compatibility with the non-visual aids, if available. Moreover, the balance of light intensity, at all intensity settings, should be checked. During daylight flight checks, an assessment of the markings should also take place. Flight checks may be arranged to be conducted with the planned calibration flights of the no-visual aids. The opportunity should also be taken to identify any confusing or misleading lights in the aerodrome surroundings. Further guidance on how to conduct a flight check and the items that need to be checked during the flight check may be found in ICAO Doc 9137 Part 8 Chapter 5, and Doc 9157 Part 4 Chapter 8. AMC1 ADR.OPS.C.015(d) Maintenance of visual aids and electrical systems REMOVAL OF MARKINGS Whenever, for maintenance or other purposes (e.g. relocation of markings, redesign of pavements), a marking on the movement area is not needed any longer, the marking should be physically removed. In no case should a non-needed marking be painted over. The removal of the marking may be accomplished by using various techniques, but irrespectively of the technique used, it should not cause damage to the pavement or parts of the lighting systems. In order to eliminate the visual appearance of the removed marking(s) on the pavement, the physical removal of any old marking(s) should include a predetermined larger size and shape of the area occupied by the marking(s), that encompasses the old marking(s), and by grouping adjacent markings together into a larger rectangular removal area. GM1 ADR.OPS.C.015(d) Maintenance of visual aids and electrical systems REMOVAL OF MARKINGS A marking may need to be removed for various reasons (marking patterns are changed, physical areas or operating procedures are modified, or the thickness of the layers of paint becomes excessive, etc.) It has been found that covering markings that need to be removed, with a darker colour (e.g. black or dark grey) in order to make them resemble the colour of the adjacent pavement (e.g. runway, apron, Page 116 of 119 taxiway) is likely to mislead the flight crews, as well as drivers operating in this area because of the reflection of the sun or other sources of light upon the new surface. Moreover, the surface layer of paint will wear away or erode and the lower layers will become visible and this may cause confusion. Methods used for removing unnecessary markings include but are not limited to water blasting, sand blasting, chemical removal, burning, etc. If the sand blasting method is used, arrangements should be in place to remove the sand deposited on the pavement as the work progresses, in order to prevent accumulation. Grinding is not recommended because of the damage to the pavement surface and probable reduction of the friction characteristics. When chemicals are used for marking removal, a large and continuous source of water is usually needed to reduce potential damage to pavement surfaces and to dilute the chemicals washed into drains or channels. Prior to the use of chemicals, consideration should be given to the applicable environmental protection requirements. If burning is used to remove a marking, care should be exercised not to damage the pavement surface, as a result of the extended periods of exposure to the heat source. Examples of predetermined areas that should cover the area of the old marking(s), as well as adjacent markings, appear in Figure 1. Page 117 of 119  Figure 1 AMC1 ADR.OPS.C.015(d);(f) Maintenance of visual aids and electrical systems MARKINGS AND SIGNS (a) Markings A system of preventive maintenance of visual aids should be employed to ensure marking system reliability, both day and night. All markings should be inspected thoroughly at least semi- annually, depending on local weather conditions, and corrective action should be taken in case of need, such as peeling, discolourment, fading, or accumulation of deposits. (b) Signs Page 118 of 119  Maintenance should ensure integrity and perfect legibility of the information provided by the signs. Checks for each sign should be both scheduled (daily, annual) and unscheduled, and should take into account the instructions of the manufacturer. GM1 ADR.OPS.C.015(d);(f) Maintenance of visual aids and electrical systems MARKINGS AND SIGNS (a) An assessment of the condition of the signs and markings performed during the night when compared with an assessment performed during the daylight, allows determining the reflectivity of the marking. Therefore, the maintenance programme should take due account of this. (b) Daily checks of signs should focus on the functioning of the lamps, the legibility of inscriptions, damage to the sign panels, fading of the colours, and the removal of possible obstructions. During night inspections, the proper illumination of the signs should be also checked. (c) Annual checks of signs should include: (1) the mounting of both the sign and its lighting; and (2) the sign’s structure. (d) Unscheduled checks should take place after weather phenomena that may affect the functioning of a sign, such as snowfalls to remove snow accumulation, storms that may have damaged the signs, etc. Page 119 of 119 ANNEX I Draft Annex I to draft Commission Implementing Regulation (EU) …./…amending Implementing Regulation (EU) No 923/2012 laying down the common rules of the air and operational provisions regarding services and procedures in air navigation Section 12 (Services related to meteorology – Aircraft observations and reports by voice communications) in Commission Implementing Regulation (EU) No 923/2012 is amended as follows: 1. Point SERA.12005 is amended as follows: (a) in point (a), point (9) is added: (9) the runway braking action encountered is not as good as reported. 1  ANNEX II Draft Annex II to draft Commission Implementing Regulation (EU) …/… amending Implementing Regulation (EU) 2017/373 laying down common requirements for providers of air traffic management/air navigation services and other air traffic management network functions and their oversight Annexes IV, V and VI are amended as follows: 1. In Section 5 of Subpart A of Annex IV, the following point ATS.OR.530 is added: ‘ATS.OR.530 Forwarding of braking action information The air traffic services provider, when receiving special air-reports by voice communications concerning braking action encountered that is not as good as that reported, shall forward them without delay to the appropriate aerodrome operator.’ 2. In Annex V, Appendix 1 is replaced by the following: Appendix 1 Template for METAR Key: M = inclusion mandatory; C = inclusion conditional, dependent on meteorological conditions or method of observation; O = inclusion optional. Note 1: The ranges and resolutions for the numerical elements included in METAR are provided in a separate table following this template. Note 2: The explanations for the abbreviations can be found in ICAO Document 8400 ‘Procedures for Air Navigation Services — Abbreviations and Codes (PANS-ABC)’. Element Detailed content Template(s) Examples Identification Type of report (M) METAR, METAR COR METAR of the type of METAR COR report (M) Location ICAO location nnnn YUDO indicator (M) indicator (M) Time of the Day and actual nnnnnnZ 221630Z observation time of the (M) observation in UTC (M) Identification Automated or AUTO or NIL AUTO of an missing report NIL automated or identifier (C) missing report (C) 2 END OF METAR IF THE REPORT IS MISSING. Surface wind Wind direction (M) nnn VRB 24004MPS (M) VRB01MPS Wind speed (M) [P]nn[n] (24008KT) (VRB02KT) 19006MPS (19012KT) 00000MPS (00000KT) 140P49MPS (140P99KT) Significant speed G[P]nn[n] 12003G09MPS variations (C) (12006G18KT) Units of MPS (or KT) 24008G14MPS measurement (M) (24016G28KT) Significant nnnVnnn — 02005MPS 350V070 directional (02010KT 350V070) variations (C) Visibility (M) Prevailing or nnnn C 0350 minimum A CAVOK visibility (M) V 7000 O 9999 K 0800 Minimum visibility nnnn[N] or nnnn[NE] or 2000 1200NW and nnnn[E] or nnnn[SE] or 6000 2800E direction of the nnnn[S] or nnnn[SW] or 6000 2800 minimum nnnn[W] or nnnn[NW] visibility (C) Runway visual Name of the R R32/0400 range (C)¹ element (M) R12R/1700 Runway (M) nn[L]/or nn[C]/or nn[R]/ R16L/0650 R16C/0500 R16R/0450 R17L/0450 Runway visual [P or M]nnnn R14L/P2000 range (M) R10/M0050 Runway visual U, D or N R12/1100U range past R26/0550N tendency (C) R20/0800D R12/0700 Present Intensity or – or + — VC weather proximity of (C) present weather (C) 3  Characteristics and DZ or FG or FG or RA type of present RA or BR or PO or HZ weather (M) SN or SA or FC or VCFG SG or DU or DS or +TSRA PL or DS HZ or SS or FG or FU or TS or VCSH SS or VA or SH or +DZ FZDZ or SQ or BLSN VA FZRA or PO or or VCTS FZUP or TS or BLSA –SN FC² or BCFG or MIFG SHGR or or BLDU VCBLSA SHGS or BLDU or VA SHRA or or +TSRASN SHSN or BLSA –SNRA SHUP or or TSGR or BLSN DZ FG TSGS or or +SHSN BLSN TSRA or DRDU UP TSSN or or FZUP TSUP or DRSA TSUP FZUP UP or DRSN // or FZFG or MIFG or PRFG or // Cloud (M) Cloud amount and FEWnnn VVnnn NSC FEW015 height of cloud or or or NCD VV005 base or SCTnnn VV/// OVC030 vertical visibility or VV/// (M) BKNnnn NSC or OVCnnn SCT010 OVC020 or FEW/// BKN/// or ///015 SCT/// or BKN/// or OVC/// or ///nnn or ////// Cloud type (C) CB or — BKN009TCU TCU or NCD /// SCT008 BKN025CB BKN025/// 4 Air and dew- Air and dew-point [M]nn/[M]nn 17/10 point temperature (M) 02/M08 temperature M01/M10 (M) Pressure values Name of the Q Q0995 (M) element (M) Q1009 QNH (M) nnnn Q1022 Q0987 Supplementary Recent weather (C) REFZDZ or REFZRA or REDZ or REFZRA information RE[SH]RA or RERASN or RE[SH]SN RETSRA (C) or RESG or RESHGR or RESHGS or REBLSN or RESS or REDS or RETSRA or RETSSN or RETSGR or RETSGS or RETS or REFC or REVA or REPL or REUP or REFZUP or RETSUP or RESHUP Wind shear (C) WS Rnn[L] or WS Rnn[C] or WS WS R03 Rnn[R] or WS ALL RWY WS ALL RWY WS R18C Sea–surface W[M]nn/Sn or W[M]nn/Hn[n][n] W15/S2 temperature and W12/H75 state of the sea or significant wave height (C) Trend forecast Change indicator NOSIG BECMG or TEMPO NOSIG (O) (M) BECMG FEW020 Period of change FMnnnn and/or (C) TLnnnn TEMPO or 25018G25MPS ATnnnn (TEMPO 25036G50KT) Wind (C) nnn[P]nn[n][G[P]nn[n]]MPS (or nnn[P]nn[G[P]nn]KT) BECMG FM1030 Prevailing nnnn C TL1130 CAVOK visibility (C) A 5  V O BECMG TL1700 K 0800 FG BECMG AT1800 9000 NSW BECMG FM1900 0500 +SNRA BECMG FM1100 SN TEMPO FM1130 BLSN TEMPO FM0330 TL0430 FZRA Weather – or + — N TEMPO TL1200 phenomenon: S 0600 BECMG intensity (C) W AT1200 8000 NSW NSC 6  Weather DZ or FG or BECMG AT1130 phenomenon: RA or BR or OVC010 characteristics and SN or SA or type (C) SG or DU or TEMPO TL1530 PL or HZ or +SHRA BKN012CB DS or FU or SS or VA or FZDZ or SQ or FZRA PO or or FC or SHGR TS or or BCFG SHGS or or BLDU SHRA or or BLSA SHSN or or BLSN TSGR or or TSGS DRDU or or TSRA DRSA or TSSN or DRSN or FZFG or MIFG or PRFG Cloud amount and FEWnnn VVnnn N height of cloud or or S base or vertical SCTnnn VV/// C visibility (C) or BKNnnn or OVCnnn Cloud type (C) CB or — TCU (1) To be included if visibility or runway visual range is < 1 500 m; for up to a maximum of four runways. (2) ‘Heavy’ used to indicate ‘tornado’ or ‘waterspout’; ‘moderate’ (no qualifier) to indicate ‘funnel cloud not reaching the ground’. 7 Ranges and resolutions for the numerical elements included in METAR Elements Range Resolution Runway: (no units) 01–36 1 Wind direction: °true 000–360 10 Wind speed: MPS 00–99 1 KT 00–199* 1 Visibility: M 0000–0750 50 M 0800–4 900 100 M 5 000–9 000 1 000 0 (fixed M 10 000– value: 9 999) Runway visual M 0000–0375 25 range: M 0400–0750 50 M 0800–2 000 100 Vertical visibility: 30’s M (100’s FT) 000–020 1 Clouds: height of cloud base: 30’s M (100’s FT) 000–099 1 100-200 10 Air temperature; Dew-point temperature: °C –80 – +60 1 QNH: hPa 0850–1 100 1 Sea–surface temperature: °C –10 – +40 1 State of the sea: (no units) 0–9 1 Significant wave height: M 0–999 0,1 * There is no aeronautical requirement to report surface wind speeds of 100 kt (50 m/s) or more; however, provision has been made for reporting wind speeds up to 199 kt (99 m/s) for non-aeronautical purposes, as necessary. 2. In Annex VI, in point AIS.TR.330 point (a), point (a)(29) is added: ‘(29) a runway is not available due to runway marking works; or the time lag required for making the runway available, when the equipment used for such works can be removed, when necessary.’ 3. In Annex VI, in point AIS TR.330, point (b)(2) is deleted. 4. In Annex VI, Appendix 3a is replaced by the following: 8  Appendix 3a SNOWTAM FORMAT (PRIORITY (ADDRESSES) <≡ (COM INDICATOR) heading) (DATE AND TIME (ORIGINATOR’S (OF FILING) <≡ ( INDICATOR) (SWAA* SERIAL NUMBER) (LOCATION INDICATOR) DATE-TIME OF ASSESSMENT (OPTIONAL GROUP) (Abbreviated heading) S W * * <≡( SNOWTAM (Serial number) <≡ Aeroplane performance calculation section (AERODROME LOCATION INDICATOR) M A) <≡ (DATE/TIME OF ASSESSMENT (Time of completion of assessment in UTC)) M B) (LOWER RUNWAY DESIGNATION NUMBER) M C) (RUNWAY CONDITION CODE (RWYCC) ON EACH RUNWAY THIRD) / / M D) (From Runway Condition Assessment Matrix (RCAM) 0, 1, 2, 3, 4, 5 or 6) (PER CENT COVERAGE OF CONTAMINANT FOR EACH RUNWAY THIRD) C E) / / DEPTH (mm) OF LOOSE CONTAMINANT FOR EACH RUNWAY THIRD) C F) / / (CONDITION DESCRIPTION OVER TOTAL RUNWAY LENGTH M G) / / (Observed on each runway third, starting from threshold having the lower runway designation number) COMPACTED SNOW DRY DRY SNOW DRY SNOW ON TOP OF COMPACTED SNOW DRY SNOW ON TOP OF ICE FROST ICE SLIPPERY WET SLUSH SPECIALLY PREPARED WINTER RUNWAY STANDING WATER WATER ON TOP OF COMPACTED SNOW WET WET ICE WET SNOW WET SNOW ON TOP OF COMPACTED SNOW WET SNOW ON TOP OF ICE (WIDTH OF RUNWAY TO WHICH THE RUNWAY CONDITIONS CODES APPLY, IF LESS O H) <≡≡ THAN PUBLISHED WIDTH) Situational awareness section (REDUCED RUNWAY LENGTH, IF LESS THAN PUBLISHED LENGTH (m)) O I) (DRIFTING SNOW ON THE RUNWAY) O J) (LOOSE SAND ON THE RUNWAY) O K) (CHEMICAL TREATMENT ON RUNWAY) O L) (SNOWBANKS ON THE RUNWAY O M) (If present, distance from runway centreline (m) followed by ‘L’, ‘R’ or ‘LR’ as applicable)) (SNOWBANKS ON A TAXIWAY O N) (SNOWBANKS ADJACENT TO THE RUNWAY) O O) (TAXIWAY CONDITIONS) O P) (APRON CONDITIONS) O R) (MEASURED FRICTION COEFFICIENT) O S) (PLAIN-LANGUAGE REMARKS) O T) ) <<≡ NOTES: 9  1. *Enter ICAO nationality letters as given in ICAO Doc 7910, Part 2 or otherwise applicable aerodrome identifier. 2. Information on other runways, repeat from B to H. 3. Information in the situational awareness section repeated for each runway, taxiway and apron. Repeat as applicable, when reported. 4. Words in brackets ( ) not to be transmitted. 5. For letters A) to T), refer to the Instructions for the completion of the SNOWTAM format, paragraph 1, item b). SIGNATURE OF ORIGINATOR (not for transmission) INSTRUCTIONS FOR THE COMPLETION OF THE SNOWTAM FORMAT 1. General a) When reporting on more than one runway, repeat Items B to H (aeroplane performance calculation section). b) The letters used to indicate items are only used for reference purpose and shall not be included in the messages. The letters, M (mandatory), C (conditional) and O (optional) mark the usage and information and shall be included as explained below. c) Metric units shall be used and the unit of measurement shall not be reported. d) The maximum validity of SNOWTAM is 8 hours. New SNOWTAM shall be issued whenever a new runway condition report is received. e) A SNOWTAM cancels the previous SNOWTAM. f) The abbreviated heading ‘TTAAiiii CCCC MMYYGGgg (BBB)’ is included to facilitate the automatic processing of SNOWTAM messages in computer databanks. The explanation of these symbols is: TT = data designator for SNOWTAM = SW; AA = geographical designator for Member States, e.g. LF = FRANCE, EG = United Kingdom; iiii = SNOWTAM serial number in a four-digit group; CCCC = four-letter location indicator of the aerodrome to which the SNOWTAM refers; MMYYGGgg = date/time of observation/measurement, whereby: MM = month, e.g. January = 01, December = 12; YY = day of the month; GGgg = time in hours (GG) and minutes (gg) UTC; (BBB) = optional group for: Correction, in the case of an error, to a SNOWTAM message previously disseminated with the same serial number = COR. Brackets in (BBB) shall be used to indicate that this group is optional. When reporting on more than one runway and individual dates/times of observation/assessment are indicated by repeated Item B, the latest date/time of observation/assessment shall be inserted in the abbreviated heading (MMYYGGgg). g) The text ‘SNOWTAM’ in the SNOWTAM Format and the SNOWTAM serial number in a four-digit group shall be separated by a space, e.g. SNOWTAM 0124. h) For readability purposes for the SNOWTAM message, a linefeed shall be included after the SNOWTAM serial number, after Item A, and after the aeroplane performance calculation section. i) When reporting on more than one runway, repeat the information in the aeroplane performance calculation section from the date and time of assessment for each runway before the information in the situational awareness section. j) Mandatory information is: 10  1) AERODROME LOCATION INDICATOR; 2) DATE AND TIME OF ASSESSMENT; 3) LOWER RUNWAY DESIGNATOR NUMBER; 4) RUNWAY CONDITION CODE FOR EACH RUNWAY THIRD; and 5) CONDITION DESCRIPTION FOR EACH RUNWAY THIRD (when runway condition code (RWYCC) is reported 1–5) 2. Aeroplane performance calculation section Item A — Aerodrome location indicator (four-letter location indicator). Item B — Date and time of assessment (eight-figure date/time group giving time of observation as month, day, hour and minute in UTC). Item C — Lower runway designator number (nn[L] or nn[C] or nn[R]). Only one runway designator shall be inserted for each runway and always the lower number. Item D — Runway condition code for each runway third. Only one digit (0, 1, 2, 3, 4, 5 or 6) is inserted for each runway third, separated by an oblique stroke (n/n/n). Item E — Per cent coverage for each runway third. When provided, insert 25, 50, 75 or 100 for each runway third, separated by an oblique stroke ([n]nn/[n]nn/[n]nn). This information shall be provided only when the runway condition for each runway third (Item D) has been reported as other than 6 and there is a condition description for each runway third (Item G) that has been reported other than ‘DRY’. When the conditions are not reported, this shall be signified by the insertion of ‘NR’ for the appropriate runway third(s). Item F — Depth of loose contaminant for each runway third. When provided, insert in millimetres for each runway third, separated by an oblique stroke (nn/nn/nn or nnn/nnn/nnn). This information shall only be provided for the following contamination types: — standing water, values to be reported 04, then assessed value. Significant changes 3 mm; — slush, values to be reported 03, then assessed value. Significant changes 3 mm; — wet snow, values to be reported 03, then assessed value. Significant changes 5 mm; and — dry snow, values to be reported 03, then assessed value. Significant changes 20 mm. When the conditions are not reported, this shall be signified by the insertion of ‘NR’ for the appropriate runway third(s). Item G — Condition description for each runway third. Any of the following condition descriptions for each runway third, separated by an oblique stroke, shall be inserted. COMPACTED SNOW DRY SNOW DRY SNOW ON TOP OF COMPACTED SNOW DRY SNOW ON TOP OF ICE FROST ICE 11  SLIPPERY WET SLUSH SPECIALLY PREPARED WINTER RUNWAY STANDING WATER WATER ON TOP OF COMPACTED SNOW WET WET ICE WET SNOW WET SNOW ON TOP OF COMPACTED SNOW WET SNOW ON TOP OF ICE DRY (only reported when there is no contaminant) When the conditions are not reported, this shall be signified by the insertion of ‘NR’ for the appropriate runway third(s). Item H — Width of runway to which the runway condition codes apply. The width in metres if less than the published runway width shall be inserted. 3. Situational awareness section Elements in the situational awareness section shall end with a full stop. Elements in the situational awareness section for which no information exists, or where the conditional circumstances for publication are not fulfilled, shall be left out completely. Item I — Reduced runway length. The applicable runway designator and available length in meters shall be inserted (e.g. RWY nn [L] or nn [C] or nn [R] REDUCED TO [n]nnn). This information is conditional when a NOTAM has been published with a new set of declared distances. Item J — Drifting snow on the runway. When reported, the lower runway designator should be inserted with a space ‘DRIFTING SNOW’ (RWY nn or RWY nn[L] or nn[C] or nn[R]. Item K — Loose sand on the runway. When loose sand is reported on the runway, the lower runway designator shall be inserted with a space ‘LOOSE SAND’ (RWY nn or RWY nn[L] or nn[C] or nn[R] LOOSE SAND). Item L — Chemical treatment on the runway. When application of chemical treatment has been reported, the lower runway designator shall be inserted with a space ‘CHEMICALLY TREATED’ (RWY nn or RWY nn[L] or nn[C] or nn[R] CHEMICALLY TREATED). Item M — Snowbanks on the runway. When snowbanks are reported present on the runway, the lower runway designator shall be inserted with a space ‘SNOWBANK’ and with a space left ‘L’ or right ‘R’ or both sides ‘LR’, followed by the distance in metres from centre line separated by a space ‘FM CL’ (RWY nn or RWY nn[L] or nn[C] or nn[R] SNOWBANK Lnn or Rnn or LRnn FM CL). Item N — Snowbanks on a taxiway. When snowbanks are present on taxiway(s), the taxiway(s) designator(s) shall be inserted with a space ‘SNOWBANKS’ (TWY [nn]n or TWYS [nn]n/[nn]n/[nn]/n… or ALL TWYS SNOWBANKS). Item O — Snowbanks adjacent to the runway. When snowbanks are reported present, penetrating the height profile in the aerodrome snow plan, the lower runway designator and ‘ADJ SNOWBANKS’ shall be inserted (RWY nn or RWY nn[L] or nn[C] or nn[R] ADJ SNOWBANKS). Item P — Taxiway conditions. When taxiway conditions are reported slippery or poor, the taxiway designator followed by a space ‘POOR’ shall be inserted (TWY [n or nn] POOR or TWYS [n or nn]/[n or nn]/[n or nn] POOR… or ALL TWYS POOR). 12 Item R — Apron conditions. When apron conditions are reported slippery or poor, the apron designator followed by a space ‘POOR’ shall be inserted (APRON [nnnn] POOR or APRONS [nnnn]/[nnnn]/[nnnn] POOR or ALL APRONS POOR). Item S — NR (not reported) Item T — Plain-language remarks. EXAMPLE OF COMPLETED SNOWTAM FORMAT Example SNOWTAM 1 GG EADBZQZX EADNZQZX EADSZQZX 170100 EADDYNYX SWEA0149 EADD 02170055 (SNOWTAM 0149 EADD 02170055 09L 5/5/5 100/100/100 NR/NR/NR WET/WET/WET SNOW ) Example SNOWTAM 2 GG EADBZQZX EADNZQZX EADSZQZX 170140 EADDYNYX SWEA0150 EADD 02170135 (SNOWTAM 0150 EADD 02170055 09L 5/5/5 100/100/100 NR/NR/NR WET/WET/WET SNOW 02170135 09R 5/2/2 100/50/75 NR/06/06 WET/SLUSH/SLUSH ) Example SNOWTAM 3 GG EADBZQZX EADNZQZX EADSZQZX 170229 EADDYNYX SWEA0151 EADD 02170225 (SNOWTAM 0151 EADD 02170055 09L 5/5/5 100/100/100 NR/NR/NR WET/WET/WET SNOW 02170135 09R 5/2/2 100/50/75 NR/06/06 WET/SLUSH/SLUSH 02170225 09C 2/3/3 75/100/100 06/12/12 SLUSH/WET SNOW/WET SNOW RWY 09L SNOWBANK R20 FM CL. RWY 09R ADJ SNOWBANKS. TWY B POOR. APRON NORTH POOR) Example SNOWTAM 4 GG EADBZQZX EADNZQZX EADSZQZX 170350 EADDYNYX SWEA0152 EADD 02170345 (SNOWTAM 0152 EADD 02170345 09L 5/5/5 100/100/100 NR/NR/NR WET/WET/SLUSH 02170134 09R 5/2/2 100/50/75 NR/06/06 WET/SLUSH/SLUSH 02170225 09C 2/3/3 75/100/100 06/12/12 SLUSH/WET SNOW/WET SNOW 13 DRIFTING SNOW. RWY 09L LOOSE SAND. RWY 09R CHEMICALLY TREATED. RWY 09C CHEMICALLY TREATED.) 14 Draft Annex to draft Commission Delegated Regulation (EU) …./…amending Regulation (EU) No 139/2014 as regards requirements and administrative procedures related to aerodromes pursuant to Regulation (EC) No 216/2008 of the European Parliament and of the Council (1). Annex I (Definitions for terms used in Annexes II to IV) to Commission Regulation (EU) No 139/2014 is amended as follows: 1. The following points (6a), (6b) and (6c) are inserted: (6a) ‘Aeronautical Information Circular (AIC)’ means a notice containing information that does not qualify for the origination of a NOTAM or for inclusion in the AIP, but which relates to flight safety, air navigation, technical, administrative or legislative matters; (6b) ‘aeronautical information product’ means aeronautical data and aeronautical information provided either as digital data sets or as a standardised presentation in paper or electronic media. Aeronautical information products include: — AIP, including amendments and supplements; — AIC; — aeronautical charts; — NOTAM; and — digital data sets; (6c) ‘Aeronautical Information Publication (AIP)’ means a publication issued by or with the authority of a Member State and containing aeronautical information of a lasting character essential to air navigation; 2. The following point (15a) is inserted: (15a) ‘contaminated runway’ means a runway of which a significant portion of the runway surface area (whether in isolated areas or not) within the length and width being used is covered by one or more of the substances listed under the runway surface condition descriptors; 3. The following point (17a) is inserted: (17a) ‘data set’ means an identifiable collection of data; 4. The following point (18a) is inserted: (18a) ‘dry runway’ means a runway whose surface is free of visible moisture and not contaminated within the area intended to be used. 5. The following point (19a) is inserted: 1  (19a) ’foreign object debris (FOD)’ means an inanimate object within the movement area which has no operational or aeronautical function and which has the potential to be a hazard to aircraft operation; 6. The following points (24a) and (24b) are inserted: (24a) ‘lighting system reliability’ means the probability that the complete installation operates within the specified tolerances and the system is operationally usable; (24b) ‘Location Indicators’ means the latest effective edition of the ‘Location Indicators’ (Doc 7910), approved and published by the International Civil Aviation Organization; 7. The following points (34a) and (34b) are inserted: (34a) ‘notice to airmen (NOTAM)’ means a notice distributed by means of telecommunication containing information concerning the establishment, condition or change in any aeronautical facility, service, procedure or hazard, the timely knowledge of which is essential to personnel concerned with flight operations; (34b) ‘NOTAM code’ means the NOTAM code contained in the latest effective edition of the ‘Procedures for Air Navigation Services - ICAO Abbreviations and Codes’ (PANS ABC - Doc 8400), approved and published by the International Civil Aviation Organization; 8. The following points (38a), (38b), (38c), (38d), (38e), (38f), (38g) and (38h) are inserted: (38a) ‘runway condition assessment matrix (RCAM)’ means a matrix that allows the assessment of the runway condition code (RWYCC), using associated procedures, from a set of observed runway surface conditions and pilot report of braking action; (38b) ‘runway condition code (RWYCC)’ means a number, to be used in the runway condition report (RCR), that describes the effect of the runway surface condition(s) on aeroplane deceleration performance and lateral control; (38c) ‘runway condition report (RCR)’ means a comprehensive standardised report relating to runway surface condition and its effect on the aeroplane landing and take-off performance; (38d) ‘runway-end safety area (RESA)’ means an area symmetrical about the runway centre line and adjacent to the end of the strip primarily intended to reduce the risk of damage to an aeroplane undershooting or overrunning the runway; (38e) ‘runway-holding position’ means a designated position intended to protect a runway, an obstacle limitation surface, or an ILS/MLS critical/sensitive area at which taxiing aircraft and vehicles shall stop and hold, unless otherwise authorised by the aerodrome control tower; (38f) ‘runway strip’ means a defined area including the runway and stopway, if provided, intended to: (a) reduce the risk of damage to aircraft running off a runway; and 2  (b) protect aircraft flying over it during take-off or landing operations; (38g) ‘runway surface condition(s)’ means a description of the condition(s) of the runway surface used in the RCR which establishes the basis for the determination of the RWYCC for aeroplane performance purposes; (38h) ‘runway surface condition descriptors’ means one of the following elements on the surface of the runway: (a) compacted snow: snow that has been compacted into a solid mass such that aeroplane tyres, at operating pressures and loadings, will run on the surface without significant further compaction or rutting of the surface; (b) dry snow: snow from which a snowball cannot readily be made; (c) frost: ice crystals formed from airborne moisture on a surface whose temperature is at or below freezing; frost differs from ice in that frost crystals grow independently and therefore, have a more granular texture; (d) ice: water that has frozen or compacted snow that has transitioned into ice in cold and dry conditions; (e) slush: snow that is so water-saturated that water will drain from it when a handful is picked up or will splatter if stepped on forcefully; (f) standing water: water of depth greater than 3 mm; (g) wet ice: ice with water on top of it or ice that is melting; (h) wet snow: snow that contains enough water to be able to make a well- compacted, solid snowball, but water will not squeeze out; 9. The following points (41a), (41b) and (41c) are inserted: (41a) ‘slippery wet runway’ means a wet runway whose surface friction characteristics for a significant portion of it have been determined to be degraded; (41b) ‘SNOWTAM’ means a special series NOTAM notifying the presence or removal of hazardous conditions due to snow, ice, slush or standing water associated with snow, slush and ice on the movement area, by means of a specific format1; (41c) ‘specially prepared winter runway’ means a runway with a dry frozen surface of compacted snow and/or ice which has been treated with sand or grit or has been mechanically treated to improve runway friction; 10 Point (47) is replaced by the following: (47) terms of the certificate’ means the following: — ICAO location indicator, — conditions to operate (VFR/IFR, day/night), — aeroplane operations on specially prepared winter runway(s), 1 Applicable until 4 November 2020. 3  — runway — declared distances, — runway type(s) and approaches provided, — aerodrome reference code, — scope of aircraft operations with higher aerodrome reference code letter, — provision of apron management services (yes/no), — rescue and firefighting level of protection; 11. The following point (49) is added: (49) ‘wet runway’ means a runway whose surface is covered by any visible dampness or water up to and including 3 mm deep within the area intended to be used. (2). Annex II (Part-ADR.AR) to Commission Regulation (EU) No 139/2014 is amended as follows: The following point ADR.AR.C.030 is inserted: ‘ADR.AR.C.030 Language proficiency requirements The competent authority shall approve the assessment method for the demonstration of language proficiency and establish requirements for language assessment organisations according to ADR.OPS.B.025.’ (3). Annex III (Part-ADR.OR) to Commission Regulation (EU) No 139/2014 is amended as follows: 1. Point ADR.OR.D.017 is replaced by the following: ‘ADR.OR.D.017 Training and proficiency check programmes (a) The aerodrome operator shall establish and implement a training programme for: (1) personnel involved in the operation, maintenance and management of the aerodrome; and (2) other personnel, including personnel of other organisations that operate or provide services at the aerodrome, allowed unescorted access to the movement area and other operational areas of the aerodrome; to ensure their continued competence, and that they aware of the rules and procedures relevant to operation of the aerodrome and the relationship of their functions and tasks to the aerodrome operation as a whole. (b) The training programme referred to in (a) shall: 4  (1) include, initial, recurrent, refresher and continuation training; (2) be appropriate to the functions and tasks of the aerodrome operator’s personnel concerned; and (3) for the personnel referred to in (a)(2), include the applicable operational procedures and requirements of the aerodrome, as well as driving. (c) The aerodrome operator shall ensure that personnel referred to in point (a) have successfully completed the necessary initial training prior to being allowed: (1) to perform their duties unattended; (2) unescorted access to the movement area and other operational areas of the aerodrome. The initial training shall include theoretical and practical training of adequate duration and competence assessments of the personnel following the provision of the training. (d) Unless otherwise specified in this Part and Part-ADR.OPS, the aerodrome operator shall ensure that personnel referred to in point (c), successfully: (1) complete recurrent training, at intervals not exceeding 24 months since the completion of their initial training. If the recurrent training is undertaken within the last 3 calendar months of the interval, the new interval period shall be counted from the expiry date of the original interval; (2) complete refresher training, prior to being assigned duties or allowed unescorted access to the movement area or other operational area of the aerodrome, when they are absent from their duties for a period not less than 3 and not more than 12 consecutive months. In case of absence beyond 12 consecutive months, such personnel shall undergo initial training in accordance with (c); and (3) complete continuation training due to changes to their operating environment or assigned tasks, as necessary, in order to continue to perform their duties unattended and being allowed unescorted access to the movement area and other operational areas of the aerodrome. (e) The aerodrome operator shall establish and implement a proficiency check programme to ensure that personnel referred to in point (a) have demonstrated their capabilities in the performance of their tasks, to ensure: (1) their continued competence; and 5  (2) awareness of the rules and procedures relevant to their functions and tasks. Unless otherwise specified in this Part and Part-ADR.OPS, the aerodrome operator shall ensure that persons referred to in point (a) undergo proficiency checks at intervals not exceeding 24 months since the completion of their initial training. (f) The aerodrome operator shall ensure that: (1) adequately qualified and experienced instructors for the provision of training and assessors for the assessments and the proficiency checks are used; and (2) suitable facilities, means and equipment are used for the provision of the training and, where necessary, for the conduct of the proficiency checks. (g) The aerodrome operator shall establish and implement procedures for the implementation of the training and proficiency check programmes and shall: (1) maintain appropriate qualification, training and proficiency check records to demonstrate compliance with this requirement; (2) upon request, make such records available to its personnel concerned; and (3) if a person is employed by another employer, upon request, make such records of that person available to that new employer. 2. In point ADR.OR.D.035, point (d), the following points (7) and (8) are added: (7) driving authorisations and, if appropriate, language proficiency certificates, for at least four years after the end of a person’s employment, or the revocation or cancelation of a driving authorisation, or until this area of activity has been audited by the Competent Authority; (8) vehicle authorisations and aerodrome operator’s vehicle maintenance records, for at least four years after a vehicle is removed from operations, or until this area has been audited by the Competent Authority. (4) Annex IV (Part-ADR.OPS) to Commission Regulation (EU) No 139/2014 is amended as follows: 1. The following point ADR.OPS.A.057 is added: ‘ADR.OPS.A.057 Origination of NOTAM (a) The aerodrome operator shall: (1) establish and implement procedures to originate a NOTAM to be issued by the relevant aeronautical information services provider: 6  (i) containing information on the establishment, condition, or change of any aeronautical facility, service, procedure or hazard, the timely knowledge of which is essential to personnel involved with flight operations; (ii) whenever the information to be distributed is of a temporary nature and of short duration or when operationally significant permanent changes or temporary changes of long duration are made at short notice, except for extensive text and/or graphics; (2) designate aerodrome personnel, who have successfully completed relevant training and demonstrated their competence, to originate NOTAM and provide relevant information to the aeronautical information service providers with which it has arrangements; and (3) ensure that all other aerodrome personnel whose duties involve the use of NOTAM have successfully completed relevant training and demonstrated their competence to do so. (b) The aerodrome operator shall ensure that: (1) NOTAM is originated with sufficient lead time for the affected parties to take any required action, except in the case of unserviceability, release of radioactive material, toxic chemicals and other events that cannot be foreseen; (2) a NOTAM notifying unserviceability of aids to air navigation, facilities or communication services provides an estimate of the unserviceability period or of the time at which restoration of service is expected; (3) within three months from the issuance of a permanent NOTAM, the information contained in the NOTAM is included in the aeronautical information products affected; (4) within three months from the issuance of a temporary NOTAM of long duration, the information contained in the NOTAM is included in an AIP supplement; and (5) when a NOTAM with an estimated end of validity unexpectedly exceeds the three-month period, a replacement NOTAM is originated unless the condition is expected to last for a further period of more than three months; in that case, the aerodrome operator shall ensure that the information is published in an AIP supplement. (c) The aerodrome operator shall originate a NOTAM when it is necessary to provide the following information: (1) establishment of, closure of, or significant changes in the operation of aerodromes or heliports or runways; 7 (2) establishment of, withdrawal of, or significant changes in the operation of the aerodrome services; (3) establishment of, withdrawal of, or significant changes in the operational capability of radio navigation and air-ground communication services for which the aerodrome operator is responsible; in all other cases, the aerodrome operator shall coordinate with the responsible organisation to ensure the timely origination of a NOTAM; (4) unavailability of backup and secondary systems, having a direct operational impact; (5) establishment of, withdrawal of, or significant changes to visual aids; (6) interruption of, or return to operation of, major components of aerodrome lighting systems; (7) establishment of, withdrawal of, or significant changes to procedures for air navigation services for which the aerodrome operator is responsible; in all other cases, the aerodrome operator shall coordinate with the responsible organisation to ensure the timely origination of a NOTAM; (8) occurrence or correction of major defects or impediments in the manoeuvring area; (9) changes to, and limitations on, the availability of fuel, oil and oxygen; (10) establishment of, withdrawal of, or return to, operation of hazard beacons marking obstacles to air navigation; (11) planned laser emissions, laser displays and search lights in the aerodrome surroundings, if pilots’ night vision is likely to be impaired; (12) erecting or removal of, or changes to, obstacles to air navigation in the take- off/climb, missed approach, approach areas as well as on the runway strip; (13) changes in aerodrome/heliport rescue and firefighting category; (14) presence of, removal of, or significant changes in, hazardous conditions due to snow, slush, ice, radioactive material, toxic chemicals, volcanic ash deposition or water on the movement area; (15) a runway or portion thereof is slippery wet; (16) a runway is not available due to runway marking works; or the time lag required for making the runway available, when the equipment used for such works can be removed, when necessary; and 8  (17) presence of hazards that affect air navigation, including presence of wildlife, obstacles, displays and major events. (d) The aerodrome operator shall ensure that: (1) except as provided for in point (d)(4), each NOTAM it originates contains the applicable information in the order shown in the NOTAM Format of Appendix 1 to this Annex; (2) NOTAM text is composed of the significations/uniform abbreviated phraseology assigned to the NOTAM Code, complemented by ICAO abbreviations, indicators, identifiers, designators, call signs, frequencies, figures and plain language; (3) a NOTAM is originated in the English language or the national language, as agreed with the relevant aeronautical information services provider; (4) Information concerning snow, slush, ice, frost, standing water or water associated with snow, slush, ice or frost on the movement area is disseminated by means of SNOWTAM and contains the information in the order shown in the SNOWTAM Format of Appendix 2 to this Annex; (5) when an error has occurred in a NOTAM, a NOTAM is originated to replace or cancel the erroneous NOTAM; (6) when a NOTAM is originated to cancel or replace a previous NOTAM: (i) the series and number/year of the previous NOTAM are indicated; and (ii) the location indicator and subject of both NOTAM are the same; (7) a NOTAM is originated to cancel or replace only one NOTAM; (8) each originated NOTAM deals with only one subject and one condition of the subject; (9) each originated NOTAM is as brief as possible and compiled so that its meaning is clear without the need to refer to another document; (10) an originated NOTAM containing permanent or temporary information of long duration includes appropriate references to the AIP or AIP supplement; and (11) the ICAO location indicator included in the text of an originated NOTAM for the aerodrome is the one contained in the Location Indicators. A curtailed form of such indicators shall not be used. (e) The aerodrome operator shall, following the publication of a NOTAM that it has originated, review its content to ensure its accuracy, and ensure the dissemination 9  of the information to all relevant aerodrome personnel and organisations at the aerodrome. (f) The aerodrome operator shall maintain records: (1) of the NOTAM it originated and those that were issued; and (2) regarding the implementation of points (a)(2) and (3). 2. The following point ADR.OPS.A.060 is added: ADR.OPS.A.060 Reporting of surface contaminants The aerodrome operator shall report to the aeronautical information services and air traffic services units on matters of operational significance affecting aircraft and aerodrome operations on the movement area, particularly in respect of the presence of the following: (a) water; (b) snow; (c) slush; (d) ice; (e) frost; (f) anti-icing or de-icing liquid chemicals or other contaminants; and (g) snowbanks or drifts. 3. The following point ADR.OPS.A.065 is added: ADR.OPS.A.065 Reporting of the runway surface condition (a) The aerodrome operator shall report the runway surface condition over each third of the runway using a runway condition report (RCR). The report shall include a runway condition code (RWYCC) using numbers 0 to 6, the contaminant coverage and depth, and a description using the following terms: (1) COMPACTED SNOW; (2) DRY; (3) DRY SNOW; (4) DRY SNOW ON TOP OF COMPACTED SNOW; (5) DRY SNOW ON TOP OF ICE; 10  (6) FROST; (7) ICE; (8) SLIPPERY WET; (9) SLUSH; (10) SPECIALLY PREPARED WINTER RUNWAY; (11) STANDING WATER; (12) WATER ON TOP OF COMPACTED SNOW; (13) WET; (14) WET ICE; (15) WET SNOW; (16) WET SNOW ON TOP OF COMPACTED SNOW; (17) WET SNOW ON TOP OF ICE; (18) CHEMICALLY TREATED; (19) LOOSE SAND; (b) Reporting shall commence when a significant change in runway surface condition occurs due to water, snow, slush, ice or frost. (c) Reporting of the runway surface condition shall continue to reflect significant changes until the runway is no longer contaminated. When this situation occurs, the aerodrome operator shall issue an RCR that states that the runway is wet or dry as appropriate. (d) Friction measurements shall not be reported. (e) When a paved runway or portion thereof is slippery wet, the aerodrome operator shall make such information available to the relevant aerodrome users. This shall be done by issuing a NOTAM and shall describe the location of the affected portion. 4. The following appendices 1 and 2 to Part-ADR.OPS.A are inserted: 11  ‘Appendix 1 NOTAM FORMAT Priority indicator Address ≪≡ Date and time of filing Originator’s indicator ≪≡( Message series, number and identifier NOTAM containing new information .............................................. NOTAMN (series and number/year) NOTAMN NOTAM replacing a previous NOTAM .............................................. NOTAMR ............................................................................................ (series and number/year) NOTAMR (series and number/year of NOTAM to be replaced) NOTAM cancelling a previous NOTAM .............................................. NOTAMC ............................................................................................ ≪≡ (series and number/year) NOTAMC (series and number/year of NOTAM to be cancelled) Qualifiers Lower Upper FIR NOTAM Code Traffic Purpose Scope Coordinates, Radius limit limit Q) Q ≪≡ Identification of ICAO location indicator in which the facility, airspace or condition reported on is located A) Period of validity From (date-time group) B) EST* To (PERM or date-time group) C) ≪≡ PERM* Time schedule (if applicable) D) ≪≡ Text of NOTAM; Plain-language entry (using ICAO abbreviations) E) ≪≡ Lower limit F) Upper limit G) ) ≪≡ Signature *Delete as appropriate 12  Appendix 2 SNOWTAM FORMAT (Priority (Addresses) <≡ (COM indicator heading) (Date and time of filing) (Originator’s indicator) <≡ (SWAA* SERIAL NUMBER) (LOCATION INDICATOR) DATE-TIME OF ASSESSMENT (OPTIONAL GROUP) (Abbreviated heading) S W * * <≡( SNOWTAM (Serial number) <≡ Aeroplane performance calculation section (AERODROME LOCATION INDICATOR) M A) <≡ (DATE/TIME OF ASSESSMENT (Time of completion of assessment in UTC)) M B) (LOWER RUNWAY DESIGNATION NUMBER) M C) (RUNWAY CONDITION CODE (RWYCC) ON EACH RUNWAY THIRD) / / M D) (From Runway Condition Assessment Matrix (RCAM) 0, 1, 2, 3, 4, 5 or 6) (PER CENT COVERAGE CONTAMINANT FOR EACH RUNWAY THIRD) C E) / / DEPTH (mm) OF LOOSE CONTAMINANT FOR EACH RUNWAY THIRD) C F) / / (CONDITION DESCRIPTION OVER TOTAL RUNWAY LENGTH M G) / / (Observed on each runway third, starting from threshold having the lower runway designation number) COMPACTED SNOW DRY DRY SNOW DRY SNOW ON TOP OF COMPACTED SNOW DRY SNOW ON TOP OF ICE FROST ICE SLIPPERY WET SLUSH SPECIALLY PREPARED WINTER RUNWAY STANDING WATER WATER ON TOP OF COMPACTED SNOW WET WET ICE WET SNOW WET SNOW ON TOP OF COMPACTED SNOW WET SNOW ON TOP OF ICE (WIDTH OF RUNWAY TO WHICH THE RUNWAY CONDITIONS CODES APPLY, IF LESS O H) <≡≡ THAN THE PUBLISHED WIDTH) Situational awareness section (REDUCED RUNWAY LENGTH, IF LESS THAN THE PUBLISHED LENGTH (m)) O I) (DRIFTING SNOW ON THE RUNWAY) O J) (LOOSE SAND ON THE RUNWAY) O K) (CHEMICAL TREATMENT ON RUNWAY) O L) (SNOWBANKS ON THE RUNWAY) O M) (If present, distance from runway centreline (m) followed by ‘L’, ‘R’ or ‘LR’ as applicable)) (SNOWBANKS ON A TAXIWAY) O N) (SNOWBANKS ADJACENT TO THE RUNWAY) O O) (TAXIWAY CONDITIONS) O P) (APRON CONDITIONS) O R) (MEASURED FRICTION COEFFICIENT) O S) (PLAIN-LANGUAGE REMARKS) O T) ) <<≡ NOTES: 13  1. *Enter ICAO nationality letters as given in ICAO Doc 7910, Part 2 or otherwise applicable aerodrome identifier. 2. Information on other runways, repeat from B to H. 3. Information in the situational awareness section repeated for each runway, taxiway and apron. Repeat as applicable, when reported. 4. Words in brackets ( ) not to be transmitted. 5. For letters A) to T), refer to the Instructions for the completion of the SNOWTAM format, paragraph 1, item b). SIGNATURE OF ORIGINATOR (not for transmission) 5. The following point ADR.OPS.B.003 is inserted: ‘ADR.OPS.B.003 Handover of activities — provision of operational information (a) The aerodrome operator shall establish and implement procedures for the handover of operational activities between personnel involved in the operation and maintenance of the aerodrome to ensure that such incoming personnel are provided with operational information related to their tasks. (b) The aerodrome operator shall establish and implement procedures to provide organisations operating or providing services at the aerodrome, with aerodrome- related operational information that may affect the execution of the tasks of the personnel of such organisations.’ 6. In point ADR.OPS.B.010, points (c), (d), (e) and (f) are replaced by the following: (c) The training programme shall be conducted in accordance with ADR.OR.D.017, except that: (1) recurrent training shall include theoretical and continuous practical training; and (2) proficiency checks shall be conducted at intervals not exceeding 12 months since the completion of the initial training. (d) The training of rescue and firefighting personnel shall be designed to impart fundamental knowledge and practical skills related to the execution of their duties. (e) Temporary reduction of the level of protection of the aerodrome’s rescue and firefighting service, due to unforeseen circumstances, shall not require prior approval by the Competent Authority. 7. The following point ADR.OPS.B.016 is inserted: ‘ADR.OPS.B.016 Foreign object debris control programme (a) The aerodrome operator shall establish and implement a foreign object debris (FOD) control programme and shall require organisations operating or providing services at the aerodrome to participate in this programme. (b) As part of the FOD control programme, the aerodrome operator shall: (1) ensure personnel awareness and participation, and that such personnel have successfully completed relevant training and demonstrated their competence; 14  (2) establish and implement measures to prevent generation of FOD; (3) establish and implement procedures to: (i) detect FOD, including the monitoring and inspection of the movement area or adjacent areas in accordance with an inspection schedule and whenever such an inspection is required due to activities, weather phenomena, or occurrences that may have led to the generation of FOD; (ii) promptly remove, contain, and dispose of FOD, and provide all relevant means necessary; and (iii) notify, as soon as possible, aircraft operators in the case of identified aircraft parts; and (4) collect and analyse data and information to identify FOD sources and trends, and implement corrective and/or preventive measures to improve the effectiveness of the programme. 8. The following point ADR.OPS.B.024 is inserted: ‘ADR.OPS.B.024 Authorisation of vehicle drivers (a) Except as provided for in (d), the driving of a vehicle on any part of the movement area or other operational areas of an aerodrome shall require an authorisation issued to the driver by the operator of that aerodrome. The driving authorisation shall be issued to a person who: (1) is allocated tasks that involve driving in such areas; (2) holds a valid driving licence, and any other licence required for the operation of specialised vehicles; (3) has successfully completed a relevant driving training programme and demonstrated his or her competence in accordance with (b); (4) has demonstrated language proficiency in accordance with ADR.OPS.B.025, if that person intends to drive a vehicle on the manoeuvring area; and (5) has received training by its employer on the use of the vehicle(s) intended to operate at the aerodrome. (b) The aerodrome operator shall establish and implement a driving training programme for drivers that operate on the apron or other operational areas, except the manoeuvring area, and for drivers that operate on the manoeuvring area. The training programme shall: 15  (1) be appropriate to the characteristics and operation of the aerodrome, the driver’s functions and tasks to be performed, and the areas of the aerodrome that drivers may be authorised to operate; (2) include: (i) theoretical and practical training of adequate duration, at least in the following areas: (A) regulatory framework and personal responsibilities; (B) vehicle standards, aerodrome operational requirements and procedures; (C) communications; (D) radiotelephony, for drivers that operate in the manoeuvring area; (E) human performance; and (F) familiarisation with the operating environment; and (ii) competence assessment of the drivers. (c) A driving authorisation issued in accordance with (a) shall specify the parts of the movement area or other operational areas on which the driver is allowed to drive and shall remain valid as long as: (1) the requirements of (a)(1) and (a)(2) are met; (2) the holder of the driving authorisation: (i) undergoes and successfully completes training and proficiency checks in accordance with ADR.OR.D.017 (d) and (e); and (ii) if applicable, continues to demonstrate the required language proficiency in accordance with ADR.OPS.B.025. (d) Notwithstanding (a), the aerodrome operator may permit a person to temporarily drive a vehicle on the movement area or other operational areas if: (1) that person holds a valid driving licence, and any other licence required for the operation of specialised vehicles; and (2) that vehicle is escorted by vehicle(s) driven by driver(s) authorised in accordance with (a). (e) The aerodrome operator shall: (1) establish a system and implement procedures for: 16  (i) issuing driving authorisations and temporarily permitting the driving of vehicles; (ii) ensuring that drivers to whom a driving authorisation has been issued, continue to comply with (c)(1) and (c)(2); and (iii) monitoring the compliance of drivers with any driving requirements applicable at the aerodrome and for taking appropriate action, including the suspension and revocation of driving authorisations or permissions to temporarily drive a vehicle; and (2) maintain relevant records. 9. Point ADR.OPS.B.25 is replaced by the following: ‘ADR.OPS.B.025 Language proficiency (a) A person required by ADR.OPS.B.024 to demonstrate language proficiency, shall demonstrate proficiency in: (1) the English language; and (2) any other language(s) used at the aerodrome for radio communication purposes with the air traffic services unit of the aerodrome; at least at an operational level both in the use of phraseologies and in plain language, in accordance with (b). (b) The applicant shall demonstrate the ability to: (1) communicate effectively in voice-only and in face-to-face situations; (2) communicate on common and work-related topics with accuracy and clarity; (3) use appropriate communicative strategies to exchange messages and to recognise and resolve misunderstandings in a general or work-related context; (4) handle successfully the linguistic challenges presented by a complication or unexpected turn of events which occurs within the context of a routine work situation or communicative task with which they are otherwise familiar; and (5) use a dialect or accent which is intelligible to the aeronautical community. (c) Language proficiency shall be demonstrated by a certificate issued by the organisation that conducted the assessment, attesting the language(s), the level(s) of proficiency, and the date of the assessment. (d) Except for persons who have demonstrated language proficiency at an expert level, the language proficiency shall re-assessed every: 17  (1) four years from the date of the assessment, if the level demonstrated is operational level; or (2) six years from the date of the assessment, if the level demonstrated is extended level. (e) The demonstration of language proficiency shall be done through a method of assessment approved by the competent authority, which shall contain: (1) the process by which an assessment is done; (2) the qualifications of the assessors conducting assessments of language proficiency; and (3) the appeal procedure. Language assessment organisations shall comply with the requirements established by the competent authority according to ADR.AR.C.030. (f) The aerodrome operator shall make available language training to maintain the required level of language proficiency of its personnel. 10. The following point ADR.OPS.B.026 is inserted: ‘ADR.OPS.B.026 Authorisation of vehicles (a) Except as provided for in (e)(2), the operation of a vehicle on the movement area or other operational areas shall require an authorisation issued by the aerodrome operator. The authorisation may be issued if the vehicle is used in activities related to the operation of the aerodrome and: (1) is serviceable and fit for the intended operation; (2) complies with the marking and lighting requirements of ADR.OPS.B.080; (3) is equipped with a radio allowing two-way communication on the appropriate air traffic services frequency and any other frequency necessary, if it is intended to be operated on: (i) the manoeuvring area; or (ii) other operational areas where communication with the air traffic services unit or other operational units of the aerodrome is necessary; and (4) is fitted with a transponder or other equipment that supports surveillance, if it is intended to be operated: (i) on the manoeuvring area; and 18  (ii) the aerodrome is equipped with a surface movement guidance and control system whose operation requires the use of a transponder or other equipment supporting surveillance fitted on the vehicles. (b) The aerodrome operator shall limit the number of vehicles authorised to operate on the movement area and other operational areas to the minimum number required for the safe and efficient operation of the aerodrome. (c) An authorisation issued in accordance with (a) shall: (1) specify the parts of movement area or other operational areas where the vehicle may be operated; and (2) remain valid as long as the requirements of (a) are met. (d) The aerodrome operator shall assign a call sign to a vehicle authorised in accordance with (a) to operate at the aerodrome, if that vehicle is required to be radio-equipped. The call sign assigned to a vehicle shall: (1) not cause confusion regarding its identity; (2) be appropriate to its function; and (3) for vehicles that operate in the manoeuvring area, be coordinated with the air traffic services unit, and disseminated to the relevant organisations at the aerodrome. (e) Notwithstanding (a), the aerodrome operator may permit: (1) a vehicle authorised in accordance with (a), which is not equipped with a radio required by (a)(3) and, if necessary, a transponder or other equipment supporting surveillance required by (a)(4), to be occasionally operated in the areas prescribed in (a)(3) and (a)(4), provided that: (i) that vehicle is escorted, at all times, by an other vehicle (or other vehicles) meeting the requirement of (a)(3) and, if necessary, (a)(4); (ii) the escorting vehicle(s) complies with the marking and lighting requirements of ADR.OPS.B.080; and (iii) low-visibility procedures are not in effect, if the escorted vehicle is to be operated in the manoeuvring area; (2) the temporary entry of a vehicle to the aerodrome and its operation on the movement area or other operational areas, subject to the following: (i) a visual inspection of that vehicle determines that its condition does not endanger safety; 19  (ii) that vehicle is escorted, at all times, by an other vehicle (or other vehicles) which: (A) meet the requirement of (a)(3) and, if necessary, (a)(4), when operating in the areas prescribed in (a)(3) and (a)(4; (B) comply with the marking and lighting requirements of ADR.OPS.B.080; and (iii) low-visibility procedures are not in effect, if the vehicle is to be operated in the manoeuvring area,. (f) The aerodrome operator shall: (1) establish and implement procedures for: (i) issuing vehicle authorisations and temporary permitting the entry to the aerodrome and operation of vehicles; (ii) assigning call signs to vehicles; and (iii) monitoring the compliance of vehicles with these provisions and for taking appropriate action, including the suspension and revocation of vehicle authorisations or permissions to temporarily operate a vehicle; and (2) maintain relevant records.’ 11. The following point ADR.OPS.B.027 is inserted: ‘ADR.OPS.B.027 Operation of vehicles (a) The driver of a vehicle on the manoeuvring area shall operate the vehicle: (1) only as authorised by the air traffic services unit, and in accordance with the instructions issued by that unit; (2) in compliance with all mandatory instructions conveyed by markings and signs unless otherwise authorised by the air traffic services unit; and (3) in compliance with all mandatory instructions conveyed by lights. (b) The driver of a vehicle on the manoeuvring area shall operate the vehicle in accordance with the following: (1) emergency vehicles that proceed to the assistance of an aircraft in distress shall be afforded priority over all other surface movement traffic; and 20  (2) subject to the provisions of (b)(1): (i) vehicles and vehicles towing aircraft shall give way to aircraft which are landing, taking off, or taxiing; (ii) vehicles shall give way to other vehicles towing aircraft; (iii) vehicles shall give way to other vehicles in accordance with the air traffic services unit instructions; (iv) notwithstanding the provisions of (b)(2)(i);(ii) and (iii), vehicles and vehicles towing aircraft shall comply with the instructions issued by the air traffic services unit. (c) The driver of a radio-equipped vehicle, intending to operate or operating on the manoeuvring area, shall: (1) establish satisfactory two-way radio communication with the air traffic services unit on the appropriate air traffic services frequency before entering the manoeuvring area, and maintain a continuous listening watch on the assigned frequency; (2) before entering the manoeuvring area, obtain authorisation from the air traffic services unit and shall operate only as authorised by the air traffic services unit. Notwithstanding such an authorisation, entry to a runway or runway strip or change in the operation authorised, shall be subject to a further specific authorisation by the air traffic services unit; (3) read back to the air traffic services personnel safety-related parts of the instructions which are transmitted by voice. Instructions to enter, hold short of, cross and operate on any runway, taxiway or runway strip shall always be read back; and (4) read back to the air traffic services personnel or acknowledge instructions other than in (c)(3) in a manner to clearly indicate that they have been understood and shall be complied with. (d) The driver of a vehicle that is operating in the manoeuvring area, when in doubt as to the position of the vehicle with respect to the manoeuvring area, shall: (1) notify the air traffic services unit of the circumstances, including the last known position; (2) simultaneously, unless otherwise instructed by the air traffic services unit, vacate the runway, taxiway, or other part of the manoeuvring area, to a safe distance as expeditiously as possible; and then (3) stop the vehicle. 21 (e) The driver of a vehicle on the manoeuvring area: (1) when operating a vehicle on the strip of a runway shall not, during the use of that runway for landing or take-off, approach the runway closer than the distance at which the runway-holding position or any road-holding positions have been established for that runway; and (2) shall not during the use of a runway for landing or take-off, operate a vehicle on: (i) the part of the runway strip extending beyond the runway ends of that runway; (ii) the runway end safety areas of that runway; and (iii) a clearway, if available, at a distance that would endanger an aircraft on the air. (f) The driver of a radio-equipped vehicle on the apron shall: (1) if so required at the aerodrome, establish satisfactory two-way radio communication with the responsible unit designated by the aerodrome operator before entering the apron; and (2) maintain a continuous listening watch on the assigned frequency. (g) The driver of a vehicle on the apron shall operate the vehicle in accordance with the following: (1) only as authorised by the responsible unit designated by the aerodrome operator, and in accordance with the instructions issued by that unit; (2) in compliance with all mandatory instructions conveyed by markings and signs unless otherwise authorised by the responsible unit designated by the aerodrome operator; (3) in compliance with all mandatory instructions conveyed by lights; (4) vehicles shall give way to an emergency vehicle, an aircraft taxiing, about to taxi, or being pushed or towed; (5) vehicles shall give way to other vehicles in accordance with local regulations; and (6) emergency vehicles responding to an emergency shall be given priority over all other surface movement. (h) The driver of a vehicle on the movement area and other operational areas shall: 22  (1) operate the vehicle in accordance with the established speed limits and driving routes; (2) not be engaged in disturbing or distracting activities while driving; and (3) comply with the communication requirements and the operational procedures contained in the aerodrome manual. (i) The driver of a vehicle escorting another vehicle shall ensure that the driver of the escorted vehicle operates the vehicle in accordance with the instructions given. (j) The driver of a vehicle shall park the vehicle only in areas designated by the aerodrome operator. (k) The aerodrome operator shall establish and implement procedures to ensure that drivers that operate on the movement area and other operational areas comply with the above provisions.’ 12. The following point ADR.OPS.B.028 is inserted: ‘ADR.OPS.B.028 Aircraft towing The aerodrome operator shall: (a) establish aircraft manoeuvring procedures and designate routes to be used during aircraft towing operations on the movement area, to ensure safety; (b) ensure the provision of adequate and appropriate guidance during towing operations; (c) ensure that towed aircraft display lights during towing operations, in accordance with the provisions of SERA.3215 of Regulation (EU) No 923/2012; (d) establish and implement procedures to ensure adequate communication and coordination between the organisation executing the towing operation, the apron management services unit, and the air traffic services unit, as appropriate to the towing operation; and (e) establish and implement procedures to ensure safety of towing operations in adverse weather or meteorological conditions, including by limiting or not permitting such operations.’ 13. Point ADR.OPS.B.030 is replaced by the following: ‘ADR.OPS.B.030 Surface movement guidance and control system (a) The aerodrome operator shall ensure that a surface movement guidance and control system is provided at the aerodrome. (b) reserved 23  (c) reserved (d) reserved (e) reserved (f) As part of the surface movement guidance and control system, the aerodrome operator shall, in coordination with the air traffic services provider, assess the need to establish standard routes for taxiing aircraft on the aerodrome. Where standard routes are provided, the aerodrome operator shall: (1) ensure that they are adequate and suitable for the aerodrome traffic, design and intended operations, and properly identified; and (2) provide relevant information to the aeronautical information services provider for publication in the AIP. (g) Where the operation of the surface movement guidance and control system requires the use of a transponder by aircraft on the movement area, the aerodrome operator shall: (1) in coordination with the air traffic services provider, determine relevant transponder operating procedures to be complied with by aircraft operators; and (2) provide relevant information to the aeronautical information services provider for publication in the AIP.’ 14. The following point ADR.OPS.B.031 is inserted: ‘ADR.OPS.B.031 Communications (a) Communication between vehicles and the air traffic services unit shall be in accordance with the applicable requirements of Section 14 of the Annex to the Regulation (EU) No 923/2012. (b) The aerodrome operator shall, in coordination with the air traffic services provider, establish communication procedures, including: (1) the frequencies and the language(s) to be used for communication between the air traffic services unit and vehicles that intend to operate or are operating on the manoeuvring area; (2) communication between the air traffic services unit and pedestrians that intend to operate or are operating on the manoeuvring area; (3) dissemination of significant aerodrome-related information that may affect the safety of operations on the manoeuvring area, using radio communications; and 24  (4) signals and other communication means, to be used, in all visibility conditions, in the case of radio communication failure between the air traffic services unit and vehicles or pedestrians on the manoeuvring area.’ 15. The following point ADR.OPS.B.033 is inserted: ‘ADR.OPS.B.033 Control of pedestrians (a) The aerodrome operator shall establish and implement procedures to: (1) limit the access to the movement area and other operational areas only to persons whose duties require them to have access to such areas; (2) ensure that such persons are allowed unescorted access to such areas only if they have received relevant training and demonstrated their competence; and (3) control the movement of persons on the apron, and ensure that passengers embarking/disembarking an aircraft or need to walk to/from or across the apron: (i) are escorted by trained and competent personnel; (ii) do not interfere with stationary aircraft and ground servicing activities; and (ii) are protected from operating aircraft, including the effects of their engines, as well as vehicular or other activities. (b) The aerodrome operator shall establish and implement procedures to ensure: (1) the orderly and safe entry and operation in the manoeuvring area of personnel whose tasks involve access to this area without a vehicle; and (2) that such personnel: (i) are properly equipped, including with high-visibility clothing, orientation means, and means allowing two-way communication with the air traffic services unit and the respective unit of the aerodrome operator during such operations; (ii) obtain authorisation from the air traffic services unit before entering the manoeuvring area. Notwithstanding such an authorisation, entry to a runway or runway strip or change in the operation authorised, shall be subject to a further specific authorisation by the air traffic services unit; and (iii) do not enter the manoeuvring area when low-visibility procedures are in effect.’ 25 16. Point ADR.OPS.B.035 is replaced by the following: ‘ADR.OPS.B.035 Operations in winter conditions (a) The aerodrome operator shall, when the aerodrome is expected to operate in conditions when snow, slush or ice may accumulate on the movement area, develop and implement a snow plan. As part of the snow plan, the aerodrome operator shall: (1) have provisions for the use of materials to remove or to prevent the formation of ice and frost or to improve runway surface friction characteristics; and (2) ensure, as far as reasonably practical, the removal of snow, slush or ice from the runways(s) in use and the other parts of the movement area which are intended to be used for the operation of aircraft. (b) The aerodrome operator shall provide for publication in the AIP information regarding: (1) the availability of equipment for snow removal and snow and ice control operations; (2) approval status, if applicable, regarding the use of specially prepared winter runways; and (3) the type of materials in use for movement area surface treatment.’ 16. The following point ADR.OPS.B.036 is inserted: ADR.OPS.B.036 Operations on specially prepared winter runways (a) An aerodrome operator may, subject to the prior approval of the Competent Authority, use procedures for the operation of aeroplanes on specially prepared winter runways, when the contaminant type is compacted snow or ice. Specially prepared winter runways may be associated with primary RWYCC 4; however, if treatment does not justify a RWYCC 4, the normal downgrade procedure shall apply. (b) The aerodrome operator in order to obtain prior approval by the Competent Authority shall: (1) establish procedures which include the following: (i) the type of equipment and/or the type, the quality and the quantity of the material which are used to improve runway surface condition and method of application; (ii) monitoring the meteorological parameters affecting the method; (iii) management of loose contaminants; and 26  (iv) assessment of the achieved results; (2) obtain aeroplane data that relates to stopping performance on the runway with the special treatment from at least one aeroplane operator; (3) analyse and process available braking action data recorded during landing of the aeroplane, in order to demonstrate the capability to establish runway conditions in accordance with a given RWYCC; and (4) establish a maintenance programme that covers both preventive and corrective maintenance for equipment in use in order to achieve consistent performance. (c) The aerodrome operator shall establish and implement a programme to monitor the continuous effectiveness of the method. The programme shall use braking action reports from aeroplane data that shall be compared with the reported runway conditions. (d) The aerodrome operator shall review the performance of winter operations after the end of the winter period in order to identify necessity for: (1) additional training requirements; (2) update of the procedures; and (3) additional or different equipment and materials. 17. The following point ADR.OPS.B.037 is inserted: ADR.OPS.B.037 Assessment of runway surface condition and assignment of runway condition code The aerodrome operator, whenever the contaminants listed in ADR.OPS.A.060 points (a) to (e) are present on the surface of a runway, shall: (a) assign a RWYCC based on the type and depth of the contaminant and temperature; (b) inspect the runway whenever the runway surface condition may have changed due to meteorological conditions, assess the runway surface condition and assign a RWYCC; (c) use special air-reports to trigger reassessment of RWYCC. 18. Point ADR.OPS.B.080 is replaced by the following: ‘ADR.OPS.B.080 Marking and lighting of vehicles and other mobile objects (a) The aerodrome operator shall ensure that vehicles and other mobile objects, excluding aircraft, on the movement area of the aerodrome are: 27  (1) marked by use of conspicuous colours, or display, at suitable locations, flags of appropriate size, chequered pattern and contrasting colours; and (2) lighted with low-intensity obstacle lights whose type and characteristics are appropriate to their function, if the vehicles and the aerodrome are used at night or in conditions of low visibility. The colour of the lights to be displayed shall be as follows: (i) flashing blue for vehicles associated with emergency or security; (ii) flashing yellow for other vehicles, including follow-me vehicles; and (iii) fixed red for objects with limited mobility. (b) The aerodrome operator may exempt from (a) aircraft servicing equipment and vehicles used only on aprons.’ 19. Point ADR.OPS.C.005 is replaced by the following: ‘ADR.OPS.C.005 Maintenance — General (a) The aerodrome operator shall establish and implement a maintenance programme, which includes preventive maintenance where appropriate, to maintain aerodrome facilities, systems and equipment necessary for the operation of the aerodrome in a condition which does not impair the safety, regularity or efficiency of air navigation. The design and implementation of the maintenance programme shall observe human factors principles. (b) The aerodrome operator shall ensure that appropriate and adequate means are provided for the effective implementation of the maintenance programme.’ 20. The following point ADR.OPS.C.007 is inserted: ‘ADR.OPS.C.007 Maintenance of vehicles (a) The aerodrome operator shall establish and implement a maintenance programme, which includes preventive maintenance, observes human factors principles and covers: (1) rescue and firefighting vehicles, to ensure effectiveness of the vehicles and their equipment and compliance with the specified response time throughout the life of the vehicle; and (2) its other vehicles that operate on the movement area or other operational areas. (b) The aerodrome operator shall: 28  (1) establish procedures to support the implementation of the maintenance programme required in accordance with (a); (2) ensure that appropriate and adequate means and facilities are provided for its effective implementation; and (3) keep maintenance records for each vehicle. (c) The aerodrome operator shall ensure that organisations that operate or provide services at the aerodrome: (1) maintain their vehicles that operate on the movement area or other operational areas, in accordance with an established maintenance programme, including preventive maintenance; and (2) they keep relevant maintenance records. (d) The aerodrome operator shall ensure that unserviceable vehicles are not used for operations. 21. Point ADR.OPS.C.010 is replaced by the following: ADR.OPS.C.010 Maintenance of pavements, other ground surfaces and drainage (a) The aerodrome operator shall inspect the surfaces of all movement areas including pavements (runways, taxiways and aprons), adjacent areas and drainage to regularly assess their condition as part of an aerodrome preventive and corrective maintenance programme. (b) The aerodrome operator shall: (1) maintain the surfaces of all movement areas with the objective of avoiding and eliminating any FOD that might cause damage to aircraft or impair the operation of aircraft systems; (2) maintain the surface of runways, taxiways and aprons in order to prevent the formation of harmful irregularities; (3) maintain the runway in a condition so as to provide surface friction characteristics at or above the minimum standards; (4) periodically inspect and document the runway surface friction characteristics for maintenance purposes. The frequency of these inspections shall be sufficient to determine the trend of the surface friction characteristics of the runway; and (5) take corrective maintenance action to prevent when the runway surface friction characteristics for either the entire runway or a portion thereof, when uncontaminated, from falling below the minimum standards. 29 22. Point ADR.OPS.C.015 is replaced by the following: ‘ADR.OPS.C.015 Maintenance of visual aids and electrical systems (a) The aerodrome operator shall establish and implement a preventive and corrective maintenance programme to ensure the serviceability of the electrical systems and the availability of power supply to all necessary facilities of the aerodrome, in a manner that ensures the safety, regularity and efficiency of air navigation. (b) The aerodrome operator shall establish and implement a preventive and corrective maintenance programme to ensure the serviceability of the individual lights and the aerodrome’s lighting systems reliability, in a manner that ensures continuity of guidance to, and control of aircraft and vehicles, as follows: (1) For a precision approach runway Category II or III, the system of preventive maintenance shall have as its objective that, during any period of Category II or III operations, all approach and runway lights are serviceable and that, in any event: (i) at least: (A) 95 % of the lights are serviceable in each of the following elements: (a) precision approach Category II and III lighting system, the inner 450 m; (b) runway centre line lights; (c) runway threshold lights; and (d) runway edge lights. (B) 90 % of the lights are serviceable in the touchdown zone lights; (C) 85 % of the lights are serviceable in the approach lighting system beyond 450 m; and (D) 75 % of the lights are serviceable in the runway end lights; (ii) the allowable percentage of unserviceable lights shall not be permitted in such a way as to alter the basic pattern of the lighting system; and (iii) an unserviceable light shall not be permitted adjacent to another unserviceable light, except in a barrette or a crossbar where two adjacent unserviceable lights may be permitted. (2) Reserved 30 (3) For a stop bar provided at a runway-holding position used in conjunction with a runway intended for operations in runway visual range conditions less than a value of 550 m, the system of preventive maintenance shall have the following objectives: (i) no more than two lights shall remain unserviceable; and (ii) two adjacent lights shall not remain unserviceable unless the light spacing is significantly less than that required. (4) For a taxiway intended for use in runway visual range conditions less than a value of 550 m, the system of preventive maintenance shall have as its objective that no two adjacent taxiway centre line lights be unserviceable. (5) For a precision approach runway Category I, the system of preventive maintenance employed shall have as its objective that, during any period of Category I operations, all approach and runway lights are serviceable and that, in any event: (i) at least 85 % of the lights are serviceable in each of the following: (A) precision approach Category I lighting system; (B) runway threshold lights; (C) runway edge lights; and (D) runway end lights; and (ii) an unserviceable light shall not be permitted adjacent to another unserviceable light unless the light spacing is significantly less than that required. (6) For a runway meant for take-off in runway visual range conditions less than a value of 550 m, the system of preventive maintenance shall have as its objective that, during any period of operations, all runway lights are serviceable, and that, in any event: (i) at least: (A) 95 % of the lights are serviceable in the runway centre line lights (where provided) and in the runway edge lights; and (B) 75 % of the lights are serviceable in the runway end lights; and (ii) an unserviceable light shall not be permitted adjacent to another unserviceable light. (7) For a runway meant for take-off in runway visual range conditions of a value of 550 m or greater, the system of preventive maintenance shall have as its 31  objective that, during any period of operations, all runway lights are serviceable, and that, in any event: (i) at least 85 % of the lights are serviceable in the runway edge lights and runway end lights; and (ii) an unserviceable light shall not be permitted adjacent to another unserviceable light. (8) For a runway equipped with visual approach slope indicator systems, the system of preventive maintenance shall have as its objective that, during any period of operations, all units are serviceable. A unit shall be considered unserviceable if the number of unserviceable lights is such that the unit does not provide the intended guidance to the aircraft. (c) For the purposes of (b), a light shall be deemed to be unserviceable if: (1) the main beam average intensity is less than 50 % of the value specified in the certification specifications issued by the Agency. For light units where the designed main beam average intensity is above the value specified in the certification specifications issued by the Agency, the 50 % value shall be related to that design value; (2) the filter associated with the light(s) is missing, damaged, or the light does not produce the correct colour light beam. (d) The aerodrome operator shall establish and implement a preventive and corrective maintenance programme to ensure the serviceability and reliability of the system of markings and signs of the aerodrome, in a manner that ensures continuity of guidance to, and control of aircraft and vehicles. (e) The aerodrome operator shall ensure that when low-visibility procedures are in effect at the aerodrome, construction or maintenance activities do not take place in the proximity of aerodrome electrical systems. (f) The aerodrome operator shall ensure that: (1) the preventive maintenance programmes of (a), (b) and (d) include appropriate inspections and checks of the individual elements of each system, and of the system itself, which are conducted in accordance with established procedures, and at defined intervals, appropriate to the intended operation and system; and (2) appropriate corrective actions are taken to rectify any identified defects. (g) The aerodrome operator shall maintain records of the relevant maintenance activities. 32 EUROPEAN COMMISSION Brussels, XXX […](2019) XXX draft Annex I to EASA Opinion No 03/2019 COMMISSION DELEGATED REGULATION (EU) …/... of XXX amending Commission Regulation (EU) No 139/2014 as regards requirements and administrative procedures related to aerodromes pursuant to Regulation (EC) No 216/2008 of the European Parliament and of the Council EN EN  COMMISSION DELEGATED REGULATION (EU) …/... of XXX amending Commission Regulation (EU) No 139/2014 as regards requirements and administrative procedures related to aerodromes pursuant to Regulation (EC) No 216/2008 of the European Parliament and of the Council THE EUROPEAN COMMISSION, Having regard to the Treaty on the Functioning of the European Union, Having regard to Regulation (EU) 2018/1139 of the European Parliament and of the Council of 4 July 2018 on common rules in the field of civil aviation and establishing a European Union Aviation Safety Agency, and amending Regulations (EC) No 2111/2005, (EC) No 1008/2008, (EU) No 996/2010, (EU) No 376/2014 and Directives 2014/30/EU and 2014/53/EU of the European Parliament and of the Council and repealing Regulations (EC) No 552/2014 and (EC) No 216/2008 of the European Parliament and of the Council and Council Regulation (EEC) No 3922/91 (1), and in particular Articles 37 and 39 thereof, Whereas: (1) Aerodromes and the operation of aerodromes shall comply with the essential requirements set out in Annex VII (Essential requirements for aerodromes) and, if applicable, Annex VIII (Essential requirements for ATM/ANS and air traffic controllers) to Regulation (EU) 2018/1139. (2) Commission Regulation (EU) No 139/2014 (2) lays down requirements and administrative procedures related to aerodromes. (3) There is a need to ensure situational awareness of pilots, air traffic services personnel and vehicle drivers when operating on the manoeuvring area, as a measure to prevent runway incursions; therefore, in order to ensure effective radio communication, provisions should be in place to ensure the language proficiency of vehicle drivers that operate on the manoeuvring area of the aerodrome. (4) Training and proficiency check programmes for operational personnel should be harmonised by establishing a common training framework that should be followed by the aerodrome operators. (5) Records should be kept by aerodrome operators in regard to driving authorisations, vehicle authorisations and maintenance and language proficiency. (6) Investigations of accidents indicate that the standards for runway surface condition assessment and reporting are not harmonised, and have shown that this fact is a significant contributing factor to runway excursions, in particular when the runway is wet or contaminated. (7) The International Civil Aviation Organization (ICAO) has consequently amended a number of Standards and Recommended Practices (SARPs) in several of its Annexes to the Convention on International Civil Aviation, signed at Chicago on 7 December ( 1) OJ L 212, 22.8.2018, p. 1. ( 2) OJ L 44, 14.2.2014, p. 1. EN 1 EN  1944 (the ‘Chicago Convention’), and has produced extensive guidance material in order to establish a globally harmonised reporting format for runway surface condition assessment and reporting. (8) Commission Regulation (EU) No 139/2014 needs therefore to be amended, including the definitions of the new terms used and to implement the applicable ICAO SARPs on runway surface condition assessment and reporting. In order to achieve the objective of the global harmonisation intended by ICAO, the amended requirements need to enter into force on 5 November 2020 at the latest, which is the date set by ICAO. (9) Commission Regulation (EU) No 139/2014 should include requirements for the aerodrome operators in regard to the origination of notices to airmen (NOTAMs). (10) Foreign object debris (FOD) poses a significant safety risk to operations at aerodromes; therefore, measures should be taken to control such a risk. The measures should be based on ICAO SARPs and guidance material and internationally accepted practices. (11) Vehicle drivers and the condition and suitability of vehicles and their communication and surveillance equipment are contributing factors to runway safety events and damages to aircraft; therefore, measures should be taken for the authorisation of drivers and vehicles, and rules should be established for the operation of vehicles on the movement area and other operational areas of the aerodrome. (12) Investigations of accidents and serious incidents during aircraft towing operations indicate that the lack of situational awareness, insufficient aircraft clearances, and insufficient or improper lighting of the towed aircraft during night are contributing factors to damages to aircraft; therefore, measures should be taken to reduce the risk posed by such factors. (13) Measures should be taken for the safe, expeditious and efficient operation of aircraft at aerodromes. The measures should cater for the need to establish standard taxi routes at the aerodromes and the operation of aircraft transponders if they are supported by the surface movement guidance and control system of an aerodrome. (14) Investigations of runway incursion accidents and incidents indicate shortcomings in the communication procedures between air traffic services and vehicle drivers as well as pedestrians; therefore, measures should be taken to ensure effective communication. (15) The safety of pedestrians, including passengers, on the movement area of an aerodrome should be ensured. (16) Vehicles that operate on the movement area of an aerodrome should be identifiable by the use of appropriate markings and lights. (17) The maintenance programme of an aerodrome should ensure that the facilities, systems and equipment necessary for the operation of the aerodrome do not impair the safety regularity and efficiency of air navigation. The maintenance programme should observe human factors principles, and the aerodrome operator should have the means for the effective implementation of the maintenance programme. (18) Vehicles that operate at an aerodrome should be properly maintained. (19) The condition of pavements and other ground surfaces, as well as the drainage, at an aerodrome should be monitored and maintained in order to reduce the risk of damage to aircraft. EN 2 EN  (20) Visual aids at an aerodrome should be inspected and maintained in order to ensure the safety of flight operations at the aerodrome. (21) The European Union Aviation Safety Agency has prepared draft implementing rules and submitted them with Opinion No 03/2019 (3) in accordance with points (b) and (c) of Article 75(2) and with Article 76(1) of Regulation (EU) 2018/1139. (22) The measures provided for in this Regulation are in accordance with the opinion of experts in accordance with Article 128(4) of Regulation (EU) 2018/1139, HAS ADOPTED THIS REGULATION: Article 1 Amendments to Commission Regulation (EU) No 139/2014 Commission Regulation (EU) No 139/2014 is amended in accordance with the Annex to this Regulation. Article 2 Language proficiency transition measures Notwithstanding the provisions of ADR.OPS.B.024, an aerodrome operator may issue an authorisation to a person who has demonstrated compliance with the provisions of ADR.OPS.B.024, without that person having demonstrated language proficiency in accordance with ADR.OPS.B.25. In such cases, language proficiency: (a) in the English language shall be demonstrated in accordance with ADR.OPS.B.025, at the latest within 5 years after this Regulation has entered into force; and (b) in any language, other than the English language, shall be demonstrated in accordance with ADR.OPS.B.025, at the latest within 2 years after this Regulation has entered into force. Article 3 Date of entry into force and application 1. This Regulation shall enter into force on the twentieth day following that of its publication in the Official Journal of the European Union. 2. The following points, as amended by this Regulation, shall apply from 5 November 2020: – Appendix 2 to point ADR.OPS.A.057, – point ADR.OPS.A.060, – point ADR.OPS.A.065, – point ADR.OPS.B.036, – point ADR.OPS.B.037. 3. Definition (41b) in Annex I shall be replaced by the following as of 5 November 2020: ‘(41b) ‟SNOWTAM” means a special series NOTAM given in a standard format, which provides a surface condition report notifying the presence or cessation of hazardous ( 3) https://www.easa.europa.eu/document-library/opinions EN 3 EN  conditions due to snow, ice, slush, frost or water associated with snow, slush, ice, or frost on the movement area;’ This Regulation shall be binding in its entirety and directly applicable in all Member States. Done at Brussels, For the Commission The President […] EN 4 EN