The Hashemite Kingdom of Jordan

Civil Aviation Regulatory Commission

Guidance material

Apron Management Services

Issued On the Authority of the Chief Executive Officer of the Civil Aviation
Regulatory Commission

Original
March, 2017

\lo-(J:L · d_
Capt. Haitham Misto
Chief Commissioner/CEO
Aerodrome Safety and Standards Directorate (DASS) CARC Guidaance Material 34/AMS

Table of Contents
DOCUMENT APPROV AL 2
AMENDMENT RECORD SHEET 3
Apron Management Service 4
1. General 4
2. Who operates the apron management service? 4
3. Responsibilities and Functions 5
4. Apron Safety 7
4.1 Blasrt precautions 7

4.2 Aircraft refueling 7

4.3 Apron sweeping 8

4.4 Apron cleaning 8

5. Aircraft parking/docking guidance system 9
6. Special procedures for low visibility conditions 10

7. Training 10

8. vehicle control on manoeuvring area 11

8.1 Air traffic control responsibility 11

8.2 Airport responsibility: 11

8.4 On apron areas air traffic control responsibility 11

8.S Airport responsibility on apron areas 12

9. DIVERSIONS 12

Amendment No. Original llPage

Aerodrome Safety and Standards Directorate (DASS) CARC Guidaance Material 34/AMS

DOCUMENT APPROVAL

The following table identifies all authorities that have successively edited,
accepted, endorsed and approved the present issue of this document.

NAME AND
AUTHORITY DATE
SIGNATURE

Prepared erodrome Safety

By nspector

Accepted
Director of DASS Waf a Alhawamleh
By \ t., / 3 i <-0 \ ~

Reviewed
Director of QA&IA Eng. Suha Daher
BY

Approved Chief Capt. Haitham Misto

By Commissioner/CEO

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Amendment No. Original 21Page

Aerodrome Safety and Standards Directorate (DASS) CARC Guidaance Material 34/AMS

AMENDMENT RECORD SHEET

Amendment
Number of pages Date Entered Entered By
Number Date

'-';-;:;:3S\
~':-,~~L."
"

Amendment No. Original 31Page

Aerodrome Safety and Standards Directorate (DASS) CARC Guidaance Material 34/AMS

Apron Management Service

1. General
1. 1 Apron management is required to regulate the activities and movement of
aircraft, vehicles and personnel on the apron (JeAR Part 139 Appendix I).

1. 2 There are a variety of different approaches to apron management which

have been developed

1. 3 The need to establish a dedicated apron management service is dependent

upon three main operational factors. They are:

a. the traffic density;

b. the complexity of the apron layout; and
c. the visibility conditions under which the aerodrome authority plans to
maintain operations.

1. 4 The apron management must establish rules related to the operation of

aircraft and ground vehicles on the aprons. These rules should be
compatible with those for the manoeuvring area

l. 5 JeAR Part 139 Appendix I, recommends that an apron management

service be provided when warranted by the volume of traffic and
operating conditions.

1. 6 The more complex the apron layout the more comprehensive an apron
management service needs to be, particularly when taxiways are included
in the apron area.

1. 7 Aerodrome authorities must therefore consider what scope of

management is needed for the activity on their apron areas to ensure the
safe and efficient operation of aircraft and vehicles in close proximity.

2. Who operates the apron management service? _

2. 1 Apron management services may be provided by the air traffic service

unit, by a unit set up by the aerodrome authority, by the operator in the
,.,.-:_-- :.

Amendment No, Original )

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Aerodrome Safety and Standards Directorate (DASS) CARC Guidaance Material 34/AMS

case of a ' company terminal, or by co-ordinated control between ATS and

the aerodrome authority or operating company.

2. 2 Some States have found that a preferred system of operating aprons has
been to set up a traffic management control procedure in which a single
unit takes over the responsibility for aircraft and vehicles at a pre-
determined handover point between the apron and the manoeuvring area.

2.3 By arrangement with the aerodrome ATS unit, start-up and taxi clearance
to the handover point will be given to departing aircraft where the ATS
unit assumes responsibility.

2. 4 One form of the co-ordinated apron management service is where radio

communication with aircraft requiring start-up or push-back clearance on
the apron is vested in the air traffic service unit

2. 5 The apron management service should ensure that the apron area is kept
clean by airport maintenance and that established aircraft clearance
distances are available at the aircraft stand. A marshalling service and a
leader van (follow-me vehicle) service may also be provided.

3. Responsibilities and Functions

3. 1 Whichever method of operating an apron management service is

provided, the need for close liaison between the aerodrome authority,
aircraft operator and ATS is paramount. The operational efficiency and
safety of the system depends very largely on this close co-operation.

The following items are of importance to both ATS and the aerodrome
authority:

a) Aircraft stand allocation

Overall responsibility for aircraft stand allocation should be retained

by the airport operator although for operational convenience and
efficiency a system of preferred user stands may be established.
Instructions should clearly state which stands may be used by which
aircraft or groups of aircraft. Where considered desirable, a preferred
order of use of stands should be laid down. Apron control staff should
be given clear guidance on the stand occupancy times to be permitted
and the steps to be taken to achieve compliance with the rules.

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Amendment No. Original 5 I P age ~':;....;..o'-
Aerodrome Safety and Standards Directorate (DASS) CARC Guidaance Material 34jAMS

b) Aircraft arrival/departure times

Foreknowledge of arrival and departure times scheduled, estimated

and actual is required by ATS, apron management, terminal
management and the operators. A system should be established to
ensure that this information is passed between all interested parties as
quickly and efficiently as possible.

c) Start-up clearances

Normally these are given by the ATC unit. Where an apron

management service operates its own radio communication on the
apron area procedures will need to be established between the apron
management service and the ATC unit to ensure the efficient co-
ordination and delivery of such clearances.

d) Dissemination of information to operators

A system should be established to ensure the efficient distribution of

relevant information between apron management, ATS and
operators. Such information could include notification of work in
progress, nonavailability of facilities, snow clearance plans and low
visibility procedures.

e) Security arrangements

In addition to normal security arrangements there are security

requirements which are of interest to many parties who operate on
the apron. These would include contingency plans for such
eventualities as baggage identification on the stand, bomb warnings
and hijack threats.

f) Availability of safety services

The rescue and fire fighting services (RFF) are normally alerted to an
incident on the movement area by ATS. However, at aerodromes
where aircraft on the apron area are controlled by the apron
management service, a communication system needs to be
established to alert the RFF when an incident occurs in the apron area
of responsibility.

Amendment No. Original 61pagtC

Aerodrome Safety and Standards Directorate (DASS) CARC Guidaance Material 34/AMS

g) Apron discipline

The apron management service will be responsible for ensuring

compliance by all parties with regulations relating to the apron.

4. Apron Safety

4.1 Blast precautions

4. 1 All apron users should be made aware of the hazards arising from jet
efluxes and propeller slipstreams. Where necessary apron design will have
incorporated blast fences and the best use must be made of these to
protect equipment. All vehicles and wheeled equipment must be left
properly braked and, where appropriate, on jacks to minimize the risk of
movement when subjected to jet blast or propeller slipstream. Particular
care must be exercised with apron equipment having a large flat side
surface area. Litter or rubbish can constitute a risk when acted on by blast
and it is thus necessary to ensure that aprons are kept clean.
Responsibility for the marshalling of passengers across aprons rests with
the airline or its agent. However, airport staff should be aware of the risk
to passengers on aprons from jet blast and should be prepared to give
warning where this seems necessary.

4.2 Aircraft refueling

4.2 Airlines and fuel companies are responsible for the observance of safety
procedures during the fuelling of aircraft. All personnel working on
aprons should, however, be made aware of the major safety precautions
and should repor 1 any apparent breach to the person in charge of the
fuelling operations, the fuelling overseer, The main points to be observed
are:

a. no smoking or naked lights within the fuelling zone;

b. auxiliary power units and ground power units shall not be started
during the fuelling operation;
c. a clear exit path maintained to and from the aircraft to allow the
quick removal of fuelling equipment and persons in an emergency; " .•...•

(
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Amendment No. Original
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Aerodrome Safety and Standards Directorate (DASS) CARC Guidaance Material 34/AMS

d. aircraft and supply sources shall be correctly bonded and the

correct earthing procedures employed;
e. fire extinguishers of a suitable type should be readily available;
and
f. fuel spillage should he immediately brought to the attention of the
fuelling overseer. Detailed instructions should be laid down for
dealing with fuel spillage. When necessary, aircraft fuelling
companies should be given iilstructions with respect to the
acceptable positioning of vehicles relative to the aircraft to ensure
that taxing clearance limits are not infringed. Guidance on
precautionary measures to be taken while fuelling operations are
carried out is contained in the AirportServices Manual, Part I -
Rescue and Fire Fighting.

4.3 Apron sweeping

4. 3 The cleanliness of paved areas is vital to prevent foreign object damage

(FOD) to the engines of taxiing aircraft. A regular programme should be
instituted for the mechanical sweeping of aprons and taxiways so that in a
given period of time all the operational paved areas where aircraft taxi or
park will have been swept. In addition, sweeping should be available "on
request" to deal with those areas on which loose material has accumulated
since the last regular sweeping and which represent a hazard to aircraft. It
is unlikely that there will be any requirement to sweep the runway on a
regular basis unless the airfield is located in a dusty or sandy area.

4.4 Apron cleaning

4.4 At regular intervals, aircraft stands should be withdrawn from service and
scrubbed with a chemical solvent to remove oil, grease and rubber marks.
This is also required prior to repainting stand markings. The solvent may
be applied from a bowser using spray booms and the stand is then
scrubbed using a mechanical rotary brush. It is important that the stand
being scrubbed should not be used by aircraft during the. Scrubbing
operation.

Amendment No. Original 81Page

Aerodrome Safety and Standards Directorate (DASS) CARC Guidaance Material 34/AMS

5. Aircraft parking/docking guidance system

5. 1 The apron guidance system provided will depend upon the accuracy of
parking required and the types of aircraft operating on the apron.
Guidance on apron markings is given in the Aerodrome Design Manual,
Part 4. Where more accurate parking/docking is required then one of the
guidance systems conforming to the specifications in lCAR Part 139
Appendix E must be installed. Details of these systems are given in the
Aerodrome Design Manual, Part 4, Chapter 12. The apron management
service should monitor these systems and associated guidance lights to
ensure that they are inspected at least weekly to maintain high standards
of serviceability.

Marshalling service

5. 2 An aerodrome marshalling service should be provided where parking or

docking guidance systems do not exist or are unserviceable or where
guidance to aircraft parking is required to avoid a safety hazard and to
make the most efficient use of available parking space. Where aerodrome
marshalling is provided, comprehensive instructions should be written for
marshallers including:

a. the absolute necessity for using only authorized signals (copies of

these should be displayed at suitable points);
b. the need to ensure that prior to using the authorized signals the
marshaller shall ascertain that the area within which an aircraft is to
be guided is clear of objects which the aircraft, in complying with his
signals, might otherwise strike;
c. the circumstances in which one marshaller may be used and the
occasions when wing walkers are necessary;
d. the action to be taken in the event of an emergency or incident
involving an aircraft and/or vehicle occurring during marshalling,
e.g. collision, fire, fuel spillage;
e. the need to wear a distinctive jacket at all times. This jacket can be of
the waistcoat variety coloured dayglow red, reflective orange, or
reflective yellow; and
f. the action to be taken when re-positioning of aircraft is to be carried
out by tractor and signalling is necessary to close down engines.

Amendment No. Original 91Page

Aerodrome Safety and Standards Directorate (DASS) CARC Guidaance Material 34/AMS

6. Special procedures for low visibility conditions

6. 1 The special procedures related to low visibility conditions are described in

chapter 5 of guidance material 34!SMGC published on CARC website.

7. Training

7. 1 The functions of the apron management service require that its staff be
appropriately trained and authorized to carry out their respective
responsibilities, This applies particularly to those responsible for the
operation of an apron management centre or tower, to marshallers and to
leader van (follow-me vehicle) operators.

7. 2 Staff operating an apron management centre or tower have the

responsibility for managing and, at some aerodromes, controlling aircraft
movement within their area of responsibility.

7. 3 issues addressed by a training programme will be:

a. ATS unit!apron management co-ordination;

b. start-up procedures;
c. push-back procedures;
d. gate holding procedures;
e. taxi clearances; and
f. en-route clearances.

7. 4 Aircraft marshallers require trainmg to ensure that they are properly

qualified to direct aircraft movements. Their training should focus on:

a. signalling;
b. aircraft characteristics, both physical and operating, that relate to
manoeuvring of aircraft within the confines of the apron; and
c. personal safety around aircraft and particularly engines.

7. 5 At aerodromes where leader vans ("follow me" vehicles) are in use,

local regulations should ensure that drivers are suitably qualified in
RTF procedures, know visual signals and have a suitable knowledge of
taxiing speeds and correct aircraft! vhehicle spacings. A thorough

Amendment No. Original 10 I P age

Aerodrome Safety and Standards Directorate (DASS) CARC Guidaance Material 34/AMS

knowledge of the aerodrome layout with an ability to find one's way in

low visibility is important.

8. vehicle control on manoeuvring area

8.1 Air traffic control responsibility

Air traffic control is responsible for the control of the movement of vehicles on
the manoeuvring area. To maintain such control, vehicles operating on the
manoeuvring area should be fitted with RIT on the appropriate channel, or
closely escorted by an RlT equipped vehicle.
8.2 Airport responsibility:

The airport operator is responsible for ensuring that all possible steps are taken
to co-operate with air traffic control in discharging its responsibility for control
of vehicles on the manoeuvring area. In particular, action should be taken to see
that:

a. a system of vehicle passes is established and only authorized vehicles

permitted on the manoeuvring area;
b. RlT equipment is provided on vehicles and is maintained in a fully
serviceable condition;
c. drivers are fully conversant with: - proper RIT procedures; - the
terms and phrases used in air traffic control, including the ICAO
spelling alphabet; - the meaning of visual signals on the airport, with
particular emphasis on those intended to prevent inadvertent
infringement of active runways;
- the geography of the airport;
- the "rules of the road" relating to vehicles and aircraft; and
- the need to avoid infringement of the restricted areas
associated with radio navigation facilities unless specifically
exempted, vehicles are fitted with appropriate obstacle
marking and lighting as specified in lCAR 139 Appendix F.
The airport operator is responsible for the supply, fitting and
maintenance of signs, lights and markings needed for the
control of traffic on the manoeuvring area.

8.4 On apron areas air traffic control responsibility.

Air traffic control normally has no responsibility for control of vehicles
on apron areas.

Amendment No. Original lllPage

Aerodrome Safety and Standards Directorate (DASS) CARC Guidaance Material 34/AMS

8.5 Airport responsibility on apron areas.

The airport operator is responsible for regulating vehicular traffic
movement on the apron in order to reduce to a minimum the risk of
aircraft/vehicle and vehicle conflict and to promote the safety of
pedestrians and to achieve efficient traffic flows.
Control can be e exercised by regulating the vehicles that can enter the
apron and by instruction of driving.

All vehicle used on the apron areas shall display an air side or apron
pass and the person responsible for a given vehicle shall ensure that all
drivers are properly briefed. An airside or apron pass should not be
issued unless the vehicle operator can produce a certificate showing that
the vehicle is in good working condition.

The person responsible for a vehicle shall bring the following points to
the attention of the driver:
a. speed limits - in specific or general terms;
b. authorized routes;
c. an airport plan is displayed in the cab of all vehicles
indicating the boundaries of the manoeuvring area and the
runway crossing points
d. rules relating to rights of way of aircraft and vehicles; and
authorized parking are.

9. DIVERSIONS
9. 1 Contigency arrangements should be made at each airport to deal with the
possibility of apron congestion due to a large influx of diverted aircraft.
These arrangements should include the setting up of a liaison committee
of all parties concerned to enable quick decisions to be made. Warning
arrangements should be made to alert operators to any approaching
saturation of apron or terminal facilities.

Amendment No. Original 12 I P age