9137 p8 Airport Operational Services

DOC9137-AN/898
Part 8
AIRPORTSERVICES
MANUAL
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PART 8
AIRPORTOPERATIONALSERVICES
FIRST EDITION - 1983
Approved by the Secretary General

and published under his authority
INTERNATIONAL CIVIL AVIATION ORGANIZATION
Copyright International Civil Aviation Organization

Provided by IHS under license with ICAO
No reproduction or networking permitted without license from IHS Not for Resale
~
I C A O 9137 P A R T S 8 S t 4841416 0018728 172 =
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Airport Services
Manual
(DOC9137-AN/898)
Part 8
Airport Operational Services
FIRST EDITION - 1983

__ .
Date hW by No. Date Ent

er4 by
l
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ICAO 9337 P A R T * 8 ** 4 8 4 3 4 3 b 0038732 bT3 =
Foreword
Annex 14, in addition to specifying certain facilities tobe fighting, other manuals cover the subjects in greater
provided at airports, identifies a number of duties to be detail. In these instances, this manual onlyhigyighfs-the .
carried out by airports. The purpose of this manual is to requirements of the airport and provides a reference to
bring under one cover a compilation ofvarious technical specificICAOdocuments.For other aspects, such
functions that are required to be'fulfiiled by an airport. flightcheckingof visual aids, detailed -material is
Most airports will be required to fulfii all of the duties provided.
reviewed in this manual.What will
vary between This manual was prepared by the ICAO Secretariat,
individual airports is the size and character of the whichreceivedassistance from the BritishAirports
organization that will be required to fulfii them and the Authority. It is important to note that the material
amount of time that each duty will occupy. contained in the manual may reflect neither the views of
The title of the manual refers to airport operational the BritishAirports Authority nor anofficialICAO
services. This titlehas been selected to discriminate position since it is intended to consist of general guidance
between those services which relate to the safety and on many subjects. It deals withseveral subjects whichare
efficiency ofaircraft operations and those which relate to not precisely defined inICAOregulatory documents.
such matters as the administration of airport finances and However,itisbelieved that the manual will be of
servicingofpassengers.Examination of the table of assistance to States as all airports are required to provide
contents will show that the manual treats two aspects of most of the services outlined in this manual.
providing airport services. The fwst two chapters relate to It is intended that the manual will be kept up-to-date.
the overall organization and staffmg of the operational Future editions will be improved on the basisof
services. The remaining chapters discuss particular experience gained and of comments and suggestions
services to be provided by the airport without detailing received from the users of this manual. Therefore,
the responsibilities of individual departments. readers are invited to give their views, comments and
In developing the manual, an attempt has been made suggestions on this edition. These should be directed to
todescribeall operational servicesprovided by the the Secretary General of ICAO.
airport. In certain instances, such as for rescue and fwe
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I C A O 9337 P A R T * 8 ** 48434Lb 0038733 5 3 T
Table of Contents
Page Page
CHAPTER 1. Introduction ................... 1 CHAPTER 6 . Adverse Weather Conditions .... 16
6.1 Introduction ......................... 16

6.2 General ............................. 16
CHAPTER 2. The Functional Responsibilities 6.3 Ice, frost and freezing rain ............ 16
of the Airport Technical Departments ......... 3 6.4 Strong
winds ........................ 17
2.1 Introduction ......................... 3 6.5 Rain................................ 17
2.2 Operations Management Department . . 4 6.6 Fog
or
low
visibility .................. 17
2.3 Airport Maintenance Department ...... 5 Snow
6.7 ............................... 18
2.4 Operations room ..................... 5
CHAPTER 7. Measurement of Surface Friction 19

CHAPTER 3. Airport Surface Inspections ..... 7 7.1 Introduction ......................... 19
7.2 Procedures .......................... 19
3.1 Frequency of inspection .............. 7
7.3 Administration ...................... 19
3.2 Method of inspection................. 7
3.3 Inspection procedures ................ 7
7.4
Record
keeping ...................... 19
7.5 Maintenance of runways .............. 19
3.4 Paved area inspections ............... 8
3.5 Grassed area inspections.............. 8
3.6 Obstacles ........................... 8
3.7 Reporting ........................... 8 CHAPTER 8. Control of Work in Progress
on the Movement Area and
Precautions to be Taken ..................... 20
CHAPTER 4. Ground Checks of Visual Aids .. 10 8.1 Control ............................. 20
8.2 Routine maintenance................. 20
4.1 Introduction ......................... 10 8.3
Minor construction/maintenance work . 20
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4.2 Frequency of inspection .............. 10 8.4
Major construction/maintenance work . 20
4.3 Routine ground inspections ........... 10
4.4 Inspection procedures ................ 11
4.5 Emergency ground lights ............. 11
4.6 Approachlighting system inspections .. 11 CHAPTER 9. Bird Hazard Reduction ......... 22
4.7Visual approach slope indicator system
9.1 Introduction ......................... 22
inspections ......... :.............. 11 9.2 Organization ........................ 22
9.3 Conclusion.......................... 22
CHAPTER 5 . Flight Checks of VisualAids .... 14

CHAPTER 10 . Apron Management and
5.1 General ............................. 14 Safety ...............................
Apron 23
5.2 Flight checks after major maintenance . 14
5.3 Approach and runwaylighting systems . 14 10.1 Introduction......................... 23
5.4 Locationlidentification beacon ........ 15 10.2 Co-ordinated management ............ 23
J
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ICAO 9337 P A R T * 8 ** qBYl1Y3b 0038734 476 H
(Vi) Airport Stvices Manual
Page Page
10.3 Management by aerodrome CHAPTER 15. The Airport Emergency Plan . . 35
authority or operating company...... 23
10.4 General............................. 23 15.1 Introduction......................... 35
10.5 Apron management functions ......... 24 15.2 Purpose ............................. 35
10.6 Apronsafety ........................ 24 15.3 Responsibility ....................... 36
10.7 Diversions .......................... 25 15.4 Response ........................... 36
15.5 Maps ............................... 36
15.6 Access roads ........................ 37
15.7 General............................. 37
15.8 Exercises ........................... 37
CHAPTER 11. Control of Ground Noise ...... 26
11.1 Introduction......................... 26
11.2 Reverse thrust ...................... 26
CHAPTER 16. Medical Service3............. 38
11.3 Auxiliarypower units ................ 27
11.4 Fixedground power .................. 27 16.1 Introduction......................... 38
11.5 Aircrafttaxiingnoise ................. 27 16.2 Handling of casualties ................ 38
11.6 Engine running for maintenance 16.3 Identification of emergency service
purposes .......................... 27 p e n o m 1 ......................... 38
16.4 Communications..................... 38
16.5 Protection from the weather .......... 38
16.6 Emergency equipment ................ 39
CHAPTER 12. Airport Zoning and
Obstacle Clearance.......................... 29
12.1 Introduction......................... 29 CHAPTER 17. R e m e and Fire F

an
t
ig
12.2 Zoning responsibility ................. 29 Services.................................... 40
12.3 Obstaclelimitation surfaces ........... 29
12.4 Obstacle-freezone ................... 29 17.1 General............................. 40
12.5 Plane of approach lighting system ..... 29 17.2 Determination of rescue and
12.6 Aerodrome Obstruction Chart - fire fighting category ............... 40
Type "A" ........................ 29 17.3 The deployment of rescue and
12.7 Obstacleremoval .................... 30 fire fighting services ............... 41
17.4 Personnel employed on rescue and
fire fahting duties ................. 41
17.5 Operational requirements ............. 41
CHAPTER 13. Aircraft Accidentsflnci&nts ... 31 17.6 Training ............................ 43
17.7 Airport facilities affecting rescue and
13.1 Introduction......................... 31 fire fighting services ............... 43
13.2 Airportemergencyplanning ........... 31
13.3 Reportingprocedures ................ 31
13.4 Post-emergencyprocedures ........... 31
CHAPTER 18. Security ...................... 44
18.1 General............................. 44
CHAPTER 14. Removal of Disabled Aircraft . . 33 18.2 Unlawful interference with civil aviation 44
14.1 Legal considerations ................. 33

14.2 Capability for aircraft removal ......... 33
14.3 Division of responsibilities ............ 33 CHAPTER 19. Vehicle Control ............... 45
14.4 Record of operation .................. 33
14.5 Disabled aircraft removal plan ......... 33 19.1 On manoeuvring area ................ 45
14.6 Communications..................... 34 19.2 On apron areas ...................... 45
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I C A O 9337 P A R T f 8 f f 48434Lb 0038735 302 m
Part 8. - Airport Operational Services

Table of Contents (vii)
Page Page
CHAPTER 20. Incidents Affecting People and 21.3 Airport owner’s responsibility. . . . . . . . . 50
Property Outside the Airport Boundary.. . . . . . . 47 21.4 .. . .
Safety services. . . . . . . .. . . . . . . . . . . 50
21.5 .
Accidents . . . . . . . . . . . . . . .. . .. . . . . . . . 50
20.1 .. .
Icefalls from aircraft .. . . . . . .. . . . . . 47 21.6 .. . . .
Post-display tasks. . . . . . . . .. . . . .. 50
20.2 Objectsfalling from aircraft in flight . . . 47
20.3 . . ..
Fuel jettisoning. . . . . ... . . ... . . . . . . 47 CHAPTER 22. The Provision of .
20.4 ..
Wingtip vortices . . . . ... . . . . . ., . , , . . 48 .
Aerodrome Data. . . , .. . . .. . . . .. . . . .. . . . . . . . 51
22.1 General.. . . . . .. . . . . . . . .. . . . .. . . ... . . 51

CHAPTER 21. Safety at AirDisplays . .. . . .. .. 49 22.2 The types of information . . . . . . . . . .. . . 51
22.3 Procedures. . ... . . . . . . . . . . . . .. . . ...... 51
21.1 Initial organization. . .. . . . . . . . . .. . . ..
I 49 22.4 Responsibility for notification
21.2 Organization responsibility. . . . . . . . . . . . 49 of changes . .. . . . . . . . . . . . . .. . . .. . . . 51
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ICAO 9337 P A R T * 8 ** 4 8 4 3 4 3 6 0038736 249 m
Chapter 1
Introduction
1.1 It is for national Governments to laydown the f) the formulation policies

of relating
to the
framework of civil
aviation
within their national environmental impact of airports on the community;
boundaries, and to determine the arrangements for the
g) the co-ordination of civil and military aviation; and
ownership and operation of theircivilairports. These
arrangements can take a variety of forms, and there may h) the investigation of aircraft accidents.
not necessarily be one form c o m o n to all civil airports
within a given national boundary. 1.4 As with the operations of airports, responsibility
for the provision of
air
traffic control and tele-
1.2 A government may decide to retain direct control communicationscantake a variety of forms, albeit
of
civil airports by giving
this
responsibility to a subject to a national policy within the framework
Government Department. Alternatively, it may: provided by ICAO. An air traffic control unit will
normally be provided by the national Government but it
a) set up an agency or a nationally owned corporation may in special circumstancesbe the responsibility of the
for this purpose; airport. Whatever the arrangement, it is essential that the
b)delegate the responsibility toprovincialorlocal closest co-operationexists between air traffic control and
governments; the airport’s operations department; since without such
co-operation no airport can be efficiently run, and at
c)
adopt a combination of these arrangements at worst there may be safety implications.
different airports to suit theparticular circumstances
and aviation backgroundof the State; or 1.5 Aside from the Government’s responsibilities
d) permit cities/communities to provideand operate the for civil aviation,and its impacton a specific airport, and
airports with minimalgovernmental involvement. regardless of the arrangements made for the provision of
airtrafficcontrol, an airportoperatororowner has a
1.3 Whichever policy it adopts, the State having number of vital and specific responsibilities.
These can be
jurisdiction
over the airport, i.e. the national broadly summarized as folfows:
Government, must inevitably remain responsible for a
a) the design and provision of facilities in consultation
A general list of these
number of aspects of civil aviation.
with the appropriate State departments and the
is as follows:
airport’s users, and in accordance with the relevant
a) control of the development of a nationalairport Standards and Recommended Practices containedin
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structure; ICAO documents; and
b) the licensingof airports and personnel involved in b) the adoption and implementation of internationally
civil aviation, and the legislative framework within recognized procedures forthe safe conduct of airport
which licensing arrangements operate;. practices and operations.
c) the State’s air traffic control system;
1.6 The latter will include the following aspects:
d) the negotiation of traffic rights with other States;
a) the provision and maintenance of visual aids to
e) the establishment of procedures to ensure co- navigation;
ordination between the development and operation
b) the provision of rescue and fire fighting services;
of an airport and the development of the local
neighbourhood of that airport to avoid conflicts of c) the provision and maintenance of the movement
interests; area surfaces;
1

I C A O 7 3 3 7 PARTs11 ** W 48434Lb0038737 5115 D
2 Aiport Services Manual
d) the provision and maintenance of apron markings, 1.7 Thus it will be seen that the complex matter of
lighting and visual docking guidame systems; operating a civil airport can be approached in a number of
ways. Typical examples are:
e) the control of vehicular traffic in apron areas;
- A governmentswned and operated airport, with the
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f) the regulation of movement area traffic, except on

air traffic control unit at that airport being provided
those parts of the airport wheredirect control is
by a government service.
exercised by air traffic control;
g) snow clearance and snow state reporting;
- A local authority owned or privately owned airport,
employing its own air traffii control unit, operating
h) the parking of aircraft; within a 11ati0~1 framework ofairports, and within a
national air traffic control system.
i) the assessment of runwaybraking action and the
measurement of water depth; - An airport operated by a nationally owned
corporation or by a local authority, with an air traffic
j) measures to discourage birds and other wildlife;
control system furnished by a Government
k) the co-ordination of disabled aircraft remval Department, a Government Agency orby a different
operations; nabnaly owned body.
1) the adoption of measures intended to minimite the
effect of the airport on the local environment; 1.8 The above examples arc not exhaustive, but they
illustrate some of the form adopted in various States;
m) the clearance of obstacles where practicable; and and it must be remembered that more than one system
n) the provision of airport data. may be found within a single national boundary.

I C A O 7137 P A R T t 8 t f 4 8 4 1 4 L b 0038738 011
Chapter 2
The Functional Responsibilitiesof
the Airport Technical Departments
2.1 INTRODUCTION full or in part to another agency. For example, the

provider of air traffk control may be responsible either
2.1.1 The responsibility forthe provision of technical directly or indirectlyfor some of the tasks listed in
services at an airport will normally be that of the airport Chapter 1, 1.6. The system adopted will reflect national
owner but it may in specialcircumstances be the -
practice Chapter 1, 1.2 and 1.4 refer.
responsibility of the national Government.
2.1.2 A State owning and operating an airport may in 2.1.3 A typical simple organizational chart of airport
special circumstances delegate
this responsibilityeither in management is shown in Figure 2-1.
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Airport General
Manager
I I
Commercial Finance & Public Terminal Operations Airport Personnel
Exploitation Accountancy Relations Management Management Maintenance Management
Mechanical Electrical Civil
Figure 2-1. Typical organization of airport management
.
ICAO 9337 PART*8 ** m 484L4Lb 0038739 T58 m
4 Airpwt Senices Manual
2.2 OPERATIONS MANAGEMENT d) regular

training to enhance efficiency including
DEPARTMENT negotiating water, swampy areas and other difficult
environment in the vicinity of the airport;
2.2.1 A typical organizational chart of the e) other dutiw 85 neoessary which do not interfere with
department of airport management responsible for airport the primary duties in meeting the recognized
operations is shown in Figure 2-2. response time ai stated in Annex 14, Chapter 9; and
fl firc prevention duties, both planning and practical
2.2.2 Functional responsibilities of the aspects, and mining of non-rescue and fire fighting
airport rescue and fire fighting service p e r s o n n e l in fre prevention duties.
2.2.2.1 Typical duties of the airport rescue and fire
fighting service are:
a) dealing with all fires, emergencies and related 2.2.3 Fum'onal responsibililies of the
incidents on an airport. These will inch&, for Airport Operations Section
example, aircraftor aircraft-reiatedfires omwring on
or in the immediate vicinity of the airport 89 well as 2.2.3.1 The Airport Operations Section is responsible
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building fues, fuel spillages and roadhail accidents; for the day-to-day control and organization of the safe
and expeditious mvtrnent of aircraft around the airport
b) maintenance of an effective liaisonwith local fire and to and from the aircraft stands. Within this section
departments, ambulance and police services. These the Duty Opmtions O m e r is usually responsible for the
servicesprovide the major effort in dealing with immediate optrational efficiency of the airport and a
aircraft rescue and fim fighting opcratioas; Duty Operations OfTmr is usually available throughout
c) attendance at aircraftcrash sites in the immediate 24 hours at a large airport. Specialized units may exist
vicinity of the airport.Familiarizationwith acces within the section such as the Movement Area Safety
routes; Unit and the Apron Management Unit.
Operations
Management
Rescue and Fire

1
Airport Operations Mechanical
FightingService Operations service¶ Transport
Area Movement Apron Managanent

Unit Safety Unit
1 Duty Operations
Officer
I
Figure 2-2. Typical organization of airport operations

I C A O 9137 PART*A ** 484341b 0038740 77T
Part I.- Airport OperationalServices

Chapter 2.- The Functional Responsibilities of the
Airport TechnicalDepartments 5
2.2.3.2 A Movement Area Safety Unit is established to efficient running of airport operations. Noise monitoring,
carry out the majority of the day-to-day duties of the administration of airside passes, liaison with external
Operations Department, with the exception of apron emergency services are all examples of the work of this
control. However, at a small airport, these functions will department.
be combined within a single unit. Typical duties of a
Movement Area Safety Unit are: 2.2.5 Functionalresponsibilitiesofthe
a) comprehensive androutine surface inspections of Mechanical Transport Section .
the manoeuvring area, including adjacent unpaved
2.2.5.1 Typical duties of the Mechanical Transport
areas, and submission of reports to air traffic control,
Section are:
airport maintenance, and airport operations of the
condition of the areas inspected and the need for a) the maintenance of all vehicles and specialist mobile
sweeping and/or surface maintenance; engineering equipment, including rescue and fire
fighting vehicles, snow clearance equipmentand
b) comprehensive androutine surface inspections of
disabled aircraft removal equipment, including the
the aprons and submission of reports to air traffic
allocation of priorities when required;
control, airport maintenance and airport operations
of the condition of the apron areas inspected and the b) the provisionof drivers for airport vehicles as
need for sweeping and/or maintenance; required; and
C) inspections of lighting and submission of reports to c) the provision of drivers for specific duties, including
air traffic control, airport maintenance and airport sweeping, aircraft stand cleaning, snowclearance and
operations of any lamp failures, circuit failures and disabled aircraft removal.
other malfunctions;
d) bird dispersal measures;
2.3 AIRPORT MAINTENANCE DEPARTMENT
e e> the measurement of friction coefficient; and

f) the control and issue of temporary passes for people
and vehicles requiring access to apron areas on an
2.3.1 Typical duties of an Airport Maintenance
Department relating to operational matters are:
irregular basis.
a) CivilEngineering. The Civil Engineering Section will
2.2.3.3 Typical responsibilities of an ApronManage- be responsible, either directly or indirectly through
ment Unit are: use of a contractor, for carrying out remedial repairs
to surfaces of the airport, includingall the paved
a) allocation of aircraft stands on the aprons to arriving areas and the grass areas (including grass cutting),
aircraft; and the marking on the paved areas, together with
b) maintenance of the necessary documentation in the associated drainage, fire mains (if provided) and
connexion with aircraft stand allocation. The purpose boundary fencing; and
of this documentation will be to ensure thatadequate b) ElectricalandMechanicalEngineering. This section
records are kept, for example to permit landing and will be responsible, either directlyor indirectly
parking charges to be levied; through use of a contractor for the maintenance of all
c) the provision of marshallers for use on aircraft stands aerodrome lighting, associated taxiing guidance signs
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without docking guidance systems; and and othersigns, apron guidance systems and standby
power supplies serving these facilities.
d) at some airports, the unit may also be responsibire for
apron services including the provision ofcargo, These sections are also responsible for building
baggage and aircraft handling. maintenance, but these duties are inappropriate to an
operational manual.
The Apron Management Unit may be combined with the
Movement Area Safety Unit at a small airport.
2.2.4 Functionalresponsibilitiesofthe 2.4 OPERATIONS ROOM

Operations Services Section
2.4.1 A co-ordinating centre should be established,
2.2.4.1 The Operations Services Section is where information relating to the operation of the airport
responsible for the support functions necessary to the can be received and distributed. This may combine the

6 Airport Senices Mutual
functions of the Apron Management Unit as well as the contacted whether on foot or in vehicles. Arrangements
Movement Area Safety Unit. should be made for the preparationand issue of NOTAM
(see Chapter 22).
2.4.2 The roomshould be providedwith direct
telephone linesto ATC and any other operationalcontrol 2.4.3 Cammunications should be established with
~ rooms as well as MET andAIS. Radio communications any management duty control rmnl which is providtd to
should be provided so thatoperational staff can be cover the overall operationof the airport.
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I C A O 7337PART*& ** 4 8 Y L Y L h0 0 3 8 7 4 25 4 2
Chapter 3
Airport Surface Inspections
3.1 FREQUENCYOF INSPECTION Department while other areas should be inspected by the
relevant department. It will be necessary for iiiport
3.1.1 Inspections of the movement area should be operations to co-ordinate the programme to ensure that
regularand as frequent as possible. In any event the inspections are carried out at thecorrect frequency.
minimum frequency should be:
a) Runways - Four inspections daily as described
below: 3.3 INSPECTION PROCEDURES
Dawn inspection -
A detailed surface inspection 3.3.1 Beforecommencinganyrunwayinspection,
covering the full width ofallrunways should
permission must be obtained from air traffic control.On
be underfaken. This should takeapproximately
entering the runway a positive entry call, e.g. “checker
15 minutes for each runway (two runs).
entering for inspection”, must be made; on leaving the
-
Morning inspection All runways, normally carried runway,airtraffic control must be advisedwhen the
out on an ON/OFF basis concentrating on the area inspectionvehicleisclear of the runway strip. Most
between the runway edge lights. inspections are carried out on an ON/OFF basis(i.e.
where the inspection vehiclemay be required to enter or
Afternoon inspection - Same as the morning
leave the runway at short notice). The above calls must be
inspection.
made on each occasionthat the inspection vehicleenters
-
Dusk inspection This should cover all runways.It the runway.
is designed to bridge the gap in runway inspections
when the lighting inspection isnot required until late 3.3.2 It is essential to maintain a listening watch on
in the evening, and should cover the whole runway the appropriate R/T channel during any
runway
surface. inspection.
b) Taxiways - daily for those in normal regular use. 3.3.3 If, during an ON/OFF inspection,airtraffic
c) Aprons - daily. control requests the inspection teamto clear the runway,
the vehicle must move outside the runway strip before.
d) Grassareas - those areas that may be required to
advising air trafficcontrol that they are clear. They must
sustain aircraft should be inspected as frequently as
then remain outside the runway strip while awaiting re-
the adjacent paved areas. Other grass areas should be
entry instructions.
inspected at intervals suitable to observe any
deterioration of the surface. Note.- Inspectorsshouldneverclear a runway by
entering an ILS criticallsensitive area.
3.2 METHOD OF INSPECTION 3.3.4 Clearance must be obtained beforecrossing

any runway.
3.2.1 The areas and distances to be covered
necessitate the use of vehicles for airport inspections. 3.3.5 All runway inspections are carried out in the
However, the higher the speed, the less effective the direction oppositeto that being used for landing or taking
inspection; therefore, speeds should be kept as low as off, primarily for safety reasons. In the case of the frst-
practicable. Detailed inspections
of paved surfaces on foot light runway inspection involving two runs in the same
will normally be completed by the Maintenance direction, the “back-tracking” must be done outside the
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I C A O 9 3 3 7 PARTS8 ** W 4 8 4 2 4 L b 0 0 3 8 7 4 3 487 W
8 Airport Smices Martual
runway strip and can be utilized in inspecting the runway bj anydeveloping depressions should be noted and
from a distance or the taxiways adjacentto the runway in plotted;
question.
c)any unreported aircraft wheeltracks should be
carefully plottedand reported;
3.3.6 On final completionof a runway inspection the
team should adviseair U a f k control of the fact and d) the condition of signs and maKkers should be noted
report the state of the runway. and necessary repair work ordered;
3.3.7 The times of commencement and completion e) the general bearing strength of grass areas,
of the inspection must be noted and included in the particularly those close to aircraft pavement surfaces,
should be noted. A reasonable assessment can be
Record of Inspection Log.
ma& from the depth of vehicle wheel tracks. Any
areas showiag signs of persistent waterlogging should
3.4 PAVED AREA INSPECTIONS be reported. Any differences in levels betweengrass
and paved areas should be noted and remedial action
3.4.1 Attention should be paid to the folbwing requested. Because of the hazard to aircraft engines
points: particutar note should be made of the general
~ ~these areas. Signs of blast erosion
c l e a n l i r ~of
a) generalcleanliness
with
particular attention to should be noted and reported; and
material which could cause engine ingestion damage.
This may include debris from runway maintenance f) waterlogged grass masshoutd be noted and reported
operations or excessive grit remaining after runway particularty since they may be an attraction to b i r d s .
gritting. Any build-up oftire rubber deposits should
be noted; 3.5.2 The main object of grass cutting is to ensure
that lights and markers arc not OM by tall
b) signs of damage to the pavement surface including vegetation. It should also be managed in such a fashion as
cracking and spalling of concrete, condition of joint to limit the attraction of the airport to birds and other
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sealing,cracking and loosenessofaggregate in wildlife (see Chapter 9). It will be necessary to ensure
asphalt surfaces or break-up of friction courses. that mounds of grass cuttings arc not left on areas wherc
Damage or deterioration which could cause aircraft engine ingestion is possible.
damage should be reported immediately for
inspection by the Airport Maintenance Department
and, if the damage is sufficiently serious, the area
3.6 OBSTACLES
closed to aircraftpending the results of such an
inspection;
3.6.1 A check should be made of all authorized
e) after rain, flooded areas should be identified and obstacles for proper lighting and marking.
marked, if possible, to facilitate later resurfacing;
d) damage of light fittings;
3.6.2 Any unauthorized obsmlcs must be reported
to the d e s i g n a t e d persons or organizations immediately.
e) cleanliness of runway markings; and Where possible, prompt removal of the obstacle should
f) the condition and fit of pit covers. be carried out.
If this is not possible immediate
consideration must be given to whether aircraft
3.4.2 The extremities of the runway should be
operations should be restricted in any form and
inspected for early touchdown marks; blast damage to appropriate marking and lighting of the obstacle auried
approachlights,marker cones and threshold lights; out.
cleanliness and obstacles in the runway end safety area.
3.7 REPORTING
3.5 GRASSED AREA INSPECTIONS
3.7.1 If a dangerous unserviceability is discovmd
3.5.1 The following points should be observed: during a runway inspection k g . damaged pit covers or
broken lights), the fact should be immediately reported
a) the general state of ground cover vegetationensuring by R/T in orckr that appropriate ATC action can be
in particular that excessive length is not obscuring taken. In addition. airport opcrati,:nsshould be informed.
lights, signs, markers, etc.; If the runway is closed as a reszlt ?f such damage the
~ ~~

I C A O 9337 P A R T * d ** = 4 8 4 3 4 L b 0 0 3 8 7 4 Y 315
Part 8.- Airport Operational Services

Chapter 3.- Airport Surface Inspections 9
inspection team should continue their inspection whilst 3.7.3 Should aircraft parts or tirepieces be found
awaiting the arrival of airport maintenance support. The during a runway inspection, then airport operations and
team should also be prepared to inspect any subsidiary air traffic control must be informed immediately so that
runway if required. tracing and notification action can be taken.
3.7.2 If runway unserviceability of a type that will not

affect its use is discovered the matter mustbe reported to 3.7.4 To assist in identifying the location of faults on
the Airport Maintenance Department on theappropriate a runway, reference plates should be installed outside the
form stating the degree of urgency, date and time, etc. runway edge lights on oneside of the runway.
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Chapter 4
Ground Checks of Visual Aids
4.1 INTRODUCTION 4.3 ROUTINEGROUNDINSPECTIONS
4.1.1 The integrity and reliability of lighting aids 4.3.1 Dairy checks
should be comparable withthose of non-visual aids. The a) all inset and elevated approach lighting systems and
integrityof the lighting system will depend upon the runway and taxiway lights should be checked for
designof both the i n t e r n a l airport circuits and the lamp failures, breakage or gross misalignment, also
external power supply. The reliability of the system will stop bars and illuminated Category I1 or III holding
depend upon the programme of preventive maintenance position signs. Lamp failures on runway centre line
employed and the degree ofinspectioncarried out. lights of precisionapproachrunwaysCategory I1
Guidance on preventive maintenance of visual aids is
and 111 should be repaired as m n as possible; and
contained in the Airport Services Manual Part 9 -
Airport Maintenance Practices. b) major deficiencies in electrical circuits affecting the
integrity of visual aids, e.g. brealgz in the distribution
4.1.2 The operational checking lighting
of is network or unserviceability of the standby power
normally carried out by the Movement Area Safety Unit generators, should be reported to airport operations,
but rectification is the responsibility of Airport maintenance and airtraffic control, and NOTAh4
Maintenance. At some smaller airports the checking may action taken.
be delegated to Airport Maintenance.
4.3.2 Wekb check
4.1.3 Faults in the lighting systems will be detected
by monitoring. Monitoring by visualdisplay on the a) checkallapproach lighting systems for burnt out
Control Panel will ensure detection of circuit failures and lamps. Check obstacle lights in the vicinity of the
verification that brilliancy selection by air traffic control airport which are the responsibility of the airport
provides the desired light output. Monitoring by visual operator. Ensure grass cutting, etc., has been carried
inspection will, however, be necessary to detect failed out and approach lightingsystems are not becoming
lamps, contamination of fittings by dirt and rubber obscured;
deposits or misalignment. Routine visual ground b) check all runway lighting whereit is likely to become
inspections should be augmented by flight checks from contaminated and arrange for cleaning programmes
time to time. to be carried out as necessary;
c) on all precision approachrunwaysCategory I1
and 111, l i t cleaning should be folbwed up by
photometric measurements of the light output of
4.2 FREQUENCY OF INSPECTION runway centre linelights from threshold for a
longitudinal distance of 910 m down the runway.
4.2.1 The frequency and detail of inspections will This will be carried out by either the Movement Area
depend to some extent on the complexity of the visual Safety Unit or Airport Maintenance, depending on
aids provided. In the case of precision approach runways, l m l circumstances. These checkscan be readily
both flight checks and ground inspections of visual aids carried out by mounting a photometer in an inverted
should be more frequent and detailed than those carried box which carries wheels at its front end and can be
out onother runways. moved swiftly from fitting to fitting;
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I C A O 9337
PART*8 ** 4 8 4 1 4 3060 1 8 7 4 6 198 H

Chapter 4.- Ground check of VisualAids II
d) the visual approachslope indicator systems should be 4.5.2 These lights are used in emergency situations,
checked for accuracy and realigned if necessary; or where no other form of lighting can be used.
e) the serviceability of retro-reflective markers should
be examined and any unserviceable ones replaced;
f) all other markers should be checked; and 4.6 APPROACH LIGHTING SYSTEM
INSPECTIONS .
g) any taxi-holding position lights at side of stop bars
should be checked for serviceability. 4.6.1 Approach lighting systems should be inspected
every 24 hours. In addition they may be inspected on
request from airport operations or air traffic control.
4.4 INSPECTION PROCEDURES
4.6.2 The inspection should cover all elements of the
4.4.1 Before
commencing any
runway
lighting, approach lighting includingthe side row ked) barrettes of
inspection permission must be obtained from air trafic a precision approach Category11 and 111 lighting system.
control on R/T or, if the runway is closed, from ground
movement control. On entering the runway a positive Note. - These barrettes are also checked when switched
entry call (e.g. “checker entering for inspection”) must on in Category ZZZ conditions.
be made and on leaving the runway air traffic control
must be advised when the inspection vehicle is clear of 4.6.3 The inspecting team should inform air traffic
the runway strip. Most inspections are carried out on an control before commencingthe approach lighting system
ON/OFF basis and the above callsmust be made on each inspection,normally by telephone.Separateclearance
occasion that the inspection vehicle enters the runway. must be obtained on R/T to enter the runway strip or
runway end safety area.
4.4.2 It is essential to maintain a listening watch on
the appropriate R/T channel during any runway lighting 4.6.4 The ILSlocalizercritical/sensitive areas must
inspection. not be infringed.
If during an ON/OFF inspectionairtraffic

4.4.3 4.6.5 Air trafficcontrol should be informed whenthe
control requests the inspection team to clear the runway, check is complete in order that non-operational lighting
the vehicle must move outside the runway cleared and can be turned off.
graded area before advising air traffic
control that they are
clear. They must then remain outside the runway strip 4.6.6 Reporting. If a major failure isdiscovered
while awaitingre-entry instructions. during the inspection, airtrafficcontrol and airport
maintenance should be informed immediately by R/T.
Note.- Znspectorsshould n e w leavea runway by - ~ .. ._
entering an ZLS criticaUsensitive area. 4.6.7 Long grassor trees obscuring approach lighting
systems should be reported to airport operations.
4.4.4 All runway lighting inspections are carried out
in the direction opposite to that being used for landing or
taking off, primarily for safety reasons. Touchdownzone
lighting cannot be checkedeasily from the upwind 4.7 VISUAL APPROACH SLOPE
direction and is the subject of a separate inspection INDICATOR SYSTEM INSPECTIONS
carried out immediately followingthe main inspection.
4.1.1 Introduction
4.4.5 On final completion of a runway
lighting
inspection the team should advise air traffic control
of the 4.7.1.1 Visualapproachslopeindicator systems are
fact and the serviceability state reported. installed to indicate to landingaircraft the correct
approach slope. Annex 14 specifies the following four
types of systems:
4.5 EMERGENCY GROUND LIGHTS
VASIS
4.5.1 A stock of ground lights which have 3-BAR VASIS
interchangeable filters and can indicate green, blue, red T-VASIS
or white light should be held. PAP1
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ICAO 9337 P A R T S 8 ** q B 4 l 1 4 l b OOI18747 024 W
12 Airport Services Manual
4.7.1.2 Under certain circumstances it is possible to a) select the correct sighting stick;
use abbreviated configurations of VASIS, 3-BAR VASIS
b) place the sighting stick upon the relevant checking
and T-VASIS. These abbreviated configurations are
peg located approximately 31 m downwind from the
known respectively as AVASIS, 3-BAR AVASIS and
VASI unit, ensuring that the stick is heM vertically;
AT-VASIS.
c) align the eyes with the top ec,ged line on the green
perspex and the VASI unit. A thin pencil line of even
4.1.2 inspeciion details white light should appear below the red light;
4.7.2.1 The following inspection procedures are dl lower the eyes to the lower edged line and the pencil
common to all the visual approach slope indiator line of white light should disappear;
System:
e) any variation to c) and d) indicates that the VASI
a) the systemshould be checked foralignment at unit is out of alignment;
regular intervals. The system should also be checked
on request from operations or air traffic control, and f) any unserviseabilities should be dealt with by the
after an aircraft landing incidentlaccident; engineer accompanying the checking party; and
b) on each runway inspection a visual check is made of g) the procedures &scribed above should be repeated
the system in use to ensure serviceability; for each unit of the system.
C) before commencing alignment checks air traffic

control and telecommunications engineering must be 4.7.2.3 T-VASiSalignmentchecks T-VASIS units are
informed if entry into the ILS glide path factory-adjusted and the optical units being compact and
critical/sensitive area is required; stiff, the subsequent chexk on beam angles is only
confirmatory. The unit should be levelled laterally and
d) checking at night and in bad visibility should be longitudinally and then checked pxiodically. To achieve a
avoided if at all possible; sharp signal and maximum system range, it is essential
aligament checks should be carried out with the that the mwt intense sector of the lamp be utilized This
system set at 30 per cent intensity; can be achieved by means of a target which is temporarily
installed at the front of the light unit 50 that each lamp
during the system check the vehicle must remain can be correctly aimed by adjustments in azimuth and
clear of the strip and onemember of the team must elevation.
remain in the vehicle monitoring the R/T while the
checking team proceeds on foot to the system
location; 4.7.2.4 PAPI alignment checks. The PAPI units are
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optically Set in the factory and all that is required is the
if the system is located within the ILS gii&
setting of the unitto the required approach angie. In some
path critical/sensitive area, the vehicle must be
cases there may be a levelling device which is
parked outside, and upwind of, the glide path
incorporated into the unit. In other cases a clinometer
critical/sensitive area boundary. The checking p a r t y
should be utilized to ensure that the desired angk is
must proceed on foot to the runway edge, remaining
achieved.
clear of the ILS glide path critical/sensitive area,
then turn and walk along the grass adjawnt to the
runway edge to the system, leaving by the same
route; 4.7.3 Reporting
h) a previous arrangement shouldbe made between the 4.7.3.1 V A S E When the VASIS has an
lookout and the checking party to agree on a signal unserviceability or when units have to be unplugged the
should it become necessary for them to clear rapidly following standards apply:
(e.g. portable radio); and;
- Failure of one lamp in
oneunit - UNIT
care must be taken not to obstruct the front of the SERVICEABLE.
system when aircraft are on final approach to land.
- Failure of two lamps in one unit - UNIT
UNSERVICEABLE.
4.1.2.2 VASIS and M A R VASIS alignment checks.
The alignment checks of these systemsshould be carried - Notmore than two units of a12-unit system
out as follows: -
unserviceabte SYSTEM REMAINS IN USE.

Chapter 4.- Ground Check of VisuaI Aids 13
- More than two units aof 12-unit system In the case of 3-BAR AVASISthe standards are thesame
unserviceable onone side -
REMAINDER OF as for AVASIS.
THAT SIDE UNPLUGGED AND THE OTHER
SIDE USED AS AN AVASIS. 4.7.3.4 T-VASZS. In
the case of
T-VASIS the
- More than one unit unserviceable on the remaining
following applies:
-
side SYSTEM UNSERVICEABLE. - Failure of more than two lamps out of four of the day
-
lamps UNIT UNSERVICEABLE.
4.7.3.2 In the case of AVASIS the following applies: - Failure of one or more of the two night lamps -
UNIT UNSERVICEABLE.
- Failure of one lamp in
one unit - UNIT
SERVICEABLE.
- Failure of
two lamps in one unit - UNIT 4.7.3.5 The system shall be regarded as having failed
UNSERVICEABLE. when the following failures occur in units:
- Single sided system - Two out of eight reference right units.
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- More than one unit unserviceable - SYSTEM - One out of six fly-up light units.
UNSERVICEABLE
- One out of six fly-down light units.
- Two sided system
4.7.3.6 In the event that more failures occur than
- More than one unit of system unserviceable on
described above, provided that they are on thesame side
one side - REMAINDER OF THAT SIDE
UNPLUGGED AND OTHER SIDE USED. of the runway, the failed side may be withdrawn from
service and remaining side used as anAT-VASIS. In that
- One or more of the remaining side unserviceable event no further unit failures can be tolerated.
-SYSTEM UNSERVICEABLE.
4.7.3.7 PAPZ. Inthe case of PAPI the following
applies:
4.7.3.3 3-BAR VASZS. When the 3-BARVASIS has
an unserviceability or when units have to be unplugged - Failure of more than one lamp in each unit - UNIT
the following standards apply: UNSERVICEABLE.
- Failure of one lamp in one
unit - UNIT - Failure of any one unit - SYSTEM
SERVICEABLE. UNSERVICEABLE.
- Failure of two lamps in one unit - UNIT
4.7.3.8If PAPI isprovided on both sides of the
UNSERVICEABLE.
runway, failure ofalight unit in a symmetrical PAPI
- Not more than three units of an 18-unit system system may be tolerated by switching off completelythe
-
Unserviceable SYSTEM REMAINS IN USE. failed side, leaving PAPI operating only on
the
serviceable side of the runway.
- More than three units of an 18-unit system
unserviceable onone side - REMAINDER OF
4.7.3.9 Long grass obstructing light units should also
THAT SIDE UNPLUGGED AND THE OTHER
be reported.
SIDE USED AS A 3-BAR AVASIS.
- More than one unit unserviceable on the remaining 4.7.4 Further guidance on the subject is included in
-
side SYSTEM UNSERVICEABLE. the Aerodrome Design Manual, Part 4 - Visual Aids.

I C A O 9137 PART*KB ** Y84L4hb OOS8749 9 T 7 M
Chapter 5
Flight Checks of Visual. Aids
5.1 GENERAL 5.3 APPROACH m D RUNWAY

LIGHTING SYSTEMS
5.1.1 Flight checking of visual aids is very important
and arrangements for flight checking will be made at -
Note. For simplici@ in presentation the folrowing is witten
designated intervals. Airport operations staff should take in a series of logical steps, bur persons with in-flight
part in these inspections. wgwrience may wish to combine these steps in a reduced
number of approaches.
5.1.2 Approach lighting systems, approach side row
(red)barrettes where fitted, visual approach slope 5.3.1 Approach lighting p a m n
indicator systems, threshold lights, touchdown zone
lights, runway edge lights and runway centre line lights 5.3.1.1 Carry out a normal a p p m h fromabout
will be checked for failures and alignment. The visual 6-8 km starting with all elements of thc approach lighting
approach slope indicator systems will be checked for system excluding side row barrettes h d ) at the
compatibility with the non-visual approach system. The maximum brilliancy setting. Check that a uniform pattern
brilliancy control system will be exercised. Taxiway is presented to an aircraft on the n o m 1 approach path.
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lighting and stop bars will be checked on those routes in Variations should be madeabout the approach path.
use at thetime of the flight check. Further information on Small variations in elevation and azimuth should not
flight checking of visual approach slope indicator system produce any noticeable change in the intensity of the
is contained in the Aerodrome Design Manual. Part 4 - lights. Large variations will pro* a progressive
Visual Aids. reduction in intensity as the aircraft leaves the area of
primary cover of the lights. These changes in intensity
should t>e substantially the same for aU lights. Ragged
changes are normally attributable to incorrect setting
5.2 FLIGHT CHECKS AFTER angles of individual units, and a note of these lights
MAJOR MAINTENANCE should be made for subsequent checking on the ground.
5.2.1 After major maintenance or developments 5.3.1.2 During the approach, call for progressive
affecting operational facilities within the movement area, reductions in brilliancy down to the minimum setting.
special flight checks will be arranged as necessary. Check thatall lightsrespond correctly and simultaneously
to the setting changes. With the lights set at a suitable
5.2.2 Daylight visual aids checks. At least o m pcr brilliancy setting (the lowest at which the individual lights
year checks should be carried out in daylight to inspect are discernible in the oonditions is normally best), check
surface markings, VASIS for range and h a m spread and that all the individual light8 are illuminated. Note and
the balance of the runway and approach lighting system at record all failures.
maximum brilliancy.
5.3.2 Approach side row (red) bamnes
5.2.3 New installations. Before any new installations (when installed)
are brought into use or when there have been substantial
changes to existing installations, a flight check should be 5.3.2.1 Repeatchecks 1 and 2 above for side row
arranged. barrettes (red) of the approach lighting system.
I4

I C A O 9337 P A R T * 8 *X 4 8 4 1 t l L b 0038750 b 3 9

Chapter 5.- Flight Check of VisualAids 15
0 5.3.2.2 Repeat with all the elements of the approach

lighting systems including the side row barrettes (red).
5.3.5 Touchdownzonelights
5.3.5.1 Repeat checks 5.3.3.1 and 5.3.3.3 above for
5.3.3 Runway edge, threshold and end lights touchdown zone lights.
5.3.3.1 With edge, threshold and end lights at

maximum brilliancy,check that a uniform pattern is 5.3.6 Complete check of approach and
presented to an aircraft taking off, landing and runway lighting systems
overshooting. Check that there is a progressive reduction
5.3.6.1 With the approach Cicluding side row red
in the intensity as the aircraft leaves the area of primary
barrettes where installed) and runway lighting systems
cover of the lights. set at the brilliancy levels appropriate to the conditions
carry out a normal approach.Check that a balanced
5.3.3.2 From the downwind leg, check that all omni- lighting system is presented to the pilot. Callfor brilliancy
directionalrunway edge lights are visible and clearly
adjustments appropriate to other conditions and check
defiie the runway edges. that balance is maintained.
5.3.3.3 During a normal~approach,and starting with 5.3.6.2 Repeat the above check with the addition of
the runway lights at maximum intensity, call for
side row barrettes of the approach lighting systems and
progressive reductions in the light intensities down to the
touchdown zone lights.
minimum setting. Check that all lights respond correctly
and simultaneously to the setting changes. At a low
brilliancy setting carry out a low overshoot and check for
any light failures.
5.4 LOCATION/IDENTIFICATION BEACON
5.3.4 Runway centrelinelights
5.4.1 Check that the beacon is clearlydiscernible at a
5.3.4.1 Repeat checks 5.3.3.1 and 5.3.3.3 above for range appropriateto the conditions, andthat
the
the runway centre line lights. coding/flash rate is correct.
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Chapter 6
Adverse Weather Conditions
6.1 INTRODUCTION 6.3.2 The airport operations

supervisor should
arrange for regular inspections of movement area paved
6.1.1 Adverseweatherconditionsrequiring special surfaces and monitoring of ice warning system, where
actioz by the airportoperator are snow, fog,strong winds, fitted.
frost, ice and freezing rain.
6.1.2 It is essential that a communications net be 6.3.3 The airport operationssupervisor should
established so that messages from the Meteorological arrange for asmany frictiontest device runs as necessary
Office giving adequate warning of
all the above to be made in order to present an accurate indication of
meteorological phenomena are passed to operations, air runway friction characteristics relative to the changing
traffic control and the airlines. weather conditions. It is important that a run bc done
immediately following the application of anti-icingfluid,
as in some circumstances this may result in an initial
serious reduction of surface friction. For further
6.2 GENERAL guidancee,see the Airport Services iUanual, Part 2 -
Pavement Surface Conditions,Chapter 3.
6.2.1 During adverse weather, airport operations will
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advise air traffic control of relevant surface conditions 6.3.4 Airport operations and air traffic controlshould
and should carry out such various checksthat the weather be kept up to date regarding any significant changesin the
may dictate. surface friction situation.
6.2.2 Adverse weather weather can be divided into
seven groups: 6.3.5 Airport operations should commence any
necessary anti-ice precautions, after cosrdination with
a) ice - temperaturesbelow 0°C; air traffic control.
b) frost;
c) freezingrain; 6.3.6 Solid and liquidchemicals may beused to
combat ice formation on runways, taxiways and aprons.
d) strong winds;
e) rain - giving reduced runway friction; 6.3.6.1 Urea anti-icing pellets can be dispensed from
a special vehicle. Anti-icing fluids can be dispensed from
f) fog or low visibility; and a large capacity de-icing vehicle or trailers with a boom.
g) snow. (See the Airport Services Manual, Part 2, Chapter 7.)
6.3.6.2 Grit/sand, graded in accordancewith the

material found in the Airport Sem'm Manual, Part 2,
6.3 ICE, FROST AND FREEZING RAIN Chapter 7 may be used as a last m o r t to overcome icy
conditions. In general, the use of grit on the runway
6.3.1 When ice, frost or freezing rain warnings are shouId be avoidtd owing to the possibk adverse effect on
received, airport operations should respond by ensuring turbo prop and jet engines operating at high power.It may
the serviceabiIity of frictiontest devices, and ice warning also havean adverse effect on the porous friction course,
systems. when provided.

I C A O 9137 P A R T * & ** m 484141b 0018752 491

chapter 6.- Adverse Weather Conditions 17
0 6.3.6.3 Salt should notbe used for de-icing/anti-icing

purposes on the movement area other than as a mixture
6.6 FOG OR LOW VISIBILITY
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of 5 per cent salt, 95 per cent grit for treating runway edge 6.6.1 During conditions oflow visibility,normally
drains. Extreme care is to.be used during its application to caused by fog, special procedures will be required to en-
avoid any possible corrosion risk to aircraft. sure that vehicles or workers on foot do not inadvertently
lose their way and enter active runways or taxiways. In
such conditions the time available for aircraft and
6.4 STRONG WINDS possibIy vehicles totake evasive action will betoo short to
avoid an accident.
6.4.1 A method of disseminating strong wind
warnings to airlines, airport operations and handling
6.6.2 The visibility at which special procedures will
agents should be implemented.
becomenecessarymayvary from airport to airport.
6.4.2 Airport operations should arrange for checks to (Category 111 operations will require special procedures
be made ofwork in progress to ensure markers and but so may Category I1 operations.) Regardless of the
equipment are secure. visibility at which an airport decides lowvisibility
procedures are required, a slightly higher visibilityshould
be selected at which, during a time of failing
_ _ visibility,the
6.4.3 Airport operations should arrange for airside ~~
call to implement lowvisibilityprocedureswould be

patrols to be carried out to collect blowing objects and
given. Once low visibility procedures have been
warn air traffic control and operations regarding objects
implemented theyshould remain in force until there is a
that cannot be retrieved and are blown onto operational
clear trend of improving visibility. Againa slightly higher
areas. visibility should be selected at which to terminate low
visibility procedures.
6.4.4 The safeguardingof light aircraft should be the
responsibility of the owner. Operational staff should be
a aware of the effect of high winds on such aircraft, and 6.6.3 It should be remembered that in addition to
take positive steps to turn aircraft into the wind and to procedures,special airport facilities are required for
assist in tying them down. Category IIAII operations. For example, the runway
approachlighting,taxiwaylights and secondary power
6.4.5 The safeguardingof aircraft ground equipment supplies have to conform to Category IIAII standards
should be the responsibility of the owner but a careful as laiddown in Annex 14. The ILS must beup to
watch should be maintained by airport operations and Category II/III requirements as laid down in Annex 10,
adequate warningspassedtoallairline and handling Volume I, Part I, Chapter 3, and the runway must be
agencies. protected by an obstacle-free zone as specified in
Annex 14.
6.5 RAIN
6.6.4 Low visibility procedures
6.5.1 There is an operational need for information on
6.6.4.1 When low visibility operations are likely and
runways which may become slippery when wet. To this at a pre-agreedvisibilitycondition,airtraffic control
end there is a need to measure periodically the friction should notify airport operations and Category II/III
characteristicsof a wet runwaysurface to ensure that they
airport surface security checks should commence.
do not fall below an agreed level (see Chapter 7). Details Aircraft opsrators should be notified immediatelyprior to
of methods for measuring and expressing friction
low visibility procedures actually beginning.
characteristicsof a wet runwaycan be found in Annex 14,
Chapter 2 and Appendix A; and the Airport Services
Manual, Part 2, Chapter 3. 6.6.4.2 Airport operations should respond to the
initial call from air traffic control by arranging for the
6.5.2 Standing water checksshould be carried out on tasks detailed below, as appropriate, to be carried out:
request from air traffic control or airport operations. A
a) adviseairportsecurity so that airsideaccess for
verbal assessment for the centre half of the width of the
vehicles and personnel is restricted;
runwayis required (see Annex 14, Chapter 2). On
completion of the check the results should be passed to b) prohibited areas are closed off by lighting, portableor
air traffic control and recorded for reference purposes. switched;

ICAO 9337 P A R T * € ! ** 4 8 4 S 4 5 b 0038753 328
18 Airport Senices Mama1
c) ensure that all contractors working in manoeuvring the AIP. The method of operation and utilization of the
area evacuate the area, and leave the site marked and equipment is given in detail in the Airport Snow Plan.
secure;
6.7.2 The Airport Snow Plan must clearly define the
d) check that any lights provided to indicate the I L S
following:
sensitive area are switched on and working;
the Snow Committee members and the person in
e) notify the following,advising them the “Category
charge of the s n o w clearance operation,with a chain
..... operations on the appropriate runway are being of command giving a break- in duties;
conducted”:
- Airport rescue and fae fighting service methods of communication between operations, air
- Security control staff traffic control,and the Meteorological Office;
- Apron management staff the equipment avaiiable for snow clearance.. This
- Senior operations management; and should include equipment for ploughing, sweeping
f) advise ATC when the checks are completed and and blowing snow. Assistance on types of equipment
safeguarding complete. can be found in the Airporl Services Manual, Part 2;
priority ofsurfaces to be cleared, and clearance limits
6.6.4.3 Once all controlled 8cces9es have been closed for aircraft using the airport Get Part 2, Chapter 7);
by airside security, operations may have to arrange leader colkction of information for SNOWTAM and
vehicles to supervise taxiway crossings to remote stands, dissemination of this information as described in
fuel farms, etc., for any essential vehicks. Part 2, Chapter 6;
the use of friction test devices and associated ice
6.6.4.4 Perimeter security should notify operations detection systems and other “specialist” aids,
of any unauthorized vehicle orpersons seen entering the
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together with tables of friction c o e f f i t (details can
manoeuvring area, and a team should be dispatched to be found in Part 2, Chapter 3);
investigate and keep air tra!Xc control and senior
operations management informed. nominated snow dumping or melting areas to avoid
confusion during the actual clearance operations;
6.6.4.5 When advised by the air traffic control that an alerting system in order that s u f f i i n t warning be
Category II/III conditiom are cancelled, operations given to all W e s concerned;
should ensure that the actionsdetailed in previous
paragraphs are positively restored and previously notifkd the manpower available,including staff for
personnel are re-advised. equipment maintenance arrangements for shifts, and
call out procedures;
deployment of equipment and tactical approaches to
6.7 SNOW be used; and
general principles to be followed in deciding when to
6.7.1 A snow plan for the airport must be published close runwaysfor snow clearance and designation of
and available to all concerned in snow clearance.Details management personnel authorized to make the
of the equipment available at the airport are contained in decision.

Chapter 7
Measurement of Surface Friction
7.1 INTRODUCTION b) who undertakes the measurement;

C) the circumstances
leading to the need for
7.1.1 Two separate circumstances of surface friction
measurement - including an after-accident report
need to be considered in order to fulfil the requirement to
when runway conditions may be a factor;
provide information on the condition of runwaysto
arriving and departing aircraft. d) operation of the equipment and calculation of the
results;
7.1.1.1 Wet runway. Information that a runwayor
portionthereof is slipperywhenwet shall be made e) onward transmission of the results (ATC,
SNOWTAM, NOTAM);
available.
testing and calibration of the equipment;
7.1.1.2 Runway contaminated with
snow or ice.
storage and servicing of the equipment;
Whenever a runway is affected by snow or ice the braking
action should be measured. training ofoperatives;
record keeping.
7.1.2 The concept of wetrunway measurement is
based on periodic checks to ensure that the friction level
of a runway does not 'fallbelowspecified minimum
values. This is therefore an infrequent task. 7.4 RECORD KEEPING
Measurement under conditions of snow and ice,
however, requires frequent checks in order tokeep 7.4.1 In viewof the need tomaintainrunway
information up to date. surfaces so that theyprovide adequate friction,it is
important that records of wetfriction assessment be kept.
This permits the airport operator to monitor the surface
7.2 PROCEDURES conditions and undertake remedialaction - such as
rubber removal - in good time.
7.2.1 Full details on the method of undertaking and
expressing friction values using different types of
equipment are specified in Annex 14, Attachment B, and
7.5 MAINTENANCE OF RUNWAYS
the Airport Services Manual, Part 2.
7.5.1 With time, a progressivereduction in the
measured coefficient of
friction
(wet) will occur.
7.3 ADMINISTRATION
Corrective action will thus need to be taken when the
measured coefficient of friction (wet)of a runway or part
7.3.1 Whatever the typeof equipment deployed by
of a runway falls below a specified level.
an airport authority for the purposes of friction
measurement, it is important that written instructions are
7.5.2 Among the factors which can result in a
provided for the guidance of personnel. The following
reduction inthe measured coefficient of friction (wet) are
topics should be covered:
rubber deposits. Information on the methods which can
0 a) who initiates the requirements for a measurement
(air traffic control, airport operator, pilots);
be used to remove rubber are given in the Airport Services
Manual, Part 2, Chapter 8.
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Chapter 8
Control of Work in Progress on the Movement Area
and Precautions to be Taken
8.1 CONTROL 3) the R/T procedures to be used;

4) the safety precautions to be observed, the
8.1.1 The Airport Operations Section is responsible
maintenance of a listening watch and the use of
for co-ordinating work on the movement area and for
looksuts; and
dictating the safety requirements. Further guidance is
contained in the Airport ServicesManual, Part 6 Control - 5 ) the reporting procedure to be followed on
of Obstacles, Chapter 3. completion of work.
8.2 ROUTINE MAINTENANCE 8.3.2 At the conclusion ofwork, airport operations

staff, or other appropriate staff, should inspect the
8.2.1 Persons, or sections specially authorized in working area to e m that it has been left in a
writing by airport operations, may enter active parts of the satisfactory condition.
movement area subject to clearance from airtraffic
control or by the separate unit in chargeof apron
management services as appropriate by R/Tor telephone 8.4 MAJOR CONSTRUCTION/
for routine tasks such as light maintenance, grass cutting, MAINTENANCE WORK
etc. Individuals carrying out such duties must comply
with local rules concerning the control of vehicleson the 8.4.1 Liaison machinery. &fore the commencement
manoeuvring area. of any substantial work on the movement area, liaison
machinery comprising representatives from the Airport
8.3 MINOR CONSTRUCTION/ Operations Department. Air Traffic Control, Airport
MAINTENANCE WORK Maintenance Department, and contractors’agents should
be established. The group should meet as often as
8.3.1 For minor work on active parts of the considered necessary to review progrea and consider the
movement area a system of work permits should be need for any change in workingpractices to meet
established. The actual system employed at each airport operational requirements.
should be jointly agreed between airport management and
air traffic control.The objectives ofthe work permit are to 8.4.2 lsolation of work area. As far as is practicable
ensure that: working areas should k blocked off from the active parts
a) no work takes place on the active movement area of the movement area by the erection of physicalbarriers.
This is to both warn pilots and preclude work vehicles
without the knowledge ofairport operations staff and
air traffic control; inadvertently straying onto the movement area. Any
barriers must be marked for day use and adequately lit by
b) permitted times of work are strictly followed; and night. The lights of taxiways leading into working areas
c) all individuals taking part in the work are briefed in must be permanently “off+’.Guidance on the marking of
detail on the following: unserviceable areas is contained in Annex 14, Chapter 7.
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1) precise areas in which work may be done; 8.4.3 General working rules. Before work commences
2) the routes to befollowed to and fromthe
agreement should be established on:
working area; a) the hours ofwork;
20
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I C A O 9337 P A R T M B t t = 4B4b43b 001875b 037 =
Part 8.- Airport OperationalServices
chapter 8.- Confrol of Work in Progress on the
Movement Area and Precautions to be Taken 21
b) theauthorized routes - preferably these should be 8.4.5 Paved area cleanliness. Where contractors work
markedwithcontractor’ssigns. At criticalpoints on or traverse aircraft pavement areas, these areas should
controls should be established. Where there is real be thoroughly inspectedbefore they are opened again for
risk of conflict betweenaircraft and vehicles, control aircraft use, with particular attention to the presence of
points should be manned. At less criticalpoints debris and the general cleanliness of the surface. Where
controls may be effected by lights or warning signs; aircraft are constantly using areas open to contractors,
inspection should be carried out at frequent intervals to
the communications facilities to beused.Where
ensure that the contractor has carried out any necessary
direct control of vehicles is required each vehicle
cleaning.
should either have R/T or be escorted by a suitably
equipped vehicle. In some circumstances it may be
8.4.6 Marking and
lighting. Adequate marking
sufficient to have direct communications with
control points by R/T or by direct telephone lines to arrangements should be insisted on for crane jibs when
extra conspicuity is considered desirable. If work is of
air traffic control;
prolonged duration a constant watch should be
the permitted heights of vehicles and equipment and maintained to ensure that the marking and lighting of
the limitations to be placed on .operating heights of obstacles and unserviceable areas does not degradebelow
crane jibs; and acceptablelimits. This is particularly important with
marking and lightingarrangements to indicate a displaced
any limitation tobe placed on use of electrical
threshold.
equipment whichmight cause interference with - . .~
navigational facilitiesor aircraft communications.

8.4.1 meet on operations limits. The effect of tall
cranes on ILS and radar will need to be considered in
8.4.4 W e @ .Contractors should be warned in writing conjunction withthose responsible for electronic landing
of possible hazards to personnel working on airports, in aids and steps taken to reduce limitations to the
particular the jet blastproblem and noise. Where minimum. Construction equipment may have adverse
necessary, contractors should be briefed to provide look- effects on obstacle clearancelimits and dominant obstacle
out men. A distinctive jacket must be worn at all times. allowances and these should be considered and the
This can be of the waistcoat variety coloured day-glow appropriate authorities consulted when working
red, reflective orange, or reflective yellow. arrangements are being planned.
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Chapter 9
Bird Hazard Reduction
9.1 INTRODUCTION e) Liaison between the airportoperator and other

parties;
9.1.1 The appropriate authority must take such d) arranging for the service3 of a wildlife biologist;
action as is necessary to demase the number of birds
constituting a hazard to aircraft operations by adopting e) training of operators;
measures for discouraging their presence on or in thc f) co-ordinating the activities of pusonnel concerned;
vicinity of an airport (Annex 14, 9.5).
g) oosrdinating the supply of bird-scating materials;
9.1.2 Guidance on the method to be adopted to
h) warning pilots through air traflii control d the
assess the bird hazard and the organization mmssary to presence of bird concentrations;
dealwithit,together with the methods which can be
employed, and procedures for reporting bird strikes are i) supervision of the reporting of bird strikes in
detailed in the Airporr services Manuah Part 3 Bird - accordance with ~ ~ a t iprocedures;
o~l
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Control and Reduction. j) preparation of standing insau~tions;and

k) supervision of the maintenance of a comprehensive
9.2 ORGANIZATION bird oontml log.
9.2.1 The correct assessment of the problem will

indicate the scale of resources which require to be
deployed to reduce the hazard. At the very least, at a 9.3 CONCLUSION
minor airport, this will entail an alertness to the hazard
and an arrangement to convey informationto the pilot. At 9.3.1 The effort to be devoted to bird control will be
the other extreme, at major aitports, there will need to t~ related to the resources whichc 8 ~ reasonably
1 be provided
a co-ordinated organizationwith clearly definedfunctions at individual airports and will take acmunt of the extent
and comprehensive equipment. to which a local hazard has been identified.
9.2.2 Whatever the scale of organization adopted, a 9.3.2 Bird dispersal arrangements must, however,
senior member of staff should be made responsible for cover all hours of operation of the airport, including night
the following functions as far as they are applicable: hours.
a) the collection and recording of information on bird
concentrations and movement patterns; 9.3.3 Where bird dispersal techniques are employed
b) an appraisal of the bird strike rate and an assessment it is essential to realize that persistence is neceSSary in
of the local risk; many cases to achieve the degree of control required.

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Chapter 10
Apron Management and Apron Safety .
10.1 INTRODUCTION arrival

times,
landings and take-offs. The apron
management unit may also providea marshalling service
10.1.1 The Air Traffic Control Service at an and a leader van service.
aerodrome extends throughout the manoeuvring area,
but nospecific instructions relating to such a service 10.2.3 The unit staff will be responsible for the
cover the apron. Therefore an apron management service maintenance
discipline
of and compliancewith
is required to regulate the activities and themovement of regulationsrelatingto the control ofvehicles, as laid
aircraft and vehicles on the apron (Annex 14, 9.6). down by the Airport Authority or operating company.
10.1.2 There are a variety of different approaches to

apron management service which have been developed
and which can, depending on the particular condition, 10.3 MANAGEMENT BY AERODROME
accommodate the requirements of the aerodrome. AUTHORITY OR OPERATING COMPANY
10.3.1 Some aerodromes have found that a preferred

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

I C A O 9137 PART*€! ** 4 8 4 1 4 5 b 00bB759 B4b W
all items of vital importance to both ATS and the 10.5.3 Marshalling service
Aerodrome Authority. The operational efficiency and
safety of whichever system is adopted, depends very 10.5.3.1 An airport mashalling service should be
largely upon this close co-operation. provided where self-help guidance systems do not exist or
are unserviceable and where guidancc to aircraft parking
is required to avoid a safety hazard or to make the most
efkicnt use of available parking space. Proper training
10.5 APRON MANAGEMENT FUNCTIONS arrangements should exist for mar&aUers and only those
who have demonstrated satisfactcn'y competence should
10.5.1 AircrqF stand allocation be permitted to marshal aircraft. Where airport
marshalling is provided, comprehensive instructions
10.5.1.1 Overall
responsibility for aircraft stand should be written for marshallen including:
allocation should be retained by the airport operator
although for operational convenience and efficiencya a) the absolute necessity for using only authorized
system of preferred user stands may be established. signals. (Copies of these should be displayed at
Instructions should clearly state which stands may be suitable points);
used by which aircraft or groups of aircraft. Where b) theneedtoensurtthatthestandtobeusedisclear
considered desirable, a prefetred order of use of stands of fixed and mobile obtructiom;
should be laid down.Apron control staff should be given
clearguidance on the stand occupancy times to be c) the circumstances in which sin&? man marshalling
permitted and the steps to be taken to achieve compliance may be wtd and the occasions when assistana of
with the rules. wingtip men should be employ* and
d) the action to be taken in the event of aircraft damage
10.5.2 Aircrqft parkingldocking occurring during mars-.
guidance wstem
A distinctivejacket must be worn at all times. his can be
10.5.2.1 The apron guidance system provided will of the waistcoat variety d o u r e d day-glow red, reflective
depend upon the accuracy of parking required and the orange, or reflective yellow. A badly executed aircraft
type of aircraft operating. The simplest form of stand manoeuvre could kad to the need for use of excessive
guidance where preciseaccuracy is not required will engine power for cOrrtctive action, with consequent risk
comprise stand identification and centre line paint of injury or damage from blast. If ~lecessary,aircraft in
markings withan arrow to indicate the position in which these situations should be signalled to close down engines
the aircraft should be brought to rest. This system will be and re-positioning carried out by tractor.
suitable for nose-in parking where the aircraft docs not
have to mate with a loading bridge and hydrant refuelling
is not in use. Paint markings must be maintained in a 10.5.4 M r wn m i c e
cleancondition to ensure maximum visibility. Where 10.5.4.1 At airports where ground guidance (follow-
frequent night movements take place centre line paint me) vehicles are in use, local orders should ensure that
markings will be supplemented by centre line lighting. drivers are suitably trained in R/T procedures, visual
These will comprise omni-directional fittings with a signals. taxiing speeds and the correct aircraft/vehicle
yellow filter. Switching for stand centre line lighting will
Spacings.
either be locally controlled or at the centralized apron
controlroom. Stand centre line lighting should be
inspected weekly to ensure replacement of lamp failures
where necessary. Where a nose-in stand is equipped with 10.6 APRON SAF'ETY
a loading bridge, precision parking is required to mate
aircraft with the loading bridge. In such cases, a visual 10.6.1 Blastprecautiom
dockingguidance system will be used. For further
guidance on such systems see the Aerodrome Design 10.6.1.1 All apron users should be made aware of the
Manual, Part 4, Chapter 8. Should these systems be hazards arising from jet effluxes and propeller
unserviceable it will be necessary either to marshal slipstreams. Where mcessuy apron design will have
aircraft onto stands where loading bridges are provided, incorporated blast f e n a s and the best use must be made
or to park aircraft short of the loading bridge to ensure of these to protect equipment. All vehicles and wheeled
safety clearances are maintained. equipment must be left properly braked and, where
~ ~ -
~ -~ i ~ _ _ ~
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I C A O 9137 P A R T * & ** 4841436 0018760 568
Parr 8.- Airport Operational Services

Chapfer 10.- Apron Management
Safevand Apron 25
appropriate, on jacks to minimize the risk of movement on precautionary measures to be takenwhilefuelling
whensubjectedto jet blast or propeller slipstream. operations are carried out iscontained in the Airport
Particular care must be exercised with apron equipment Services Manual, Part 1 - Rescue and Fire Fighting.
having a large flat side surface area. Litter or rubbish can
constitute a risk when acted on by blast and it is thus 10.6.3 Apronsweeping
necessary
to ensurethat aprons are kept clean.
Responsibility for the marshalling of passengers across 10.6.3.1 The cleanlinessofpavedareas is vital to
aprons rests with the airline or its agent. However,airport prevent foreign object damage (FOD) to the engines of
staff should be aware of the risk to passengerson aprons taxiiig aircraft. A regular programmeshould be instituted
from jet blast and should be prepared to give warning for the mechanical sweeping of aprons and taxiways so
where this seems necessary. that in a given period of time all the operational paved
areas where aircraft taxi or park will have been swept. In
10.6.2 Aircrqff refuelling addition, sweeping should be available “on request” to
deal with those areas on which loose material has
10.6.2.1 Airlines and fuel companies are responsible accumulated since the last regular sweeping and which
for the observance ofsafety pfocedures during the represent a hazard to aircraft. It is unlikelythat there will
fuelling of aircraft.All personnel working on aprons be any requirement to sweep the runway on a regular
should, however, be madeawareof the majorsafety basis unless the aitfield is located in a dusty or sandy area.
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precautions and should report any apparent breach to the

person in charge of the fuelling operations, the fuelling 10.6.4 Aproncleaning
overseer. The main points to be observed are:
10.6.4.1 At regular intervals, aircraft stands should
a) no smoking or naked lights within the fuelling zone;
be withdrawn from service and scrubbed with a chemical
b) auxiliary power units and ground power units shall solvent to remove oil, grease and rubber marks. This is
not be started during the fuelling operation; also required priortorepainting stand markings. The
solvent may be applied from a bowser using spraybooms
c) a clear exit path maintained to and from the aircraft
and the stand is then scrubbed using a mechanical rotary
to allow the quick removalof fuelling equipment and
brush. It is important that the stand being scrubbed
persons in a n emergency;
should not be used by aircraft during the scrubbing
d) aircraft and supply sources shall be correctly bonded operation.
and the correct earthing procedures employed;
e) fire extinguishers of a suitable type should be readily
available; and 10.7 DIVERSIONS
f) fuel spillage should be immediately brought to the
10.7.1 Contigency arrangements should be made at
attention of the fuelling overseer. Detailed
each airport to deal with the possibilityof apron
instructions should be laid downfor dealing withfuel
congestion due to a large influx of diverted aircraft. These
spillage.
arrangements should include the setting up of a liaison
When necessary, aircraft fuelling companies should be committee ofallparties concerned to enable quick
given instructions with respect to the acceptable decisions to be made. Warning arrangements should be
positioning of vehicles relative to the aircraft to ensure made to alert operators to any approaching saturation of
that taxiing clearance limits are not infringed. Guidance apron or terminal facilities.

Chapter 11
Control of Ground Noise
11.1 INTRODUCTION e) sound insulation of propertya d p i the airport, or

the purchase of such property.
11.1.1 Ground noise can be a Severenuisance to
residents in the vicinity ofan airport, particularly at night.,
as well as to passengers and airport employees. If the 11.1.6 Methods of alleviatingthe disturbance caused
nuisance remains uncheckedit can lead to a total ban on try ground noisc are outlined in 11.2 to 11.6.
operations by way of curfew or to the lesser restriction of
air services. 11.1.7 Regardless of the legal responsibility. the
airport operator wil seek to live m harmony with
communitiesadjoining the airport, and to take such
11.1.2 The limitation of aircraft airborne noise by
certification alsoleads to an improvement in the ground action as is justifiid to maintain a balance of interests
between thosecommunitiw and the needs of the airport.
noise situation, but the regulation of groundnoise is not
amenable to international standards and local action is
often necessary to contain the problem.
11.2 BEVEmE THRUST

11-1.23 The responsibility for control of the noise
from aircraft will be determined by national legislation.
11.2.1 The use of reverse thrust after landing
At one extreme the airportoperator may have no
improvessafety margins by providing a retardation
responsibility, and at the other total responsibility.
largely independent of runway surface conditions. Its use
also inmases runway capacity. The full value of reverse
thrust however is only realized at high engine thrust and
11.1.4 The problem is divided between: this surgc of power, particularly during the evening and
a) airnoise; and night, or in a periodwhen there are no takeoffs
dominating the noise environment, may create a noise
b) groundnoise. problem.
11.1.5 Measures to minimize air noise include: 11.2.2 Because of the safety consi&ratlons it is not
possible to ban the use of this technique. In practice,
a) use of quieter aircraft to Standards laid down by
however, it is often possible to balance the safety aspect
national or international noise cxrtif1cation
in terms of the actual runway length available rather than
procedures;
in terms of a shorter length required by an aircraft
b) operating procedures designed to reduce t h e noise on operating near to itslimitsofperformancecapability.
the ground. These maybe enforced by a noise Consequently, on long runways the selectionofidle
monitoring system; rather than full reverse thrust will significantlyreduce the
noise.whilst ensuring that the system is immediatcb
c) operating restrictions to regulate the type of aircraft
available in case an emergency develops. It is therefore
permitted, the numkrs allowed and the hours of
airport operation; quite proper for an airport to request that aircraft
operators restrict the use of reverse thrust whenever
d) land-useplanning; and safety considerations permit.
26
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-~
ICAO 9337 PART*& ** W 4Bq3416 0038762 330 W
Part 8.- Airport Operational Seruices

Chapter 11.- Control of Ground Noise 27
11.3 AUXILIARY POWER UNITS 11.6.2 At airports with local communities and where
regular engine maintenance takes place, it is normal to
11.3.1 The auxiliary power unit (APU) provides install some form of suppressor appropriate to the type of
electric power independent of the airport for certain aircraft involved. These can achievea reduction of up to
aircraft services when the main engines are not running. 30 dB, although the improvement is usually less.
Its use is required during certain maintenance processes Whatever type of suppressor is provided they are
as well as before and after flight. expensive installations and their construction can
normally be justified only at engineering base airport.
11.3.2 The noise problem created by APUs is
confined principally to airport workers and passengers in
the apron area but, particularly at night, may also lead to 11.6.3 Restriction ongroundruns. At airports where
complaints from neighbouring communities. noise suppression equipment is not available, it is still
possible to limit the noise nuisancefrom ground running
11.3.3 According to the extent of the nuisance an
by controlling the location on the airport where it takes
airport authority may choose torestrict the length of time
place, its duration and type of run-up and the times when
that APUs are permitted to run after an aircraft arrives on it is permitted.
the stand and prior to its departure. In extreme cases, it
may be necessary to forbidthe use of APUs altogether at
sensitive locations during the night.
11.6.3.1 Location. The most important factorsare the
distance to nearby communities and the wind direction.
The transmission of ground noise is clearly
dependent on
the distance between the source and the recipient, but
11.4 FIXED GROUND POWER wind direction is also an important consideration. It is
therefore useful to select a locationdownwind of the
11-4.1 Fixed ground power provides an alternative to noise sensitive areas.
the use of auxiliary orground power units, both of which
produce high noise levels.
11.6.3.2 Shielding. It may also be helpful to use the
shielding effect provided by a largehangar or natural
feature. The closer the aircraft is to the structure or
11.5 AIRCRAFT TAXIING NOISE feature, the higher will be the attenuation. Use of this
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technique, however, must include consideration
of
11.5.1 A marginal improvement to the noise employees whomaybeworking in and around the
environment of residents in the near vicinity ofan airport hangar.
can be achieved by a limitation on the number of engines
employed during taxiing, particularly the high engine on
tri-jet aircraft. Use oftractors for the positioning of 11.6.3.3 Aircrqf3
heading. The noise pattern
aircraft may also
lead
to an improvement during generated around an aircraft varies from one typeto
otherwise quiet hours. another, but generally the maximumnoiseoccurs on
either side of the tail at about an angle of 45 degrees. It
can therefore be advantageous toselect the aircraft
-heading in relationship localto communities. An
11.6 ENGINE RUNNING FOR overriding factor, however,is the wind direction, assome
MAINTENANCE PURPOSES engine types are sensitive to cross and tail winds. This is
particularly true of high bypass ratio engines.
11.6.1 Modernaircraft engines require lessregufar
routine maintenance ground running than was previously
the case. It is, however, a necessary function of airline 11.6.3.4 Type of run and duration. Some ground runs
* activity, particularly at their home base, and when it is

required it may well occur during the night. It is
potentially the most serious source of ground noise
annoyance.
can be completedsatisfactorilywithout the use of
maximum thrust. It may be necessary therefore to specify
the permitted thrust and also the duration for which it
may be employed.

28 Aiport Services Manual
11.6.3.5 7im. If employment of the foregoing

methods does not reduce groundnoise W o w the level at
which disturbance b caused in local communities, it m a y
w i b k at time! when other activitiesarc at a peak, such
85 the busy timw for air traffic and during rush hour
periods when road and rail transport is at its busiest.
a
be necessary tofwther contain the problem by imposing AdditIonalty, it may be neceseary to restrict ground
restrictions on the time when tcsting can be carried out. runningduring the night, during the evening and during
Concentration of ground running activities m a y be weekends.
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ICAO 9337 PART*A ** 484L4Lb OOL87bY L O 3 =
Chapter 12
Airport Zoning and Obstacle Clearance
12.1 INTRODUCTION map: the take-offclimb surface, approach surface,

transitional surface, inner horizontalsurface, conical
12.1.1 The purpose of zoning is to ensure that surface and outer horizontal surface (where provided).
development does not occur which would be prejudicial to . ~
the continued operation of the airport. Detailed guidance 12.3.2 Annex 14 requires that allexisting objects
on this subject is included in the Airport ServicesManual, penetrating the approach,transitional,take-offclimb,
Part 6 - Control of Obstacles. inner horizontal and conical surfaces should as far as
practical be removed, except when in the opinion of the
12.2 ZONINGRESPONSIBILITY appropriate authority they are shielded by existing
immovableobjects. Detailed requirements concerning
12.2.1 Responsibility for zoning is frequently vested marking and lighting of obstacles are contained in
in the national department responsible for the control of Annex 14, Chapter 6.
civilaviation. To give effect to this a zoning mapis
prepared for the guidance of the responsiblelocal
12.4 OBSTACLE-FREE ZONE
authority. The zoningmap is a composite relating all
zoning criteria to the ground level around the airport. It
12.4.1 The obstacle free zone,alsospecified in
covers not only the Annex 14 obstacle limitation surfaces
Annex 14, is made up of the inner approach surface,
but also the radar and ILS zoning criteria, etc. and any
inner transitional surface and balkedlandingsurface.
local zoning ordinances which may be applicable.
These additional surfacesareestablished to protect
aircraft near the runway from fned or mobile obstacles
12.2.2 The map shows the height above which new
during Category I, I1 and I11 approaches and any sub-
construction near the airport may interfere with its use. It
sequent balked landing.
also defiies thearea within whichthe siting of gravel pits,
refuse dumps, sewage outfalls and other features
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attractive to bfrds may be subject to restriction in the

12.5 PLANE OF APPROACH
interests of aviation safety.
LIGHTING SYSTEM
12.2.3 it is common practice for architects,
12.5.1 This is established to prevent the lights of the
consultants and local authorities to refer proposalsor
approachlighting system being obscured.Ideally no
planning applicationsat or close to airports to the airport
object should penetrate the plane. For further guidance
for comment. Opposition to the proposaf generally takes
on this issue see Annex 14, Attachment A.
the form of suggesting height limits where the height
limits specifiedon the zoning mapare violated, but other
local factors could also leadto anobjection. For example, 12.6 AERODROME OBSTRUCTION CHART
one could objectto rubbish dumps, gravel extraction and - TYPE “A”
in-filling on thegrounds of increased bird activityand/or
smoke affecting operations at anairport.
12.6.1 The Aerodrome Obstruction Chart - Type
“A” represents a profileof the take-off obstruction
12.3 OBSTACLE LIMITATION SURFACES environment on departure from a specific runway. The
basic slope shown on the chart is 1 per cent, i.e. half that
12.3.1Of the Annex 14 obstacle limitation surfaces of the protected Annex 14 take-offsurface established for
the following are the essential elements of any zoning a runway intended for use by large aircraft.

ICAO 9137 PART*8 ** m 4841456 005t1765 04T m
30 Airport ServicesManual
12.6.2 Although objects may penetrate the 1 per Cent ensured by raising the oktacle clearance limit. This
slope, there is no requirement to remove any which are can have an adverse effect on the regularity of
beneath Annex 14 take-off climb surface. However, all operations;
objects shown are accountable in the calculation of the the transitional surfaces are adjacent to the runway
aircraft take-off performance and in some instams m y strip and approach surface and penetration by an
affect the payload of a particular departing aircrdL The obstacle results in a reduction in the ckarame
extent of this limitation depends on individual available whilst carrying out an approach to land or
circumstances, butit is possible to signifiintIyreduce the during a missed approach procedure. Hence, such
payload penaltyby judicious obstacle removal close to the ohstacks may have an adverse effm on the otmacle
airport. Conversely, it may be that an obstacle several C l e m limit altitu&/height;
kilometers from the airport is the l i m i t i n g factor.
the take-off climb surface is critical to this particular
12.6.3 Obstacle removal to improve the Aerodrome phase of flight. However, artzficaticm criteria require
-
Obstruction Chart Type "A" obstacle profile should that all aircraft can climb out over all obstacles by a
be based on a ckar understanding of the performance minimum specified margn i ,even in the event of an
requirements of the aircraft in regular use at the airprt, engine failure. Therefon, objects which penetrate
or those proposed to be brought into use. this surface do not represent a degradation of safety
standards. However, they may impose paybad
pertaltiw 011 operations from that runwaE
12.7 OBSTACLE REMOVAL the inner hoI.izontal surface is more signScant for
VFR operations. It does not usuaily represent a
12.7.1 When considering obstacle removal the critically limiting surface wound alarge aifport
following must not be overlooked: h a n d l i IFR traffic, except m so far as it extends
beneath the approach surface; and
a) objectswhich penetrate the approach surface are
critical sincc they represent an erosion of the the conical surfkc represents the obstacle limiting
clearance between the approach path,usually 3' ,and surfaccsomedistanccfromanakport.Itis&nnctt
fmed or mobile obstacles on the ground. The safe practical to m c otwtaclts which penetrate this
v
operationofaircraft on an approach where the surfax. although it docs W y provide a limit to
approach surface is sisnificantly obstructed is flcw C o r
r
sr
tub .
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--___
I C A O 9137 P A R T * 8 ** 484L43b 0038766 T8b =
Chapter 13
Aircraft AccidentdIncidents
13.1 INTRODUCTION Investigation Authority isusually vested in air traffic

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

- the aircraft is missing or is completely inaccessible.
13.4 POST-EMERGENCYPROCEDURES
13.1.2 An incident is an Occurrence other than an
accident associated withthe operation of an aircraft which 13.4.1 NOTAMaction
affects or could affect the safety of operation. Further
details on the explanation of the terms “accident” and 13.4.1.1 Where an accidentor incident is likely to
“incident” are included in Annex 13. result in any interference with aircraft operation,
immediate Class I NOTAM actionshould be taken. If the
runwaystrip,
stopway or clearway is obstructed,
13.2 AIRPORT EMERGENCY PLANNING
operations on the runway affected should be notified as
suspended pending examination of the situation.
13.2.1 In the event of an aircraft accident the
primary consideration is to save lives. In order that this
13.4.1.2 The location and effective height of any
may be accomplished expeditiouslyit is necessary to plan
the action to be taken in advance and publish orders crashed ordisabled aircraft should be determined as
whichclearly denote the responsibilityof the various quickly and accurately as possible. Where this establishes
emergency services involved in the rescue. that none of- the safeguarded surfaces or areas are
infringed, the runway may be notified as available for
13.2.2 Each airport should draw up an emergency operation with any cautionary advice
considered
plancontaininga comprehensive set of procedures necessary.
detailing the action to be taken for all degrees of aircraft
13.4.1.3 Where safeguarded surfaces and areas are
emergencies. These procedures should be approved by
the airport, off airport and other appropriate authorities as infringed by a crashed or disabled aircraft, consideration
necessary. must be given to the possibility of operating the runway
with reduced distances. The distances to be offered will
13.2.3 Guidance on the preparation and content of be determined in practice by the need to achieve
the emergency plan is given
in Chapter 15 of this manual. satisfactorily marked and lighted thresholds and runway
ends. It may be necessary torestrict a runway to take-offs
or landings only.
13.3 REPORTING PROCEDURES
13.4.1.4 Closeliaison must be maintainedwithair
Q 13.3.1 Notitiableaccidents. Responsibility for official
reporting of notifiable
accidents
to the Accident
traffic
NOTAM.
control in the preparation and dispatch of
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13.4.1.5 A list should be prepared and constantly 13.4.2.3 &?pouch lighting. Where thresholds are
updated of all persons in airlines and other agencies with temporarilydisplaced the continued use of approach
whom contact may need to be m a d e . lighting systems is open to considerabledoubt. Where the
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displacement is small (less than 150 m) continued use

13.4.2 Marking and lighting for tempomri& m’& may be acceptable if free standing approach lights of
distunces. The arbiter of what is acceptable in the form of appropriate intensity can be p r o m to extend the centre
temporary runway marking and lighting is the appropriate Lincuptothetemporarythnshold
national authority. Airports should discuss contingency
arrangements with their local national office and seek
provisional approval for them. 13.4.2.4 Runmy edge and cmm line Runway
centre line and edge lights in c W d sections should be
13.4.2.1 Thresholds. Temporary threshold lighting extinguished.
may be provided by temporary wing bars. VAS1 light
units may be used for threshold indimtion if green filters
are available. The normal threshold lights must be
extinguished. For temporary displacementsof thresholds
of le= than 24 or 48 hours, the standard runway markings
may not be a practicalproposition. It may be m p e n b k to
mark the temporarily closed lengths of runway with
portable “cross” markings.
13.4.2.2 Runway ends. Runway ends may be

indicated by portable battery powered lights with red
filters or by prefabricated “plug in“ light sets. Cbsed 13.4.3 Radio navigrrtion aidr. Before any displaced
marking, i.e. a whitec m a (Annex 14, Figure 7-11 should threshold is implemented, a confurnatory check shoultl
be displayed on the section of runway not available bemadethattheaSglidepathfortherunwayconcerned
beyond the temporary runway end. has been taken out of service.

I C A O 9337 P A R T * 8 ** = I.18414Lb 0 0 L 8 7 b d 853 =
Chapter 14
Removal of Disabled Aircraft
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14.1 LEGAL CONSIDERATIONS 14.3DIVISION OF RESPONSIBILITIES
14.1.1 Accident
investigation. The Accident 14.3.1 Airport operations should co-ordinate the
Investigation Authority must be notified ofany accident. aircraft removal operation andan officer should be
Responsibility for notification is no;mally delegated to designated for this purpose. His telephone/telex number
ATC. No crashed aircraft or wreckage shall be moved should be made availableon request to aircraft operators.
until clearancehas been received from the Accident
Investigation Authority unless it constitutes an
obstruction to the public or to air navigation or to other 14.3.2 The task of moving the aircraft is the
transport. These exceptions must be considered responsibility ofthe aircraft owner or operator.
conservatively and the general rule about not moving
wreckage should apply unless a definite hazard exists.
The alternative ofdiverting aircraft is acceptable. As 14.3.3 Each operator using the airport should
stated in 13.5.1.3, operations can often be continued with nominate a person or organization authorized to act on
0 reduced distances. his behalf in this respect prior to the commencement of
flight operations into the airport.
14.1.2 Insurance aspects. The aircraft is the property
of the aircraft operator and his insurers. A claim for
damagescouldfollow an attempt to move a crashed
aircraft if it can be proven the act of moving has
14.4RECORD OF OPERATION
exacerbated the damage. Therefore, the invariable rule is
14.4.1 A detailed log of the aircraft
removal
that only the aircraft owner, operator or his appointed
operation should be maintained supplemented by
representatives should control the aircraft removal
photographs if possible.
operation.
14.1.3 Customs and immigrationrequirements.Both

customs and immigrationclearance maybe required
14.5 DISABLED AIRCRAFTREMOVAL PLAN
before aircraft removal operatios are commenced.
14.5.1 Each airport should draw up a comprehensive
14.1.4 Guidance on removal of a disabled aircraft plan for the removal of a disabled aircraft.In addition to
includingrecovery equipment isgiven in the Airport covering and amplifying the points above,the plan should
-
Services Manual, Part 5 Removal of Disabled Aircraft. deal with the following:
a) a list of equipment available on or in the vicinity of

14.2 CAPABILITY FOR AIRCRAFT REMOVAL the airport;
14.2.1 Information concerning the capability to b) a list of additional equipment available from other
remove an aircraft on or adjacent to the movement area airports on request;
should be made available. This information may be
expressed in terms of the largest type of aircraft which the c) a list of nominated agents acting on behalf of each
airport is equipped to remove (Annex 14, 2.10). operator at the airport;
33

I C A O 91'17 PARTSKB ** 48111456 00587b9 795
34 Airport Smices Manual

d) a statementof the airline
arrangements for the usc of 14.6 COMMUNICATIONS
pooled specialist equipment; and
14.6.1 A mobik office should be available for the
aircraft removaloperation. Adequate communication
e) a list of local contractors (withnames and telephone system Linking this office with the Air Traffic Services
numbers)able to supplyheavy removal equipment Unit should be provided,partim'arly if the removal
hire. on operation interferes in any way with fiight operations.
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I C A O 71137 P A R T t 8 t t 48Y114Lb 00118770
407
Chapter 15
The Airport Emergency Plan
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15.1 INTRODUCTION Nevertheless, a basic set of procedures, interpreted and

applied in a common-sense manner to a given situation,
15.1.1 An airport emergency plan should be can ensure that lives are saved and the injured removed
prepared to indicate the responsibilities of as well as the to receive medical carein the shortest possible time.
actions to be taken by agencies‘whichcould be of
assistance in responding to an emergency. The plan 15.2.3 The plan should set outin sequence the
should serve as a guide to internal and external agencies arrangements for the calling ofthe airport rescue and fire
(services) who have a part to play, especially local fire fighting services as well as police, ambulance, hospitals,
departments, police, ambulance services,hospitals and medical servicesand fre departments to aircraft accidents
medical units in the event of an aircraft accident on or both ON and OFF the airport. Air traffic control wilt
near the airport. It is imperative that the airport authority generally be the originator when the plan is used in that
arrange mutual aid emergency arrangements with they will alert the airport rescue and fue service, in the
surrounding communities. event of an aircraft accident orother aircraft emergency.
The airport telephone exchange will normally play a key
15.1.2 No emergency plan can be completely part in passingon to external and internal participants the
comprehensiveand everyone who has a part toplay in the air traffic control message.
event of an aircraft accident occurring at the airport
should ensure they are fully conversant with the details of 15.2.4 Local fre departments and other external
the plan as they are expected to interpret these as events emergencyservices should be alerted within a
dictate. communicationsnetwork that ensures the air traffic
control message is received as won as possible so that an
15.1.3 Detailed guidance on the preparation of the immediate response can be forthcoming by all.
emergency plan,the agencies involvedand their role and
responsibility for the different types of emergency 15.2.5 The need to consider “on-site” care and to
together with related subjects are given in the Airport establish a command post as soon as possible should be
-
Services Manual, Part 7 Airport Emergency Planning. included in the plan. The availabilityof a readily
identifiable (day and night) commandpostvehicle
equipped with four wheel drive to enhance its capability
ofreaching an accident site in the minimum time is
15.2 PURPOSE necessary. The command post vehicleshould carry all the
necessary communicationequipment that will be required
15.2.1 The purpose of an emergency plan isto set out on site. The command post vehicle should become the
procedures to alert the various emergency services, both focal point so that all the efforts of airport and externally
ON and OFF the airport, and toco-ordinatetheir based emergency services are co-ordinated to enhance
. activities in the event of an aircraft accident or emergency command, communications and co-ordination.
situation occurring, The plan should set out indetail the
responsibilities of all the emergency organizations as to 15.2.6 Consideration should be . given to the
theirrole in response and participation in an aircraft provision of a fixed emergency operations centre for use
accident both ON and OFF the airport. during an emergency. This centre should be a part of the
airport facilities and should be responsible for the overall
15.2.2 No emergency plan can cover every situation, co-ordination and general direction ofthe response toan
as no two incidents will follow the same pattern. emergency.

ICAO 9337 P A R T * 8 ** W 4 8 4 5 Q 1 b 0 0 3 8 7 7 3 343
36 Airport Services Mmtual
15.2.7 Stakes and lines to allow the accident site to be on maps, apies of which should be held by both the local
fenced off shoufd be available. Consideration should also authority fue servia and the airport fue service.
be given to the provision of om or more portable tents
that can be easily erected and used to provide succor to 15.4.6 The boundary of this area will be influenced
the injured. by the existence of both man-made k g . railways) and
natural (e.g. rivers) barriers and the availabilityof
crossings. Thus at some h t
o
in s the boundary may be
15.3 RESPONSIBILITY only two or three kilomctrci from the airport boundary.
In other i n s t a m it m y extend to approximately eight
15.3.1 Normally, the officer-in-charge of the airport kilometres from the centre of the airport.
rescue and fue service will be the fmt person in
command of the emergency services.He should establish 15.4.7 Where an aircraft accident occurs more than
radio communications with air traffic control as m n as about eight kilometres from the airport, the airport m e
possible. Prioragreement between the airport rescue and and fire fighting services will not normally respondunless
fire fighting services and the local fue department as to requested to do so.
who is to command the combined rescue and fire fahting
operations should be written into the airport emergency 15.4.8 Normally externally b e d emergency
plan under the mutual aid emergenw agreement. services, when responding to an aircraft accident or
emergency on the airport, should report to a designated
rendezvous pointh). vehlcrW provided by the
airport authority should be awaiting their arrivaland after
15.4 RESPONSE obtaining the ntxessuy clearamxs by radio from air
traffic oontroi should escort the externally basedservioes
15.4.1 The degree of response by the airport and to the sctm of the accident m a staging area, as
exteplly based emergencyservices will be governed by appropriate.
the category of the emergency and the location of the
acciQent/incident. The pre&termined response of the 15.4.9 In the case of an aircraft emergency where
externallybasedemergency services to an aircraft r e w e and fue fighting vehicles have taken up
accident should be prearranged in the mutual aid predetermined standby positions for a landing a i r d t ,
emergency agreement. the externally bascd emergencys ervh should normally
remain at the designated “staging m” unless “&d
15.4.2 Aircraft accidents and incidents are normally forward”. In such circumstances they should only
associated withthe take-off and/or landing of an aircraft procecd onto the manoeuvring area under escort.
on the airport or in the area immediately adjacent to the
airport perimeter. The airport emergencyplan will be
implemented when an aircraft accident OCCLUS, be it on or
off the airport. 15.5 MAPS
15.4.3 A full attendance will be made by the airport 15.5.1 Two grid maps should be provided, One, the
rescue and fue fighting services to aircraft accidents and airport internal map, should depict dl relevant airport
incidents which occur on the airport and in the vicinity of details including taxiways. acces r o ads, water supplies,
the airport and the senior fue officer will be in charge. staging areas and rendezvous points. The second, an
This is sometimes referred to as the full response area. airport external map should show in detail the perimeter
of the airport, surrounding communities, ~ccessroads,
15.4.4 When an aircraft accident occulg outside the stretches of water or swampy areas, rendezvous points,
perimeter fence this is known as an “off-airport” etc., up to approximately eight kilometres from the
accident and the degree ofresponse by the airport r e m e airport. It is essential that all airport and externally based
and fue fighting serviceswill depend on the distance that emergency services, including fire, police, ambulances,
the accident site is from the airport. medical and hospital authorities, have copies of both grid
maps. It is important that grid maps do not conffict, and
15.4.5 Theextent of the area outside the airport that t h e external maps give details of medical facilities
attended by the airport fue service and the level of the and availability of hospital beds in the area. Both grid
response should be discussed and agreed with the local maps should be included as appcndks to the emergency
authorities. The boundary of this area should be marked plan and should show date of revision.
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Purt 8.- Airport Operational Services
Chapter 15.- The Airport Ernemency Plan 37
a 15.6 ACCESS ROADS
15.6.1 Emergency access roads in the vicinity of the

15.7.2 Local fiie departments, police, ambulance and
medicalservices should respondto the airport with
predetermined attendances, these 'being decided by the
runway extremities should be shown on the grid maps degree or type of emergency declared.
and the topography of these roads should be a feature of
the local training programme.
15.8 EXERCISES
15.6.2 Where an airport is fenced with access gates,
the keys for these gates should be carried on all airport 15.8.1 Procedures should be establishedfortesting
rescue and fire vehicles as well as on police and local fire the plan and reviewing the results to allow for
and ambulance vehicles. improvementsto enhance its effectiveness. The response
of internal and external emergency services and
communications aspectsshould be tested and reviewed at
15.7 GENERAL intervals not exceeding one year.
15.7.1 Airports which have an expanse of water in 15.8.2 Liaison between the services provided on the
lakes, rivers or swamps on their boundary should have airport and those of responding local authorities should
detailed emergency plans to cope with an aircraft accident be fully tested during familiarization training and
occurring in these locations. combined exercises.
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I C A O 9537 P A R T * A ** 4845456 0038773 5 5 b
Chapter 16
Medical Services
16.1 INTRODUCTION 16.2.5 Those individuals with minor iqiurics should

be seen at the reception centre and treated either by
16.1.1 Medicalserviccs may be an integralpartof thc doctors, nursing staff or personnel qualified in fmt aid.
airport services; particularly ambulana service B in many Minot injury includes mrvous traumatism and/or smoke
cases part of the airport rcscue and fm fighting s c r v i a . If inhalation, where pertinent.
medical and ambulance scrvim are not provided by the
airport authority, arrangements should be ma& with
local s e r v i c e s to ensure rapid response to an emergency. 16.3 IDENTIFICATION OF EMERGENCY
SERVICE PERSONNEL
16.1.2 Additionalguidance on thesc awf related 16.3.1 There will be peat confusion at the scene of
matters is given in the Airport Sewices Manual, Part 7 - the incident cawed by the flashing culouted lights and the
Airport Emergency Planning. headlamps of the numerous vehicles, together with the
large numbers of staff who will be w- similar
protective clothing. Therefore, it bs essential that the
emergency s e r v i c e petso~elarc readily identifiable.
16.2 HANDLING OF CASUALTIES
16.3.2 Arriving medical services should report to the
16.2.1 Immediateevacuation of casualties will bc nominated rendezvous point from where they will be
carried out by the rescue and fre fiiting servicer and the called forward by the on-scene commander as neassary.
casualties movedto an area of immediate safety. Furthermore, all staff and vehicles arrivingat the scene
should make themselves known to the on-scene
16.2.2 The seriousty injured should be moved to an commander or his representative in order to prevent the
area nominated by the on-scene commander. This then scttlc of the incident getting blocked up with vehicles
and
becomes the casualty collection area. The site has to be m p e r .
decided with regard to the numbers of casualties
involved, traffic flow, accessibility, available emtrgew
vehicles, staff and equipment. 16.4 COMMUNICATIONS
16.2.3 To ensure that lives are not lostunneces4arily 16.4.1 The overall casualty cvmtion proadUte will
and injuries are not aggravated, it is essential that be mordinated by the on-scene mmmanrtcr. It is
attention by trained personnel be provided prior to c-sacntial, however, that the mediad wrviccs have a CQ-
removal of survivors of an accident to more appropriate ordinated communicationsand response procedure.The
facilities. medical coordinator will be responsible for the control of
the iqiurcd at the scene but he must coordinate the
16.2.4 Those with minor injuries and the uniqjured dispatch ofcasualties to hospitals withthe transportation
should be quickly moved from the scene to a cksiited officer.
holdingarea. Their evacuation can be aided by any
suitable means of transport,e.g.coaches,vans, m, 16.5 PROTECTION FBOM "€IE WEATHER
readily available at the scene. The speed of this aspect
obviouslydepends upon the numbers involved, the 16.5.1 Some form of temporary shelter should be
prevailing weather cenditions and available transport. erected at the care area or transportation area to protect
38
~
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I C A O 9137 PART*8 ** = 4843436 0016774 052

Chapter Id.- Medical Services 39
0 the casualties. Mobile lighting and heating systems may

also be necessary. Inflatable tents have been used for
suitable vehicleor in a trailerwhich can be taken directly
to the scene of the accident. This vehicle or trailer must
such temporary accommodation. have the capability of traversing roughterrain.
16.6 EMERGENCY EQUIPMENT 16.3.3 The equipment must be in easily identifiable

containers whichcan be used by anymanpower that
16.6.1 The type and quantity of emergency reports to the
equipment will depend upon the air traffic, airport staff
qualified in first aid,availability of localspecialized 16.3.4 The dead will need to be placed in body bags
etc.
services, and removed
temporary
mortuary
remote
to a from the
16.6.2 Immediate first aid supplies and resuscitation medical care area, or any area where relatives- and the
equipment can be kept readilyavailable either ina public have access or congregate.
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T C A O 9537 PARTa0
Chapter 17
Rescue and Fire Fighting Services
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17.1 GENERAL management is available where difficulti~arise or where

experience suggests that a particular policy should be
17.1.1 The requirement for reme and f r e fighting reviewed or amended.
services at airports is specified in Annex 14, Chapter 9.
Details of the scale of provision and the equipment and
organization required are also dismsed in the AMCX,
and more fully developed in the Airport Sbvices Manual, 17.2 DETERMINATION OF RESCUE AND
Part 1 - Rescue and Fire Fightiiig. In considering these FIRE FIGHTING CATEGORY
references the principal objective of airport rescue and
fm fighting services, to savelives in the event of an 17.2.1 The minimum levelofprotection to be
aircraft accident, should beparamount.
provided at an airport can be determined by the
application of the process contained in Annex 14. The
17.1.2 The responsibility of management in respect quantities of media specified in the Annex indicate the
of the airport rescue and fm fahting service can be advantagw to be gained in adoptingimproved foam
divided into three main areas: concentrates. which are more fully discussed in the
Airport Services Manual, Part 1. The number and of
a) the organization of the service, including its vehicles and the quanti& of agents they will carry
operationalrelationshipswith other services and should have regard to factors additional to those
agencies likely to become involved in the airport’s mentioned in the Annex. Substantial advantages are
overall emergency plan; available if provision is made for any anticipated growth
in tran?c which may Lcad to an inmase in the rescue and
b)day-to-day management and supervision,including fre f@htingcategory.Excess capacity in the initial scale of
the selection and career-development pmesses for
provision a n accommodate upgrading without requiring
all personnelengaged in rescue and fire fmting the acquisition of additional equipment. The availability
duties; and
of support from externally based r m e and f r e fightins
c) the provision of equipment and technicalfacilities agencies should also bc considered Where unacceptably
which will enable the service effectiveb to fulfid its long response times are anticipated from supporting
operational objectives. agencies some additional provision may be made at the
airport as a precautionary measure.
17.1.3 It is anticipated that the direction of the
service will be delegated to a qualified person,designated 17.2.2 Thc number and types ofvehicles to be
as chief of the service. This person would be responsible provided for the rescue and fite fighting service w li be
for the overall efficiency of the service and its ability to determined by the categorization study and any additional
meet the operational objectives and technical standards factors related to W assessments, based on guidance in
specified by the management. The following paragraphs the precedingparagraph. The design criteria for these
indicate the principal areas in which the airport vehicles are expressed in Chapter 5 of the Airport S m & m
management will need to specify standards of Manual, Part 1. The two elements to be considered are
performance, operational prmedures and associated the functional feat= of a vehicle, as a rescue and fire
guidance material. Any policies expressed must provide fahting unit and its ability to deliver the required
the chiefof the service withappropriate authority to proportion of the level of protection, and the automotive
achieve the objectives and ensure that access to features. In this m n d element itis essential to consider
40

I C A O 9337 P A R T * & ** 484143b 0038776 925 m
Chapter 1 Z- Rescue and Fire Fighting Services 41
the supporting services whichwill be necessary to stress. The use of standard messages and abbreviations
maintain the vehicle in service and preserve its overall should be developed in inter-agency training exercisesto
performance. Anystudy conducted by management prior ensure complete familiarity.The pulicy inthis respect will
to the acquisition of.anew vehicle should include have to be specified by management in consultation with
consultation with the officers who will have immediate the various agencies,on and off the airport, whichwill be
responsibility forits operational use and its maintenance. required to operate in concert during an emergency.
17.3 THE DEPLOYMENT OFRESCUE AND 17.4 PERSONNEL EMPLOYED ON RESCUE

FIRE FIGHTING SERVICES AND FIRE FIGHTING DUTIES
17.3.1 The most important consideration in the 17.4.1 In addition to the chief of the service, whose
deployment of rescue and fire fighting services is the role is identified in 17.1.3, the selection of personnelfor
achievement of minimum response times.Response time rescue and fire fighting duties should have regard to
criteria are defined in Annex 14, Chapter 9 but it will be Chapter 10 of the Airport Services Manual, Part 1. The
obvious that the more quickly the initial intervention can organizational structure of the service will depend on the
be made the greater will be the prospects of survival to hours ofavailabilityof the airport, the duty system
those exposed to a post-accident fire. The operational employed and any relevant labour regulations. A typical
objective should therefore be to provide equipment, structure would provide a supervisory gradeto command
accommodation and communications which will each duty Watch, with direct responsibility to the chief of
combine, with training, to achieve minimum response the service. Withineach Watch itmay also be desirable to
times rather than to acceptthe upper time limitexpressed nominate a crew chief, to direct the operation of each
in the Annex. vehicledeployed, in accordancewith a predetermined
operational plan.Where the fire station provides a control
17.3.2 The location of the fire station, together with room or communications centre, specially trained staff
guidance on design features, is discussedin Chapter 9 of must beprovidedto man this facility. In the overall
the Airport Services Manual, Part 1. The need for complement of the service some provision must be made
additional stations, described as satellite stations, as a to meet the absences from duty created by leave, sickness
means of achieving acceptable responsetimes, may arise and training.
as a consequence of airport development or operating
practices. Wherever possible the location of a fire station
should be determined by local studies and in anticipation 17.4.2 It is important, for morale purposes, to create
of development, with response time to aircraft accidents a career structure, wherever possible, through which
as the primary objective. Subsidiaryfactors, such as the members of the service can achieve promotion, based on
employment of rescue and fire fighting personnel on merit. To some extent the process of selection will be
subsidiary duties, should be subordinated to this dependent on technical achievement, through the
objective. The responsibility of management in respect of continuous trainingprogramme,which is proposed in
siting will continue once the fire station is in use. The 17.6. The demonstration of qualities of leadership and
maintenance of the structure and its technical facilities individual effort in operations, training and other
should be accorded priority, based on a regular inspection professional activities would also
be relevant. To provide
and reportingprocedure. The frst levelofinspection a standard basis for periodic assessment and career
would be the responsibility of the chief of the rescue and development it will be essential for the management to
fire fighting service but periodic inspectionsby qualified create a system of reporting, perhaps supported by
structural technicians should also be required. interviews, in whichthe chief of the service is aided by a
management representative experienced in s t a f f i
17.3.3 Communications of various typeswill be matters.
. essential in the transmission of information whichwill
--`,,```,,,,````-`-`,,`,,`,`,,`---
mobilize, dispatchand control the rescue and fire fighting

service. Communications and alarm requirements are 17.5 OPERATIONAL REQUIREMENTS
defined in Chapter 4 of the Airport Services Manual,
Part 1. It is important, in the use of telephone and radio 17.5.1 The primary commitment of the rescue and
facilities, to develop
precise and unambiguous fire fighting servicewill be to aircraft accident situations
terminologytoavoid the risk of misunderstanding in and to other forms of emergency in which aircraft are
emergency situations, when operatives are subjected to involved. The types of emergency for which a response

I C A O 95137 PART*8 ** W 48L(51451b 00587'77 d b J m
42 Airport ServicesMmnraI
will be required are discussed in Chapter 12 of the Airpopt these tasb, which may also includethe training of airport
Services Manual, Part 1, which should be read in staff to innzase awareness of fire prevention and
conjunction with the Airport services Manual, Part 7. A elementary firt fighting, can make a valuable
full appreciation of the factors covered by these contribution to the airport, provided that the availability
references will indicate the need for consultation with all of the service to respond to an emergency is not impaired.
of the agencieslikely to contribute to the effective Dependent on the extent of the programme which may be
conduct of all types of emergency response. All these allotted to the service in thia area, the chief of the scMce
details should be fully describedin the airport emergency can delegate suitably qualified personnel to these duties
plan as explained in Chapter 15. It b important to without necerwarily redwing the coveravailable for
appreciate that an emergency plan, o m developed and emergencies, using the spare capacity produced by most
issued to the agencies concerned, must be kept under rcwtering s y s t e m s . Some work can be undertaken by a
constant review, and to amendment where any aspect of crew with a vehicle, retaining availability by use of the
the plan, or the response capabilityofanyagency, is vehicle'sradio equipment. Where the commitment is
changed. very large, however, a special fre prevention element
may be added to the complement. Where duties of this
17.5.2 In the concept of the emergency plan kind are undertaken by rescue and fire fshting p e m ~ e l
emergencies other than those involving aircraft are they must be given the authority by the management,
normally included, the most obvious being a requirement which will enable them to fulfrl the commitment. A
for the airport r e m e and fire fighting service to attend reporting system, directed to the appropriatebranch of
fires or other emergencies in buildings,
technical management, should facilitate administrative action
installations or other airport features. Such involvement where breaches of fue security regulations are revealed.
iswholly appropriatewhere the service is trained and
equipped to make an effective intervention. Subject to the 17.5.5 AMeX 14 requires information on the level of
development of operational procedureswhich emure that protection providedby rescue and fire ftghtingservices to
the service can be disengaged from an operation if an be made avaiiabb and this is mually achieved by an entry
aircraft emergency is declared, the structural fue fighting in the Aeronautid Information Publication (Alp) or an
experience will be of significantbenefit in extending equivalent publication. The Annex also requires
professional knowledge and enhancing the status of the significant changes in the normal level of provisionto be
service. notikd to the air traffic service su that arriving and
departing aircraft may be informed. The expression of a
17.5.3 Annex 14 expresses a requirement in s i g n i f i i t change is usually achievedby stating the level
appropriate cases for the provision ofa specialized rescue of protection currently available in the form of a new
capability to deal withaircraftaccidentswhich have category.Chapter 17 of the A i m Services Manual, Part 1
occurred in difficult environments, usually external to explains the ptoocdure more fully and the action of
the airport. The Airpurr Senices Manual, Part 1, lists the notifiition is usually undertaken by the officer in charge
range of environmental conditions to which this of the rescue and fire fighting service at the time of the
requirement applies and identifies the possible use of the murrenct. Restoration of n o d cover is similar4
airport's rescue and fire fighting serviceas one elementof notified The management must ensure that this
the total response. In these circumstams,as with alloff- proadlare is adopted and may wish to include
airport accident situations, the management must define simultaneous notification of a sienificant change to a
theform of response which is to be made, provide designated offlax within the management structure so
appropriate equipment and training, set limits on the that appropriate actlon can be cosrdinated to ensure the
distances to which response is to be confined and earliest restoration of the normal kvel of protection.
establish the inter-agency command relationship which
will ensure effective cosrdination of operations (ste 17.5.6 Where conditions of low visibility are likely to
15.4). lead to impairment of response capability the provision of
guidance equipment or directions from air traffic control
17.5.4 There are duties of a non-emergency nature may reduct the probbtn Additionally, the we of special
whichcan be undertaken by rescue and fire fighting standby positions m y serve to shorten probable response
personnel by reasonoftheirtraining and equipment. distances. The prwedures developed to meet these
These include the inspection of premises to advise on, difficult situations must recognize the special hazards to
and supervise, their fre security. The inspection and vehicles and aircraft of movement in poor visibility and
maintenance of fre extinguishers and installed protection must incorporate communications which minimize these
systems would also be appropriate. The performance of hazards. Where vehicles are exposed for long periods to
--`,,```,,,,````-`-`,,`,,`,`,,`---
i
I
I C A O 9337 P A R T * e ** 484143b 0038778 7 ~ 8
Part 8- Airport Operational Services

Chapter 1Z- Rescue and Fire Fighting Services 43
conditions which may impair vehicular performance or available, subject only to the ability to comprehend the
reduce the efficiency crew
of members, suitable language used by the selected training establishment.
The
precautions must be taken to eliminate or limit these benefits of exposure to a wider range of experience and
effects. modern training methods can provide a lasting stimulus
to IocaI training programmes.
17.5.7 There are a number of duties with a positive
relationship to safety which may be allocated to rescue
17.6.4 In a wider sense, the airport’s emergency plan
and fire fuhting personnel. These include some aspects
must be tested periodically as a form of training. This
of bird hazardcontrol, runway visual range observations,
requirement, described in the Airport Services Manual,
runway surface friction measurements and, where
Part 7, as an “airport emergencydrill”, will identify
appropriate, snow clearance.In all cases the specification
problems of communication, equipment compatibility,
of a particular duty must include provision of adequate
inter-service relationshipsand theoverall effectivenessof
training, ensure that control of personnel engaged in a
the emergency plan.Where an airport is available for use
task remains with their own officers and maintains the
at night, alternate exercises should be held in night-time
operationalavailabilityof the service for its primary
conditions. The initiative for full-scale exercises,
responsibility to aircraft operations.With these
involving agencies on and off the airport, must come
safeguards the wider involvement in aviation safety
from the airport management. To achieve effective
offers advantages to management and to the service.
--`,,```,,,,````-`-`,,`,,`,`,,`---
liaison it is usual for the management to conduct any

preliminary discussionsand to co-ordinate the vital post-
exercise analysis, from which the lessons learned can
17.6 TRAINING
revise the emergency plan.
17.6.1 Training is essential in developing the
professional skillsof all members of the rescue and fire
fightingservice. The guidance materid in the Airport 17.7 AIRPORT FACILITIES AFFECTING
services Manual, Part 1, should be .considered with the
RESCUE AND FIRE FIGHTING SERVICES
more comprehensive advice in the Training Manual
(Doc 7192-AN/857), Part E-2 - Aerodrome Fire
17.7.1 The provision ofwatersupplies for fie
Services Personnel. The infrequency of significant
fuhting and emergency access roads and gates both entail
emergency situations makes training even more essential, management decisions and funding although the
as it is the principal source of personal motivation
and the operational requirement and construction aspects may be
development of teamwork. All training sessions should established by other submissions. The Airport Senices
be recordedand a periodic summary of training shauId be Manual, Part 1, contains additional guidance on these
required by the management. items.
17.6.2 Management must appreciate and accept the 17.7.2 The provisionofpipedwatersupplies may
inevitable cost oftraining and ensurethat it is conducted have to be determined by combination a of
with regularity and enthusiasm. Considerable impetus
environmental, engineering and financial considerations.
can be added to any training programme if members of
The availability of a supply of water offers a valuable
the management team take a direct interest in some of advantage atan aircraft accident but willbe more
the activities. The provision .of atraining area and
significant for a majorstructural fire or where a technical
equipment for the presentation of training material will
installation, such as a fuel storage facility, is involved.
extend the scope of the programme and permit the The siting ofhydrants, where the extent of asystem must
introduction of appropriate material produced by aviation be limited, should have regard tothis form of preferential
safety authorities. location. Where hydrants are provided the rescue and fiie
fighting service should be required to conduct regular
17.6.3 It is essential toaccept that it maybe inspections and tests. Any defects should have priority
necessaryto augment the professionalknowledge and
repair action, endorsed by management.
experience of the instructors within the rescue and fire
fightingservice by providing opportunities to attend
specialized
training establishments, including the 17.7.3 Emergency access roads and associated gates
centralized ICAO training schools or similarfacilities orbarriersshouldberegularlyinspected, and priority
operated by member States. Opportunities for studies are ‘repair action should be afforded to any defects reported.

I C A O 7137 PARTS8
Chapter 18
Security
18.1 GENERAL belocked when not in use. Gates that are not locked
should at all finm be manned by a security guard.
18.1.1 It is essential that a security system be
established at an airport to deny access by unauthorized 18.1.4 A system of identity passes for persons and
persons to those parts of the airport not intended for vehicles should be instituted. Those without c o r r e c t
public use. Whether or not an unauthorized person has passes should be denied entry to the movement area. A
the intention of breaking the law is immaterial; the system of notices and publicity should be utiked to warn
dictates of safety in the environment of an airport require that entry to the movement area by unauthorized persons
that effective m e a s w be taken to ensure that is prohibited.
trespassers are prevented from gaining access to airside
facilities. 18.2 UNLAWFUL INTERFERENCE WITH
CIVIL AVIATION
18.1.2 The movement area of the airport should be
18.2.1 An airport security programme for
protected by a fence or other suitable b i e r to
safeguarding against acts of unlawful interference with
prevent/deter the inadvertent or premeditated access of
unauthorized persons (Annex 14, Chapter 8). The height civil aviation and its facilities will need to be instituted
of such fencing and the material of which it is made may Government policy will determine what this programme
will be and what general precautions are to be taken.
be dictated by the need to ensure that non-visual aids to
Theseinturnwillbebilsedonan~ntofthethreat
landing are not unobstructed.
to civil aviation as determined by the State. Guidance on
the implementation and maintenana of the required
18.1.3 Gates will need to be provided for access to programme is contained in the Securiw Manual for
the movement area by emergency services, maintenance Sq@guurdiqq Civil Aviation Against Acts of Unlawfil
parties and otherauthorized personnel. Such gates should lnre&wme (DM: 897312).
44
--`,,```,,,,````-`-`,,`,,`,`,,`---

Chapter 19
’ Vehicle Control
19.1 ON MANOEUVRING AREA e) unless specifically exempted, vehicles are fitted with
appropriate
obstacle
marking and lighting as
19.1.1 Air t r m c control responsibility. Airtraffic specified in Annex 14, Chapter 6 .
--`,,```,,,,````-`-`,,`,,`,`,,`---
control is responsible for the control of the movement of

vehicleion the manoeuvring area. To maintain such 19.1.3 The airport okrator isresponsible forthe
control, vehiclesoperating on the manoeuvring area supply, fitting and maintenance of signs, tights and
should be fitted with R/T on the appropriate channel, or markings needed for the control oftraffic onthe
closely escorted by an R/T equipped vehicle. manoeuvring area.
19.1.2 Airport responsibility. The airport operatoris

19.2 ON APRON AREAS
responsible for ensuring that all possible steps are taken
to co-operate with air traffic control in discharging its
responsibility for control of vehicleson themanoeuvring 19.2.1 Air trmc control responsibility, Air traffic
area. In particular, action should be taken to see that: controlnormallyhas no responsibility for control of
vehicles on apron areas.
a) a system of vehicle passes is established and only
authorized vehicles permitted 011the manoeuvring
19.2.2 Airport responsibility. The airport operator is
area;
responsible for regulating vehicular trafficmovement on
the apron in order to reduce to a minimum the risk of
b) R/T equipment is provided on vehicles and is
aircrafthehicle and vehicle/vehicle conflict and to
maintained in a fully serviceable condition;
promote the safety ofpedestrians and to achieve efficient
c) drivers are fully conversant with: traffic flows(seealso 10.1 and 10.2). Control can be
exercised by regulating the vehicles that can enter the
- proper R/T procedures; apron and by instruction of drivers.
- the terms and phrases used in air traffic control,
including the ICAO spelling alphabet; 19.2.3Allvehicleused on the apron areas shall
display an air side or apron pass and the person
- the meaning of visual signals on the airport, with
responsible for a given vehicleshall ensure that all drivers
particular emphasis on those intended to
are properly briefed.An air side or apron pass should not
prevent inadvertent infringement of active
-be issued unless the vehicleoperatorcan produce a
runways;
certificate showing that the vehicle is in good working
- the geography of the airport; condition.
- the “rules of the road” relating to vehicles and
aircraft; and 19.2.4 The personresponsibleforavehicle shall
bring the following points to the attentio-nof the driver:
- the need to avoid infringement of the restricted
areas associated with radio navigation facilities; a) speed limits - in specific or general terms;
b) authorized routes;
d) an airport plan is displayed in the cab of all vehicles
indicating the boundaries of the manoeuvring area c) rules relating torights of way of aircraft and vehicles;
and the runway crossing points; and
45

d) authorized parking areas. necessary to set up manned crossing points.In other cases
control by MIC lights, warning signs or pavement
--`,,```,,,,````-`-`,,`,,`,`,,`---
markings m a y be sufficient. A careful check should be

19.2.5 Physicalconfrols.Adequate controb should be made to tnsm that all lights, signs and marking3
established to ensure that drivers have no difficulty in conform with standards laid down by the airport licensing
complying with safety measures. In some cases it may be authority and/or the airport operatw.

Chapter 20
Incidents Affecting People andProperty
Outside the Airport Boundary
20.1 ICEFALLS FROM AIRCRAFT a) date, time and location of the incident;
20.1.1 Lumps of ice

may obsionally fall from b)
name, address and telephone number of the
aircraft. This will usually occurduring the approach phase reporter;
of flight and the incident mayoccuraconsiderable
distance from the airport. c) details of injuries to persons or animals, and damage
to property;
20.1.2 National procedures for the investigation of d) description of the object; and
such incidents and the settlement of claims will vary but
an airport operator should endeavour to ascertain such of e) details of aircraft movements in the area.
the following information as is appropriate:
a) date, time and location of the fall; 20.2.3 Where possible, photographs should be taken
b)
name, address and telephone number of the of anydamage and, where the object seems to be
reporter; significant (in-flight safety being affected), engineering
advice should be sought as to its importance and steps
c) details of injuries to persons or animals, and damage taken to notify the aircraft operator as soon as possible.
to property;
d) meteorological data for the relevant time and place;
and
e) aircraft movements for the relevant time and place. 20.3 FUELJETTISONING
20.3.1 Aircraft may deliberately dump fuel in

20.1.3 Where possible, samples of the ice should be response to an emergency or, more frequently, there may
kept in a refrigeratorand photographs should be taken of be inadvertent Occurrences of jettisoning -mainly
any damage as soon as possible. during take-off.
20.3.2 Where complaints are received the airport

20.2 OBJECTSFALLINGFROM operator should obtain the following information:
AIRCRAFT IN FLIGHT
a) date, time and location of the incident;
20.2.1 Parts of the structure may occasionally detach
from an aircraft, during any phase of flight, and may be b) name, address and telephone number of the
reported by someone on the ground. reporter;
c) details of any harmful effects to people, animals or

--`,,```,,,,````-`-`,,`,,`,`,,`---
20.2.2 On beingnotified of such an incident the property; and

airport operator should endeavour to ascertain as much of
the following information as is appropriate: d) aircraft movements for the relevant time and place.
47

20.4 WINGTIP VORTICES a) date, time and location of the incident;
20.4.1 As a natural function of flight, vortices are b) details of injury and gtneral description of damage to
shed from aircraft
wings. In light
wind conditions, and property;
--`,,```,,,,````-`-`,,`,,`,`,,`---
particularly in the case of large aircraft in the last stages of

thelandingapproach, these vortices may reach the C) mCteOrOlOgid data for the I-dCvant time; and
ground and cause damage to roofs.
dl aircraft movements for the. relevant time.
20.4.2 Frocedurw for the investigation of such
occurrencesand the settlement ofclaims will vary but the 20.4.3 Where possible, photographs should be
airport operator should recordthe following information: obtained of the damage before any repairs are c a r r i e d out.

I C A O 9337 P A R T t 8 t f m 4 8 4 3 4 3 6 0038783 Ob5 m
Chapter 21
Safety at Air Displays
21.1 INITIAL ORGANIZATION i) collection of landingfees and arrangement of rebates

--`,,```,,,,````-`-`,,`,,`,`,,`---
as necessary; and
21.1.1 The proposal to hold an air show or display at
j) ensuring that adequate insurance-coverage for all
aparticular airport should, in the fnst instance, be
foreseeable eventualities has been arranged.
referred to the airport manager’ preferably at least 12
months and in any event not less than six months before
the proposed date. It is his decision as to whether he can National civil aviation authority
*
accept such a display,but before reaching a decision there a) initiation of Class II NOTAM action;
should be full consultation with air traffk control.
b) issue of any exemptions from the requirements of
21.1.2 Priority must be given to minimizing the National Legislation;
- _- - _ _
disturbance of routine airport operations while the c) variations in airport licences if required;
general nuisance to people livingaround the airport must
obviously be considered. d) provision of air traffic control services and control of
flying display;
21.1.3 At all times and in every respect safety is of e) ground movement control of display aircraft;
paramount importance. Nothing can be permitted which
in any way adversely affects the overall levelof safety. f) special
briefing of
pilots
participating in flying
display; and
g) provision of advice to display organizer on weather
minima and technical air traffic problems.
21.2 ORGANIZATLON RESPONSIBILITY
Display organizer
21.2.1 The responsibilities of the principal
authorities involved in a flying display are summarized a) co-ordination of all display arrangements;
below :
b) liaison with police, local authorities, public transport
undertakings and motoring organizations;
Airport owner:
c) safety of spectators includingprovision of barriers
a) safety of normal operations;
and marshals;
b) maintenance of normal airport operations;
d) provision of all spectator services (e.g. car parking,
c) avoidance of inconvenienceto passengers and airline catering, toilets, first aid);
operators; e) security of aircraft in static park;
. d) provision
of safety services; f) refuellingofdisplayaircraft;
e) arrangements for parking of display aircraft;
g) insurance coverage to cover. all foreseeable
f) siting of spectator areas; eventualities - consulting withairportowner as
necessary;
g) attendance of operations manager and senior fire
officer at pilot briefmg; h) notification to the public of practice sessions; and
h) approval of participation of display aircraft; i) safety of pleasure flying parking areas.
49

I C A O 9137 PART*;B ** W Y8Y1YLb 005878Y T T 5 m
so Airport Services Manual

21.3 AIRPORT OWNER’S RESPONSIBILITY 21.3.10 Car parks and spectator areas should not be
located within the runway strip or approach areas.
21.3.1 The primary responsibility must obviously be
to maintain the normal operations through the airport
with the minimum possible inconvenience to airline 21.3.11 Spectators should be confined to one side of
operators and passengers. the runway, thus allowing aircraftfr-rn to manmuvre
on the opposite side.
21.3.2 To enable an air display to be run without
interference some rescheduling ofmovements is virtually
inevitable. The proposed timing of the flying displayand
the extent of rescheduling must be discussed with air 21.4 SAFETY SERVICES
traffic control and the airlines involved well in advance of
the event. 21.4.1 The airport f a seervice will attend airuaft
accidents axwring within the tterodrome boundary with
21.3.3 Inconvenience to passengers will usually all available appliances. For aircraft mxklcnts cxxwring
result mainly from large numbers of spectaton attending beyond the airpMt boundary and thought to be located
the flying displayrather than rescheduling offlight times. withintheboundaryshownonthemapwhichis~for
Thus, it is usually preferable to locate the static aircraft off-airport attendances, the attendance will bt kss k c
park, spectator enclosures and the display car park welt 15.4).
away from the airport terminal area and desirably with a
different access road.
--`,,```,,,,````-`-`,,`,,`,`,,`---
21.3.4 There m a y be a requirement for two aircraft 21.5 ACCIDENTS
parks, one for static aircraft and the other for display
aircraft. These may be on separate parts of the airport. In 21.5.1 The procedures to be followed in the event
both instances care must be taken to ensure that the of an accident are the same as those promulgated in
designated area is of suficient size. Chapter 13.
21.3.5 The surface of the parking area should be

sufficient to withstand the loads imposed by military 21.6 POST-DISPWY TASKS
aircraft which do not normally use civil airports.
21.6.1 Immediately after oompktion of the display
21.3.6 The designated parking area should ensure the runway surface and light fittings shall be examined
that the displayaircraft do not mix in any way with for damage and as soon as possible the approach light
normal commercial movements. fittings.
21.3.7 Sufficientspace must be allowed for safe
refuelling of the display aircraft and for each aircraft to 21.6.2 The display parking areah) should be
taxi in and out of the park without being blocked by examined for similar damage and thoroughlycleaned.
another aircraft. Particular attention should be paid to the removal of
litter.
21.3.8 Spectator areas should be positioned well away
from the main terminalarea of the airport and as close as
possible to the display parking area. 21.6.3 Any spectator area facilities whichinfringe on
the air side must be removed and although this is the
21.3.9 Prior to commencement of the flying display, responsibility of the display organizers, the area should be
spectators should be removed from the vicinity of the inspected to see that it is restored to its original state and
parking area occupied by display aircraft. all litter removed.

Chapter 22
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The Provision of Aerodrome Data
22.1 GENERAL and warnings such as temporaryrunway or taxiway

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

changeswhichoccurwithin
22.2 THE TYPES OF INFORMATION variable or temporary data categories must be
promulgated promptly usingthe NOTAM Class I.
22.2.1 Data can be divided into three broad groups as
follows: 22.3.4 The Aerodrome AirTraffic Control Unit
must be informed immediately whensuch changes occur
22.2.1.1 Permanent data. This comprises basic so that theymayadviseflightcrew by R/T where
descriptive material for the aerodrome which rarely, if appropriate.
ever, changes. The datawhichwouldfall into this
categorywouldinclude aerodrome reference points, 22.3.5 Procedures must be established to forward
runway strength, runway dimensions and layout, any new data or variations of existingdata to the
elevations, and permanent obstacles. Annex 14, Chapt- Aeronautical Information Service of the State concerned,
er 2, describes most of the data in this category. as indicated in Annex 15.
22.2.1.2 Variable data. Data in this category are of a 22.3.6 Any variations whichaffect the accuracyof
semi-permanent nature but are liable to change and any ofthe charts described in Annex 4 must be submitted
provision must be made for such changes to be to the Authority responsible for the publication of such
promulgatedpromptly.Data in this categorywould charts.
include such items as runway declared distances,
obstacles, hours ofoperation,visual aids and such
facilities as rescue, fire fighting, and salvage. It is
doubtful whether data in thiscategorywould change 22.4 RESPONSIBILITY FOR NOTIFICATION
more frequently than once per year. OF CHANGES
22.2.1.3 Temporary data. Datain this category are 22.4.1 Each aerodrome must establish a system for
subject to short-termvariations. These include limitations the prompt notification of changes to the variable data
51

52
andtheimmediatenotification of any temporary data will be very significant as soon as t h e aerodrome opens,
throughout
the
aerodrome’s
published
hours of e.g. snow on runways.
operation.
22.4.3 A senior aerodrome official,normallythe
22.4.2 Aerodromeswhich close at night should manager responsible for aerodromeoperations,should be
establish a system for the notification of circumstances made responsible for the provision of aerodrome data and
which may occur during the hours of closure and which any changes.
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7he following summary &es the status, and also regarded as not yet having attained a sufficient degree
describes in general terms the contents of the various of maturity for adoption as International Standards
serim of technical publications issued by the Inter- and Recornmended Practices, as well as material of a
natimal Civil Aviation Organization. It does not more permanentcharacter which is considered too
includespecialized publications that do not fall detailed for incorporation in an Annex, or is suscep-
specificalb within one of the series, such as the tible to frequent amendment, for which the processes
Aeronautical Chart Catalogue or the Meteorological of the Convention would be too.cumbersome.
Tables for International Air Navigation.
Regional Supplementary Procedures (SUPPS) have
International Standards and Recommended R a e a status similar tothatof PANS inthatthey are
tices are adopted by the Council in accordance with approved by the Council, but only for application in
Articles 54, 37 and 90 ofthe Conventionon the respective regions. They are prepared in consoli-
International Civil Aviation and are designated,for dated form, since certain of the procedures apply to
convenience, as Annexes to the Convention.The overlapping regions or are common to two or more
uniform .application byContracting Statesofthe regions.
specifications contained in theInternationalStan-
dards is recognized as necessary forthe safety or
regularity ofinternational air navigation while the
uniformapplication of the specifications in the T h e following publications are prepared by author-
RecommendedPractices is regarded as desirable in ity of the Secretary Generalin accordance with the
the interestofsafety, regularity or efficiency of principles and policies approved by the Council.
international air navigation. Knowledge of any differ-
ences between the national regulations or practices of Technical Manuals provide guidance andinforma-
a State and those established by an International tion in amplification of the International Standards,
Standard is essential tothesafetyor regularity of Recommended Practices and PANS, the implementa-
internationalair. navigation.In the event of non- tion of which they are designed to facilitate.
compliance with an International standard, a State
has, in fact, an obligation, under Article 38 of the Air Navigation Plans detail requirements for facili-
Convention, to notify the Council of any differences. ties and services for international air navigation in the
Knowledge of differences from Recommended Prac- respective ICAO Air Navigation Regions. They are
tices may also beimportantforthesafetyof air preparedon the authority of the Secretary General
navigation and, although the Conventiondoes not on the basis ofrecommendations of regional air
impose any obligation with regard thereto, the navigation meetings and of the Council action there-
Council has invited Contracting States to notify such on. The plans are amended peri?dically to reflect
differences in addition to those relating t o Interna- changes in requirements and in the status of imple-
tional Standards. mentation of the recommended facilities and services.
Procedures for Air Navigation Services (PANS) are ICAQ Circulars make available specialized informa-
approved by the Council for world-wide application, tion of interest t o Contracting States. This includes
They contain, for the most part, operating procedures studies on technical subjects.

I C A O 7137 P A R T S 8 t t - 4 8 4 1 4 L b 0018788 647
PRICE: U.S.$3.25
(or equivalent in other currencies)
@ ICAO 1983
5/83, ElP1l3500
Doc 91 37-ANI898, Part 8

Order No. 804622
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9137 p8 Airport Operational Services

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9137 p8 Airport Operational Services

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DOC9137-AN/898

Approved by the Secretary General

INTERNATIONAL CIVIL AVIATION ORGANIZATION

Copyright International Civil Aviation Organization

I C A O 9137 P A R T S 8 S t 4841416 0018728 172 =

Published in separate English,French, Russian and Spanish editions by the International

Available in three separate editions: English, French and Spanish.

Copyright International Civil Aviation Organization

Copyright International Civil Aviation Organization

Date hW by No. Date Ent

Copyright International Civil Aviation Organization

Copyright International Civil Aviation Organization

I C A O 9337 P A R T * 8 ** 48434Lb 0038733 5 3 T

6.1 Introduction ......................... 16

CHAPTER 7. Measurement of Surface Friction 19

CHAPTER 5 . Flight Checks of VisualAids .... 14

Copyright International Civil Aviation Organization

(Vi) Airport Stvices Manual

12.1 Introduction......................... 29 CHAPTER 17. R e m e and Fire F

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

Copyright International Civil Aviation Organization

Part 8. - Airport Operational Services

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

Copyright International Civil Aviation Organization

1.1 It is for national Governments to laydown the f) the formulation policies

Copyright International Civil Aviation Organization

2 Aiport Services Manual

f) the regulation of movement area traffic, except on

Copyright International Civil Aviation Organization

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

Mechanical Electrical Civil

Figure 2-1. Typical organization of airport management

4 Airpwt Senices Manual

2.2 OPERATIONS MANAGEMENT d) regular

Rescue and Fire

Area Movement Apron Managanent

Copyright International Civil Aviation Organization

Part I.- Airport OperationalServices

e e> the measurement of friction coefficient; and

2.2.4 Functionalresponsibilitiesofthe 2.4 OPERATIONS ROOM

Copyright International Civil Aviation Organization

Copyright International Civil Aviation Organization

3.2 METHOD OF INSPECTION 3.3.4 Clearance must be obtained beforecrossing

Copyright International Civil Aviation Organization

8 Airport Smices Martual

Copyright International Civil Aviation Organization

Part 8.- Airport Operational Services

3.7.2 If runway unserviceability of a type that will not

Copyright International Civil Aviation Organization

4.1 INTRODUCTION 4.3 ROUTINEGROUNDINSPECTIONS

Copyright International Civil Aviation Organization

Part 8.- Airport Operational Services

If during an ON/OFF inspectionairtraffic

Copyright International Civil Aviation Organization

12 Airport Services Manual

C) before commencing alignment checks air traffic

Copyright International Civil Aviation Organization

Copyright International Civil Aviation Organization

5.1 GENERAL 5.3 APPROACH m D RUNWAY

Copyright International Civil Aviation Organization

Part 8.- Airport Operational Services

0 5.3.2.2 Repeat with all the elements of the approach

5.3.3.1 With edge, threshold and end lights at