Gallup_FAA_Advisory_5210-5D_AND_5210-20A.pdf

U.S. Department of Transportation

Federal Aviation Administration

Advisory Circular

Subject: Painting, Marking, and Lighting of Vehicles Used on an Airport

Date: April 1, 2010

Initiated by: AAS-100

AC No: AC 150/5210-5D

Change:

1. PURPOSE. This advisory circular (AC) provides guidance, specifications, and standards for painting, marking, and lighting of vehicles operating in the airport air operations area (AOA). The approved lights, colors, and markings herein assure the conspicuity of vehicles operating in the AOA from both the ground and the air.

2. CANCELLATION. This AC cancels AC 150/5210-5C, Painting, Marking, and Lighting of Vehicles Used on an Airport, dated August 31, 2007.

3. APPLICATION. The Federal Aviation Administration (FAA) recommends the guidelines and standards in this Advisory Circular for vehicles operating in the airport AOA. In general, use of this AC is not mandatory. However, use of this AC is mandatory for vehicles funded with federal grant monies through the Airport Improvement Program (AIP) and/or with revenue from the Passenger Facility Charges (PFC) Program. See Grant Assurance No. 34, “Policies, Standards, and Specifications,” and PFC Assurance No. 9, “Standard and Specifications.”

Vehicles covered by this AC that do not meet this standard may be used until the vehicle is repainted or replaced, but no later than December 31, 2010.

4. PRINCIPAL CHANGES. This AC contains new specifications and recommendations for the painting, marking, and lighting of Towbarless Tow Vehicles (TLTVs).

5. METRIC UNITS. To promote an orderly transition to metric units, this AC includes both English and metric dimensions. The metric conversions may not be exact equivalents, and until there is an official changeover to the metric system, the English dimensions will govern.

6. COMMENTS OR SUGGESTIONS for improvements to this AC should be sent to:

Manager, Airport Engineering Division Federal Aviation Administration

ATTN: AAS-100

800 Independence Avenue, S.W.

Washington, DC 20591

Michael J. O’Donnell Director of Airport Safety and Standards

4/1/2010 AC 150/5210-5D

Intentionally left blank.

PAINTING, MARKING, AND LIGHTING OF VEHICLES USED ON AN AIRPORT

1. SOURCES OF APPLICABLE DOCUMENTS.

a. American National Standards Institute, Inc. (ANSI), 25 West 43rd St. 4th Floor, New York, NY 10036. Website: www.ansi.org

b. American Society for Testing & Materials (ASTM), ASTM International, 100 Barr Harbor Drive, P.O. Box C700, West Conshohocken, PA 19428-2959. Website: www.astm.org

c. The National Fire Protection Association (NFPA), 1 Batterymarch Park, Quincy, Massachusetts 02169-7471. Website: www.nfpa.org

d. The U. S. General Services Administration (GSA), Centralized Mailing List Services, 501 West Felix Street, Whse 9, South End P.O. Box 6477, Fort Worth, Texas 76115-6477.

Website: www.gsa.gov

e. The Superintendent of Documents, U.S. Government Printing Office, 732 North Capitol St. NW, Washington, DC 20401.

f. Society of Automotive Engineers, Inc. (SAE), 400 Commonwealth Drive, Warrendale, PA 15096-0001. Website: www.sae.org

g. FAA Advisory Circulars: U.S. Department of Transportation, Subsequent Distribution Office, Ardmore East Business Center, 3341 Q 75th Ave., Landover, MD 20785. Website:

www.faa.gov

h. FAA Engineering Briefs: www.faa.gov/airports/engineering/engineering_briefs/

2. DEFINITIONS. The following definitions apply in this AC:

a. Vehicle – All conveyances, except aircraft, used on the ground to transport persons, cargo, equipment or those required to perform maintenance, construction, service, and security duties.

b. Air Operations Area (AOA) – The portion of airport that encompasses the landing, take off, taxiing, and parking areas for aircraft.

c. Airport Emergency Vehicles – Vehicles that are authorized in the AOA for emergency purposes (e.g., ambulances, aircraft rescue and fire fighting (ARFF) vehicles and emergency response vehicles) as authorized by the airport traffic control tower (ATCT) or an authorized on-site accident/incident commander.

d. Airport Operations Vehicles – Vehicles routinely used by airport operations personnel for airport inspection and duties associated with airfield operations (such as airfield condition reporting and Incident Command) on the AOA and Movement Area.

e. Airport Security Vehicles – Vehicles that are authorized in the AOA for security purposes, as needed (e.g. police cars).

AC 150/5210-5D 4/1/2010

f. Airfield Service Vehicles – Vehicles that are routinely used in the AOA for airfield service, maintenance, or construction (e.g. snow blowers, snowplows, maintenance trucks, and tractors).

g. Aircraft Support Vehicles – Vehicles that are routinely used in the AOA to support aircraft operations (e.g. aircraft pushback tractors, baggage/cargo tractors or trucks, air conditioning and aviation fuel trucks). These vehicles are typically owned by airlines, vendors, or contractors and are not eligible for Federal funding.

h. Reduced Visibility – Prevailing visibility is less than one statute mile (1609 meters) and/or the runway visual range (RVR) is less than 6,000 feet (1830 meters).

i. Movement Area – The runways, taxiways, and other areas of an airport/heliport that are used for taxiing/hover taxiing, air taxiing, takeoff, and landing of aircraft, exclusive of loading ramps and parking areas. At those airports/heliports with an operating airport traffic control tower (ATCT), specific approval for entry onto the movement area must be obtained from air traffic control (ATC).

j. Other Vehicles – Vehicles that are not routinely authorized in the AOA (e.g.

construction vehicles). These vehicles are typically owned by airlines, vendors, or contractors and are not eligible for Federal funding.

k. Peak Intensity – Peak intensity, for purposes of this document, means the maximum magnitude of luminescence as measured in candela.

l. Towbarless Tow Vehicle (TLTV) – a type of aircraft support vehicle whose main purpose is to tow aircraft in the AOA by way of nose gear capture.

3. VEHICLE PAINTING.

NOTE: Airport vehicle paint and markings are a safety of flight requirement. The approved colors/markings herein assure conspicuity of vehicles operating in the AOA from both the ground and air.

a. Airport Emergency Vehicles.

(1) Ambulances. Ambulance vehicles are painted per the most current version of Federal Specification KKK-A-1822, Federal Specification for the Star-of-Life Ambulance. Ambulances are not considered vehicles routinely operating on the AOA.

(2) Aircraft Rescue and Fire Fighting (ARFF) Vehicles. Yellowish-green is the vehicle color standard. Color specifications are per Appendix A.

NOTE: A yellowish-green color provides optimum visibility during all light levels encountered during a 24-hour day and under variations of light that result from weather and seasonal changes.

b. Airport Operations Vehicles. Airport operations vehicles may be painted in colors designated by the airport operator. The characteristics must be coordinated with the respective ATCT and identified in the tower letter of agreement.

c. Airport Security Vehicles. Comply with specific state or local requirements.

d. Airfield Service Vehicles. Chrome yellow is the vehicle color standard. Color specifications are per Appendix A. When vehicles are equipped with bumper bars 8 inches (200

mm) or more in depth, the bars must be painted in alternate stripes 4 inches (100 mm) in width of chrome yellow and black inclined 45° to the vertical.

e. Aircraft Support Vehicles.

(1) Any color or combination of colors other than yellowish-green or chrome yellow.

The bumper bar paint scheme in paragraph 3.d (of alternating chrome yellow and black stripe) is recommended.

(2) TLTVs. International orange is the vehicle color standard. Retroreflective tape covering more than 25 percent of the vehicle’s vertical surfaces may be used as a temporary measure to meet this standard prior to scheduled vehicle painting.

f. Other Vehicles. Any color or combination of colors other than solid black or white.

4. VEHICLE MARKING.

a. Airport Emergency Vehicles.

(1) Ambulances. Ambulances are marked per the most current version of Federal Specification KKK-A-1822.

(2) ARFF Vehicles. Emergency rescue and fire fighting vehicles are marked with the letters “ARFF, “Fire,” or “Rescue” and in accordance with 4.c.(1)-(5) of this AC.

b. Airport Operations Vehicles. Airport operations vehicles may be marked as designated by the airport operator. Marking must be coordinated with the respective ATCT and identified in the tower letter of agreement.

c. Airfield Service Vehicles and Aircraft Support Vehicles.

(1) Airport operator owned vehicles must display an identification number on each side and on the roof (the hood should be used if the vehicle has no roof).

(2) Side numbers will be a minimum of 16 inches (410 mm) in height and conspicuously located.

(3) Roof numbers will be a minimum of 24 inches (610 mm) in height and affixed with their bases toward the front of the vehicle. The identification numbers should provide sharp color contrast to the vehicle color.

(4) In addition to the identification numbers, airport operator-owned vehicles must display either the name of the airport and/or the airport insignia.

(5) To further improve night-time recognition of vehicles, a minimum 8 inch (200

mm) wide horizontal band of high gloss white paint or white reflective tape (Retroreflective, ASTM-D 4956-09, Standard Specification for Retroreflective Sheeting for Traffic Control, Type III & above) must be used around the vehicle's surface. Figures 1, 2, and 3 show suggested locations for the horizontal reflective band.

Figure 1: Suggested location for the horizontal reflective band, Option 1

Figure 2: Suggested location for the horizontal reflective band, Option 2

Figure 3: Suggested location for the horizontal reflective band, Option 3

(6) TLTVs. Retroreflective tape is used to outline the shape of a TLTV. If the vertical edge of the vehicle is rounded, the tape should be placed on the rounded portion to reflect light in both the horizontal and vertical planes. Where the placement of the tape may interfere with, or may be worn down by, maintenance or operational activities, tape is not required. Suggested locations for the retroreflective bands are shown in Figure 4.

Figure 4: Suggested placement of retroreflective tape on a TLTV

d. Airport Security and Other Vehicles.

(1) Vehicles other than those that routinely traverse any portion of the AOA under the control of ATC, which are not escorted by a vehicle in constant two-way radio communication with ATC and properly equipped and authorized to operate in the AOA, must be provided with a flag on a staff attached to the vehicle so that the flag will be readily visible.

(2) At airports without air traffic control facilities, flags must be provided on all vehicles.

(3) The flag must be at least a 3-foot by 3-foot (0.9 meter by 0.9 meter) square having a checkered pattern of international orange and white squares at least 1 foot (300

mm) on each side (see Appendix A for the fabric color specification).

5. VEHICLE LIGHTING.

a. Airfield Service, Aircraft Support, and Airport Operations Vehicles.

(1) The standard for identification lighting is a yellow flashing light that is mounted on the uppermost part of the vehicle structure. A steady yellow light designates vehicles limited to non-movement areas.

(2) The light must be visible from any direction, day and night, including from the air.

(3) Color specifications for vehicle identification lights are per Appendix B.

(4) TLTVs. An LED light bar placed above the operator’s cab may be used in place of the rotating yellow flashing light. In addition, a yellow flashing light (of any type) must be installed on the upper left-rear and right-rear corners of the TLTV, and must be activated when an aircraft is in tow. The size of the rear flashing lights must be large enough to meet the requirements of Section 5.c, but not so large as to interfere with the normal or towing operations of the TLTV.

b. Airport Emergency, Security, and Other Vehicles, which are not escorted by a properly lighted vehicle, must be identified during periods of low visibility by a light.

c. Characteristics of Flashing Lights:

(1) Ambulance lights must meet the specifications in the most current version of Federal Specification KKK-A-1822, and ARFF vehicles must meet NFPA, state, and local requirements.

(2) Lights must have peak intensity within the range of 40 to 400 candelas (effective) from 0o (horizontal) up to 10o above the horizontal and for 360o horizontally. The upper limit of 400 candelas (effective) is necessary to avoid damage to night vision.

(3) From 10o to 15o above the horizontal plane, the light output must be 1/10th of peak intensity or between 4 and 40 candelas (effective).

(4) Lights must flash at 75 ± 15 flashes per minute.

NOTES:

1. The effective intensity of a flashing light is equal to the intensity of a steady-burning (fixed) light of the same color that produces the same visual range under identical conditions of observation.

2. If xenon flashtubes are used, refer to AC 150/5345-43, Specification for Obstruction Lighting Equipment, for guidance concerning methods of calculating effective intensity.

d. Light Colors.

(1) Airport Emergency Vehicles.

(a) Ambulances. Per the most current version of Federal Specification

KKK-A-1822.

(b) ARFF Vehicles. Red or a combination of red-and-white flashing lights per the chromaticity requirements in Appendix B.

(2) Airport Security Vehicles. Signal blue or a combination of red and signal blue flashing light per the chromaticity requirements in Appendix B.

(3) Airfield Service, Aircraft Support, Airport Operations, and Other Vehicles.

Yellow flashing light per the chromaticity requirements in Appendix B.

Appendix A

APPENDIX A. COLOR SPECIFICATIONS

A-1. SPECIFICATIONS. Colors specified in Table A-1 are per the Commission Internationale de l'Eclairage (CIE) L*a*b* system of color specification. For a description of this system, refer to American Society for Testing & Materials (ASTM) D 2244, Standard Practice for Calculation of Color Tolerances and Color Differences from Instrumentally Measured Color Coordinates.

Table A-1. Specification for vehicle and flag colors

Chrome Yellow Yellowish-Green International Orange Standard Illuminant D65

Usage Vehicle Paint Vehicle Paint Vehicle Paint /

Flag Fabric

CIELAB DATA L* a* b* L* a* b* L* a* b*

Centroid Color 72.8 24.4 77.6 78.3 -10.2 80.4 45.0 53.5 52.0

Point 1 72.8 31.8 82.9 78.3 -9.0 92.0 45.0 61.4 47.8

Point 2 72.8 25.5 66.7 78.3 -7.6 73.2 45.0 53.9 41.4

Point 3 72.8 18.0 69.3 78.3 -11.0 69.3 45.0 53.5 53.4

Point 4 72.8 22.4 86.0 78.3 -13.4 86.2 45.0 49.7 60.4

Light Limit 77.8 83.3 49.9

Dark Limit 67.8 73.3 41.6

Max ΔE 11.1 11.7 10.7

A-2. COLOR TESTS. Acceptable colors are those that meet the gloss rating test and either a visual or an instrumental color test as follows:

NOTE: Flag fabric colors must meet either the instrumental tests in Table A-1 or the visual method described in paragraph A-2b(1).

a. Gloss Rating Test. This test is performed per ASTM D 523, Standard Test Method for Specular Gloss, on a paint sample of the color to be applied on the vehicle. An acceptable color sample is high gloss with a minimum gloss rating of 70 units, for 60° geometry.

b. Color Test Methods:

(1) Visual. Prepare a master specimen of the color (per Table A-1) and gloss (per paragraph A-2a). This specimen will be the master color and be used as the basis of comparison per ASTM D 5531-05, Standard Guide for the Preparation, Maintenance, and Distribution of Physical Product Standards for Color and Geometric Appearance of Coatings. To verify the paint color of a vehicle visually, vehicle paint samples must be prepared and viewed per ASTM D 1729-96 (Reapproved 2009), Standard Practice for Visual Appraisal of Colors and Color Differences of Diffusely-Illuminated Opaque Materials.

(2) Instrumental. This test requires a test specimen sample and reference to Table A-1. All test specimen measurements should be conducted per ASTM E 1164-09a Standard Practice for Obtaining Spectrometric Data for Object-Color Evaluation. Test specimen tolerances must be per Table A-1 per the following:

(a) Plot the centroid color using the a* and b* CIELAB coordinate data from Table A-1 on graph paper or by entry of the coordinate data into a computer program. Plot and connect points 1 through 4 from the same table to form a quadrilateral; noting that the centroid color is within this figure. See Figure A-1 for plots of all three color specifications in Table A-1.

(b) Perform color sample measurements per ASTM E 1164-09a. If necessary, convert measurements to CIELAB L*, a*, and b* color space. See ASTM E 308-08, Standard Practice for Computing the Colors of Objects by Using the CIE System, for color space conversion formulae.

(c) An acceptable color is one that meets:

(i) the chromaticity requirements of the color samples a* and b* CIELAB coordinate data by falling within the quadrilateral;

(ii) the L* data lightness requirement by falling within the range defined by the light and dark data of Table A-1;

(iii) the total color difference (ΔE) by not exceeding the limits in Table A-1 when the CIELAB data are computed in the following formula:

2*2*2* )( baLE where ΔL*, Δa*, and Δb* values are the differences between those values for the centroid color in Table A-1 and those of the color sample measurements.

10 20 30 40 50 60 70 80-10-20

+b*

-b*

-a* +a*

YELLOWISH

GREEN CHROME

YELLOW

INTERNATIONAL

ORANGE

Figure A-1. Plot of selected color paint specifications

Appendix B

APPENDIX B. COLOR SPECIFICATIONS FOR VEHICLE IDENTIFICATION LIGHTS

B-1. SPECIFICATIONS. The Society of Automotive Engineers (SAE) Standard J578 Revised December 2006, Color Specification, defines the acceptable color boundary limits and measurement of emitted red, white, signal blue, and yellow light for vehicle lights. This standard applies to the overall emitted color of light from the device in lieu of emitted light from any small area of the lens. The color of emitted light must fall within the color boundaries per SAE J578 Revised December 2006 (color boundary equations are in the standard) using color measurement methods detailed in the standard. See FAA Engineering Brief #67, Light Sources Other Than Incandescent and Xenon for Airport and Obstruction Lighting Fixtures, for additional information and Alternative Lighting Devices.

U.S. Department of Transportation

Federal Aviation

Administration

Advisory Circular

Subject: Ground Vehicle Operations to include Taxiing or Towing an Aircraft on Airports

Date: 9/1/2015

Initiated By: AAS-300

AC No: 150/5210-20A

1 Purpose.

This Advisory Circular (AC) and the attached appendices provide guidance to airport operators to develop training programs for safe ground vehicle operations, personnel taxiing or towing an aircraft, and pedestrian control on the movement and safety areas of an airport. The term vehicle includes aircraft being taxied under their own power by a non-pilot, or being towed with no intention for flight. Not all the items addressed in this document will be applicable at every airport. The Federal Aviation Administration

(FAA) recommends that each airport operator evaluate their program on how it may apply to the size, complexity, and scope of operation of the airport. This AC contains recommended operating procedures, a sample Training Curriculum (Appendix A), sample Training Manual (Appendix B), and a sample Letter of Agreement (LOA)

(Appendix C).

2 Applicability.

The overall responsibility for the operation of vehicles on an airport rests with the airport operator. The airport operator is also responsible for compliance with the requirements of part 139 at airports holding an airport operating certificate and with the provisions of any applicable Federal grant agreements. In general, use of this advisory circular is not mandatory. Adherence to the provisions contained in this AC may materially assist the airport operator in complying with these requirements. FAA recommends the guidelines and specifications in this AC for ground vehicle operations on airports.

3 Cancellation.

This AC cancels AC 150/5210-20, Ground Vehicle Operations on Airports, dated June

21, 2002, and Change 1 to AC 150/5210-20, dated March 31, 2008.

9/1/2015 AC 150/5210-20A

ii

4 Background.

Each year accidents, incidents, and runway incursions occur involving aircraft, pedestrians, ground vehicle drivers, and personnel taxiing or towing aircraft at airports.

These accidents and incidents can lead to property damage, injuries, and even death.

Many of these events result from inadequate security, inadequate training, a failure to maintain visual aids, or a lack of such aids. Ground vehicle operation plans and training promote the safety of airport users by helping identify authorized areas of vehicle operation, outlining vehicle identification systems, addressing vehicle and operator requirements, and coordinating construction, maintenance, and emergency activities.

5 Principal Changes.

Changes to this AC include the following:

1. Addresses aircraft being taxied by persons other than certificated pilots;

2. Adds a definition for Airport Operations Area;

3. Revises the definition for Non-Movement Area;

4. Replaces the term “Ramp” with “Apron” to harmonize with the International

Civil Aviation Organization (ICAO) Annex 14 Volume 1;

5. Adds a definition for Vehicle or Pedestrian Deviation;

6. Provides guidance for towered airports on Part 139 requirements for people and equipment in the Runway Safety Area (RSA);

7. Calls for a Letter of Agreement at towered airports between the airport operator, the tower, and FAA Technical Operations;

8. Provides guidance on taxing and/or towing aircraft in the movement area by non-pilots; and

9. Incorporates numerous changes to format and content throughout the document.

6 Comments or Suggestions.

Use the Advisory Circular Feedback form at this end of this AC to send comments or suggestions for improving this AC.

7 Related Reading Material.

You will find additional information in the following publications:

1. 14 CFR part 139, Certification of Airports

2. Current editions of the following advisory circulars:

a. AC 90-67, Light Signals from the Control Tower for Ground Vehicles, Equipment, and Personnel

b. AC 120-57, Surface Movement Guidance and Control System

c. AC 150/5210-5, Painting, Marking, and Lighting of Vehicles Used on an Airport iii

d. AC 150/5340-1, Standards for Airport Markings

e. AC 150/5340-18, Standards for Airport Sign Systems

f. AC 150/5340-30, Design and Installation Details for Airport Visual Aids

g. AC 150/5370-2, Operational Safety on Airports During Construction

h. AC 150/5300-13A, Airport Design

i. AC 150/5210-18, Systems for Interactive Training of Airport Personnel

j. AC 150/5200-30, Airport Winter Safety and Operations

k. AC 150/5210-21, Airport Surface Safety Training Programs For Mechanics and Ramp Personnel

l. AC 00-65, Towbar and Towbarless Movement of Aircraft

3. To view electronic copies of the ACs listed above, visit the FAA website at http://www.faa.gov/regulations_policies/advisory_circulars/.

4. FAA Order 5200.10, Procedures for Conducting Investigations of

Vehicle/Pedestrian Deviations https://www.faa.gov/airports/resources/publications/orders/

8 Feedback on this AC.

If you have suggestions for improving this AC, you may use the Advisory Circular

Feedback form at the end of this AC.

Michael J. O’Donnell

Director, Office of Airport Safety and Standards http://www.faa.gov/regulations_policies/advisory_circulars/ https://www.faa.gov/airports/resources/publications/orders/

CONTENTS

Paragraph Page iv

CHAPTER 1. VEHICLE ACCESS PROCEDURES AND REGULATORY

REQUIREMENTS .................................................................................................. 1-1

1.1 Airport Procedures and Policies for Vehicle Access. ............................................... 1-1

1.2 Regulatory Change. .................................................................................................... 1-1

1.3 Ground Vehicle Operations During Construction. ................................................. 1-1

CHAPTER 2. TRAINING .............................................................................................. 2-1

2.1 Vehicle Operator Requirements. ............................................................................... 2-1

2.2 Training Requirements. ............................................................................................. 2-1

CHAPTER 3. VEHICLES ............................................................................................. 3-1

3.1 Vehicles on Airports. .................................................................................................. 3-1

3.2 Vehicular Access Control. .......................................................................................... 3-2

3.3 Vehicle Requirements. ................................................................................................ 3-3

3.4 Vehicle Operations. ..................................................................................................... 3-4

CHAPTER 4. EMERGENCY OPERATIONS AND OTHER NON-ROUTINE

OPERATIONS ........................................................................................................ 4-1

4.1 Introduction. ................................................................................................................ 4-1

4.2 Planning Meetings for Non-Routine Operations. .................................................... 4-1

CHAPTER 5. SITUATIONAL AWARENESS ............................................................... 5-1

5.1 Training for Situational Awareness. ......................................................................... 5-1

5.2 Movement and safety areas Improvements to Increase Situational Awareness. .. 5-1

CHAPTER 6. ENFORCEMENT AND CONTROL ........................................................ 6-1

6.1 Enforcement Procedures. ........................................................................................... 6-1

6.2 Control Issues. ............................................................................................................. 6-1

APPENDIX A. GROUND VEHICLE ACCESS PROGRAM TRAINING

CURRICULUM....................................................................................................... A-1

APPENDIX B. SAMPLE GROUND VEHICLE OPERATIONS TRAINING MANUAL . B-1

APPENDIX C. SAMPLE LETTER OF AGREEMENT GUIDANCE AND DETAILS .... C-1

1-1

CHAPTER 1. VEHICLE ACCESS PROCEDURES AND REGULATORY REQUIREMENTS

1.1 Airport Procedures and Policies for Vehicle Access.

Airport operators are ultimately responsible for establishing procedures and policies for vehicle access and operation on the movement and safety areas of the airport. Aircraft can also act as vehicles. When an aircraft is not intended for flight, anyone (except pilots) taxiing or towing an aircraft needs vehicle training to access the movement and safety areas of the airport. The airport operators may provide the employer, organization, or person (if the aircraft is privately owned) with procedures and policies to train their personnel. Airport operators can also incorporate vehicle and pedestrian operations and enforcement into tenant leases and agreements. The airport operator is accountable for the training and actions of all airfield vehicle operators approved to operate on the airport. The FAA Office of Airports is responsible for investigations and enforcement, where applicable, for any potential violations of all vehicle/pedestrian deviations. However, the FAA Flight Standards District Office is responsible for investigating and enforcing any potential violations of a mechanic taxiing an aircraft.

1.2 Regulatory Change.

Establishing procedures for the safe and orderly access to the movement and safety areas, as well as procedures to operate in those areas, are required at all certificated airports under 14 C.F.R. §139.329(b). Initial and recurrent training in procedures for access to the movement and safety areas are required for all persons under revised

§139.303(c). Additionally, initial and recurrent training is required for all persons, under revised § 139.329(e).

1.3 Ground Vehicle Operations During Construction.

Each bidding document, such as construction plans and/or specifications, used for development work on an airport, or for installing an air navigation facility (NAVAID), will incorporate a section on ground vehicle operations on airports during construction activity if the project is funded through the Airport Improvement Program (AIP). The airport operator is encouraged to coordinate this plan with the local FAA Technical

Operations office if the proposed construction affects their routes to and from their equipment worksites. Additional guidance on developing construction plans and/or specifications can be found in Appendix 1 of AC 150/5370-2, Operational Safety on Airports during Construction.

1-2

This Page Intentionally Blank.

2-1

CHAPTER 2. TRAINING

2.1 Vehicle Operator Requirements.

Vehicle operators on airports face conditions that are not normally encountered on public streets and highways. Therefore, anyone with vehicular access to the movement and safety areas, and a need to be there, must have an appropriate level of knowledge of airport rules and regulations. The airport’s ground vehicle driving program can give this information. Airport operators can require vehicle operators maintain a current driver's license, and may establish identification requirements that would permit the operation of a vehicle on the movement and safety areas of an airport. Any person expected to operate on the movement and safety areas should be qualified and authorized to operate in the environment.

2.2 Training Requirements.

Under Part 139, all personnel with duties requiring access to the movement and safety areas are required to have initial and recurrent training. We encourage non-certificated airports to develop a driver training program appropriate to their airports’ needs.

2.2.1 Sample Training Curriculum.

Appendix A includes a sample training curriculum. Airport operators may include this curriculum in initial, recurrent, and/or remedial instruction of airport employees, government employees, tenants, contractors, and other users with access to the movement and safety areas of the airport. The airport operator or his/her designated representative will retain records of this training for 24 months after an individual’s access to the movement and safety areas ends. Escorts are to be properly trained. Those being escorted who intend to drive and follow the escort should be briefed on staying with the escort at all times. The airport operators may develop formalized procedures for escorting. Airport operators might find it beneficial to have a tiered program requiring different levels of training based on the type of airfield, movement, and non-movement areas access. Operators may modify these documents to meet their individual situations, such as o one for vehicles operated on the movement area, one solely focused on the apron areas, and others as required. There also are commercial driving simulators available for airport driver training.

2.2.2 Mandatory Requirements for Initial, Recurrent, and Remedial Training.

2.2.2.1 Initial Training.

For Part 139 airports, initial training is the training provided to a new employee or airport user allowing a driver to demonstrate how to safely operate a vehicle under the airport’s procedures, while functioning independently on the movement and safety areas. Airports may choose to conduct other training for operators who will drive in the non-movement area. A sample Ground Vehicle Operating Familiarization Program

Training Record is in Appendix B.

2-2

2.2.2.2 Recurrent Training.

Recurrent training (required for part 139 certificated airports) is the training provided to an employee or airport user every twelve Consecutive Calendar

Months (CCM) to enable that person to maintain a satisfactory level of proficiency. An example of twelve CCM is when training occurs on July 1, 2014 and the training remains valid through July 31, 2015. The training would expire on August 1, 2015. Appropriate schedules for recurrent training will vary widely from airport to airport and from one employee to another. Airport operators should consider requiring annual recurrent training when a vehicle operator renews an expired airport ID badge, or when a tenant renews a lease agreement.

2.2.2.3 Remedial Training.

Remedial training is required when a violation of the rules and regulations is committed. Use remedial training with the chosen enforcement action

(see Chapter 6 Enforcement and Control).

2.2.3 On-the-Job Training.

The FAA also recommends on-the-job training before personnel have unescorted access to the movement and safety areas of the airport. Supervised vehicle operations and practical exams are the recommended training curriculum process.

2.2.4 Training Format.

Airports use a variety of methods, to include “train the trainer” for instructing ground vehicle operators. The airport operator is accountable for the training and actions of all airfield vehicle operators approved to operate on the airport. In some cases, airport operator delegates the requirement of employee training to airport tenants or a contractor. Airport operator will annually validate any training program that is provided to or used by the tenants for ground vehicle operations on the airport. Some airport operators choose to include training manuals or vehicle-operating requirements as part of tenant lease or use agreements. An airport operator may choose to distribute training manual information via a web page, videos, or booklets. Formal classroom instruction provided by the airport operator or tenant can include either personal instruction or a computer-based interactive training system. (See AC 150/5210-18, Systems for Interactive Training of Airport Personnel.)

2.2.5 Testing.

The airport operator or a designated representative can test trainees on the information presented. In addition to standard question and answer classroom testing methods, potential ground vehicle operators can demonstrate their proficiency in operating a vehicle on the movement and safety areas before authorizing driving privileges.

3-1

CHAPTER 3. VEHICLES

3.1 Vehicles on Airports.

Airport operators should keep vehicular and pedestrian activity on the movement and safety areas on the airport to the minimum required for operations. Vehicles on the movement and safety areas on the airport may be limited to those vehicles necessary to support the operation of aircraft services, cargo and passenger services, emergency services, and maintenance of the airport. Vehicles on the movement area should be limited to those necessary to inspect and maintain the movement areas, as well as emergency vehicles responding to an aircraft emergency. Vehicles should use service roads or public roads in lieu of crossing movement areas whenever possible. When activities need to take place in the RSA, they should occur either between aircraft operations or when a runway is closed via NOTAM.

3.1.1 Runway Crossings.

When necessary, runway crossing should occur at the departure runway end rather than the midpoint. An aircraft has more time and runway length to react if the vehicle incursion is at the opposite end of the runway from the aircraft.

3.1.2 Aircraft Operations.

Every airport will require individual solutions to prevent vehicle or pedestrian traffic from endangering aircraft operations. Aircraft ALWAYS have the right-of-way over vehicles when maneuvering on non-movement areas. Aircraft also have the right-of-way on the movement areas, except when the Airport Traffic Control Tower (ATCT) has specifically instructed an aircraft to hold or give way to vehicle(s) on a runway or taxiway.

3.1.3 Vehicle Marking and Lighting.

Vehicles that routinely operate on the movement and safety areas will be marked or flagged for high daytime visibility and, if appropriate, lighted for nighttime operations.

Vehicles that are equipped with marking and lighting devices can escort vehicles that are not marked and lighted. (See AC 150/5210-5, Painting, Marking, and Lighting of Vehicles Used on an Airport.) Vehicles needing intermittent identification can be marked with magnetically attached identification markers, which are commercially available.

3.1.4 Runway Safety Areas.

3.1.4.1 The Runway Safety Area (RSA) must normally be clear at all times during air carrier/aircraft operations. However, there may be situations and/or circumstances where airport operations require vehicles or equipment to be in the RSA for a limited amount of time. Examples may include scheduled or unscheduled NAVAID maintenance/repair, mowing operations, or other airport safety-related circumstances where personnel and equipment will be in the RSA during air carrier/aircraft operations. When circumstances

3-2 allow, drivers will drop needed equipment within the RSA and park the vehicle outside the RSA.

3.1.4.2 A Letter of Agreement (LOA) is required at each towered airport to clarify the specific activities allowed in the RSA during air carrier/aircraft operations. This LOA will include the airport operator, the local Air Traffic

Control Tower (ATCT), FAA Technical Operations, and any other airport tenant that may be permitted into the RSA during air carrier/aircraft operations. The LOA will describe the specific procedures for personnel and equipment in the RSA during air carrier/aircraft operations.

Additionally, the LOA must also emphasize that vehicles avoid the

Instrument Landing System (ILS) or Localizer arrays during low visibility conditions. Standard communication requirements between the ATCT and individuals operating in the RSA should be established in accordance with

Order 7110.65. Any LOA between the airport operator and the ATCT must be included in the airport operator’s Airport Certification Manual (ACM).

See Appendix C, Sample Letter of Agreement for guidance and details on creating the LOA. Appropriate procedures must be implemented to notify air carriers and pilots when personnel and equipment are in the RSA.

3.1.4.3 The LOA’s will be placed in the airport’s ACM, if certificated. Office of

Airport Regional Divisions will forward any issues associated with the

LOA to the Office of Safety and Operations (AAS-300). AAS-300 will coordinate with ATO, the Office of Airports Regional Division, and the airport as required.

3.1.5 Surface Movement Guidance and Control System (SMGCS).

SMGCS is a system of lighting, markings, and signs on the airport that allow pilots to continue to operate in bad weather below minimums. Low Visibility Operations (LVO) allows an airport to continue operation when weather conditions deteriorate significantly below 1200 feet Runway Visual Range (RVR). Drivers need to be aware of and trained in this area to be safe when aircraft are moving around the airport during

SMGCS condition. Only airports that have an active SMGCS program in use to control aircraft and vehicles in the movement area should train on it. For additional information on the SMGCS Plan, refer to AC 120-57, Surface Movement Guidance and Control System.

3.2 Vehicular Access Control.

Controlling vehicular activity on the movement and safety areas of an airport is vitally important. The airport operator is responsible for developing procedures, procuring equipment, and providing training on vehicle operations to ensure aircraft and personnel safety. Even with the most sophisticated procedures and equipment, vehicle operators need training to achieve safety. The airport operator should give special consideration to

3-3 training temporary operators, such as construction workers, even if escorts are being provided.

3.2.1 Airports with an Operating Air Traffic Control Tower (ATCT).

At airports with an operating ATCT, controllers and vehicle operators can use two-way radios to control vehicles when on the movement area. To accomplish this task, the

FAA at each towered airport is creating with the airport operator a letter of agreement outlining standard operating procedures to include delineating movement and non-movement areas. When there is construction on an airport, whether federally funded or not, the airport operator can follow the ground vehicle practices contained in AC

150/5370-2, Operational Safety on Airports During Construction.

3.2.2 Airports without an Operating ATCT.

At airports without an operating ATCT, vehicles, fixed-based operators, or others can use two-way radio control. Everyone should pay attention to frequencies used by aircraft and announce intentions on Common Traffic Advisory Frequency (CTAF) to avoid inadvertent incidents and or accidents while operating on the movement and safety areas.

3.2.3 Restricting Movement and Safety Areas Access.

3.2.3.1 Inadvertent entry by vehicles onto movement and non-movement areas of an airport poses a danger to both the vehicle operator and aircraft on the airport. Methods for controlling access to the movement and safety areas will vary depending on the type and location of the airport. The ACM is a useful tool for accomplishing this. Airports may erect a fence or provide for other natural or physical barriers around the entire airport, in addition to providing control measures at each access gate, such as guards, magnetic card activated locks, or remotely controlled locks.

3.2.3.2 Gates may either be opened/closed electronically or secured by lock and chain. The FAA strongly encourages Airport Operators to change access gate codes regularly. A best practice that an airport may wish to consider is also to assign different codes to different gates. Physical barriers might include natural objects, such as earthen berms, large boulders, tree trunks, and manmade culverts that could help control remote vehicle access points.

3.3 Vehicle Requirements.

Requirements for vehicles will vary depending on the airport, the type of vehicle, and where the vehicle will operate on the airport. An airport operator should limit vehicle operations on the movement areas of the airport to only those vehicles necessary to support the operational activity of the airport. Airport operators might find it beneficial to have a tiered program requiring different levels of training based on the type of airfield, movement, and non-movement areas access.

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3.3.1 Vehicle Inspection Programs.

Some airports have benefited from establishing their own vehicle inspection program to ensure that all vehicles are maintained in a safe operating condition. In establishing vehicle requirements, some items to consider include:

1. Marking and identifying vehicles.

2. Establishing fire extinguisher or other equipment requirements for vehicles, such as Super Tugs or Specialty Vehicles.

3. Placing in all vehicles a current placard diagram depicting the airport’s movement area, including Hot Spots. Aircraft being taxied or towed are exempt from placard diagram placement. The diagram can display prominent landmarks and/or perimeter roads.

4. Placing in vehicles operating in the movement area a placard showing the meaning of ATCT light gun signals, as well as airfield sign, lighting, and marking information.

5. Establishing vehicle condition requirements and inspection.

6. Ensuring appropriate insurance coverage.

3.4 Vehicle Operations.

The airport’s rules and regulations for vehicle operations should provide adequate procedures for the safe and orderly operation of vehicles and aircraft that are taxied or towed by anyone on the movement and safety areas of the airport. In developing such procedures, airport operators should consider:

1. Requiring vehicle operators and anyone authorized to taxi or tow an aircraft, an ability to communicate in and understand the English language. English language proficiency rests with the hiring authority.

2. Requiring that vehicles operating on the movement areas have radio contact with

ATCT or are escorted by a radio-equipped vehicle. This is a requirement of Part

139.329 (b) for certificated airports.

3. Requiring specific procedures for vehicle operations on airports without an operating ATCT.

4. Requiring advanced notice and approval for operating a non-airport owned vehicle on the movement area.

5. Establishing speed limits.

6. Establishing procedures to reduce distracted driving. This can include reducing personal calls and texting on mobile devices while vehicle is in motion.

7. Prohibiting:

a. Passing other vehicles and taxing aircraft;

b. Leaving a vehicle unattended and running;

c. Driving under an aircraft except when servicing the aircraft; and

d. Driving under passenger bridges.

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8. Determining when drivers must use vehicle lights.

9. Using dedicated vehicle lanes and perimeter roads whenever possible.

10. Designating where vehicles may and may not park.

11. Establishing rules of right-of-way (e.g. for aircraft, emergency vehicles, other vehicles).

12. Designating areas where vehicles may be serviced.

13. Establishing procedures for inoperative radios while on a movement area.

14. Require reporting of all accidents involving ground vehicles on the movement and safety areas.

15. Require making the vehicle operator responsible for passenger’s behavior in the movement area.

16. Ensuring each aircraft operator maintains a Memorandum of Understanding

(MOU) with the airport to conduct tow operations.

a. Elements of the MOU can include but are not limited to:

i. Compliance with AC 00-65, Towbar and Towbarless Movement of Aircraft

ii. Local Operating Conditions

1. Low Visibility

2. Weather

3. Driving Routes

4. Time Constraints (placed on movement of aircraft)

5. Tug-Type Requirements

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CHAPTER 4. EMERGENCY OPERATIONS AND OTHER NON-ROUTINE OPERATIONS

4.1 Introduction.

Airport operators allow a number of non-routine operations to occur on the movement and safety areas of the airport. These include airfield construction, airshows, aircraft static displays, Very Important People (VIP) arrivals/departures, commercial photo shoots, and a host of other activities. In addition, airport operators can recognize and prepare for the unique challenges to vehicle operations during non-routine operations.

Airport operators can review non-routine operations that involve ground vehicles and develop vehicle operation procedures to accommodate these special operations.

4.2 Planning Meetings for Non-Routine Operations.

Planning meetings associated with non-routine activities offer an opportunity to review driving rules and regulations, communications and procedures, and air traffic control procedures as well as NAVAID requirements that can be affected by vehicle operations and other important operational issues. These meetings can help with paying special attention to the following activities:

4.2.1 Movement and Safety During Construction.

The airport operator or his/her designated representative can develop procedures, assess equipment, and ensure training has occurred on vehicle operations for aircraft safety during construction as specified in AC 150/5370-2, Operational Safety on Airports During Construction.

4.2.2 Emergency Response/Mutual Aid.

Many airports rely on local emergency services to provide aircraft rescue and firefighting services or emergency medical services. Airport operators can ensure that such emergency service providers receive initial and recurrent training in the subject areas identified in Chapter 3, Vehicles, also maintain records of such training.

Alternatively, the airport may escort the responders. In addition, any mutual aid agreement between the local emergency service providers and the airport operator can specify vehicle operations training requirements.

4.2.3 Snow and Ice Removal.

Airport Operators who use contractors for snow and ice control operations can ensure agreements include vehicle operations procedures, training requirements, consequences of non-compliance, and vehicle communications requirements. The FAA recommends that, when possible, airport operators limit contractors to non-movement areas. When an

ATCT is not in operation, or there is no ATCT, airports can develop procedures to advise air traffic on the CTAF of any intentions to remove snow and ice in the movement area.

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4.2.4 Low-Visibility Operations.

Additional consideration can be given to vehicle operations during low visibility. Poor weather conditions (snow, fog, rain, etc.) may obscure visual cues, roadway markings, and airport signs. During low visibility conditions, particular detail can address the emphasis of avoiding ILS or Localizer arrays, e.g. mowing operations and snow removal.

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CHAPTER 5. SITUATIONAL AWARENESS

5.1 Training for Situational Awareness.

There are ways to enhance situational awareness. A ground vehicle operator’s training program may concentrate on having vehicle operators visually scan fixed and moving objects coming into the vehicle's path. Airport operators can also promote using clear and concise communications by vehicle operators. Most importantly, airport operators can alert vehicle operators to distractions caused by social interactions while operating a vehicle on the movement and safety areas. Having an airport diagram and notepad available in each vehicle to record movement instructions is considered a best practice when communicating with ATCT.

5.2 Movement and Safety Areas Improvements to Increase Situational Awareness.

Airport operators may also be able to increase situational awareness for vehicle operators with enhancements on the movement and safety areas. Such enhancements may include establishing dedicated marked routes for vehicles that avoid high activity, congested areas, or blind spots. Eliminating or relocating fixed objects that hinder a vehicle operator’s line of sight or block radio transmissions may also enhance safety.

Some airport operators may soon have an added aid in the fight against distractions –

Automatic Dependent Surveillance - Broadcast (ADS-B) at select airports.