Rescue and fire fighting, apron management
Learning objectives
- State what the rescue and fire fighting service is for, and explain how an aerodrome's RFF category is worked out from the longest aeroplanes using it.
- State the response time limit and the operational objective, and calculate the latest arrival time of additional vehicles.
- Explain what the apron management service does, who may provide it, and what is published about it for pilots.
- Identify what you check before departure and what you do on the apron and in an emergency.
The idea
When an aeroplane crashes or catches fire, the first minutes decide who survives. So an airport keeps trained firefighters and fast vehicles ready, sized to the biggest aeroplanes that visit. Separately, the parking area is the tightest place on any airfield: aircraft, trucks, fuel and people share a small space. Somebody has to organise who moves where and when. That job is called apron management, and it keeps wingtips, propellers and people apart.
What the fire service is for
Scope first. The EU aerodrome rules apply to aerodromes in EU territory that are open to public use, serve commercial air transport and have a paved instrument runway of 800 m or more, all three together. Many small general aviation airfields fall outside; there you read the AIP entry or the airfield's own information. This lesson is educational and does not replace your ATO instruction or your aircraft's POH/AFM.
The main aim of the rescue and fire fighting service (RFFS) is to save lives after an accident or incident at the aerodrome or in its immediate surroundings. It creates survivable conditions, gives occupants escape routes, and starts the rescue of people who cannot get out unaided.
The aerodrome operator must make sure the facilities, equipment, extinguishing agent and personnel are available in a timely manner. Ambulance and medical services are not part of RFFS; the emergency plan covers them.
The RFF category: how big is the biggest visitor?
A fire service sized for a small trainer is useless for an airliner. So the aerodrome states its level of protection as a single number, the RFF category (rescue and fire fighting category). It reflects the agents normally available.
The number comes from the longest aeroplanes that normally use the aerodrome. You use two values: overall length first, then fuselage width. There are ten categories, 1 to 10.
| RFF category | Overall length of aeroplane | Maximum fuselage width |
|---|---|---|
| 1 | under 9 m | 2 m |
| 2 | 9 m to under 12 m | 2 m |
| 3 | 12 m to under 18 m | 3 m |
| 4 | 18 m to under 24 m | 4 m |
| 5 | 24 m to under 28 m | 4 m |
| 6 | 28 m to under 39 m | 5 m |
| 7 | 39 m to under 49 m | 5 m |
| 8 | 49 m to under 61 m | 7 m |
| 9 | 61 m to under 76 m | 7 m |
| 10 | 76 m to under 90 m | 8 m |
Describe this figure
Ten rows are stacked from category 1 at the top to category 10 at the bottom. Each row shows the overall aeroplane length band, from 0 to under 9 m for category 1 up to 76 to under 90 m for category 10. A bar to the right shows the maximum fuselage width, 2 m for categories 1 and 2, then 3 m, 4 m, 5 m, 7 m and finally 8 m for category 10. A red note with an arrow at the foot says that a fuselage wider than the limit for its band moves the aeroplane one category higher.
The figure shows a ladder of ten steps. Aeroplane length runs along the bottom, and each step is one RFF category with its width limit above it. An arrow marks "too wide: one step up".
Now the width check. If the aeroplane's fuselage is wider than the maximum width shown for its length band, the category is one higher. Only one higher, never two.
Lowering the category
Three situations allow a reduction. They follow different logic, so keep them apart.
- Few passenger movements. If passenger-carrying aeroplanes in the highest category make fewer than 700 movements (take-offs plus landings) in the busiest three consecutive months, the level of protection may be reduced. The reduction is at most one category below the one determined.
- Planned quiet periods. During planned periods of reduced activity, for example certain seasons or night hours, the operator may reduce the level of protection. It must still meet the needs of the largest aeroplane planned in that period, whatever the number of movements. These periods are published in the AIP or by NOTAM.
- Special flights. For all-cargo, mail, ferry, training, test, positioning and end-of-life flights, the required level may be reduced according to a separate table. Categories 1 to 5 stay the same. The reduction applies from category 6 upward.
The operator reviews its traffic forecast at least yearly.
Where you find the category, and when it changes
The level of protection during the aerodrome's hours of operation is part of the aerodrome data and is expressed as the RFF category. In the AIP, each aerodrome entry has a rescue and fire fighting subsection. It gives the category, the rescue equipment, the capability to remove a disabled aircraft, and remarks. AIP structure is taught on the AIP page.
Unforeseen events (such as a breakdown or staff shortage) can temporarily reduce the level of protection without prior approval from the competent authority.
The change goes without delay to the ATS and AIS units (air traffic services and aeronautical information services) so that aircraft can be told. It is stated as the new RFF category with the expected duration, and the units are told again when it ends. A change of category is also a NOTAM trigger.
Before you fly, read the aerodrome entry and NOTAMs for departure, destination and alternates: RFF category and hours, any periods without RFFS, the apron frequency and call sign, handover points, local apron rules and minimum-thrust areas.
When there is no fire cover
At an EU-certified aerodrome the operator may define periods when RFFS is not available. During those periods only non-commercial and specialised operations should be allowed. The operator gives these periods to the AIS provider for publication in the AIP.
Who decides? You do. The pilot-in-command (PIC) decides whether to operate at the aerodrome. The decision follows a safety risk assessment of the aircraft type and the nature of the flight, taking into account that RFFS is not available.
The operator may define published periods without RFFS in which only non-commercial and specialised operations should be allowed.
If RFFS is published as unavailable, run the assessment: Is the departure or arrival critical? Is there a good alternate? Are passengers on board? Is there a usable aerodrome with cover nearby?
Emergencies are different. An aeroplane whose required category is higher than the aerodrome's level of protection should still be allowed to operate for an emergency landing, or when the PIC judges that a diversion or hold would be more dangerous.
In an emergency, declare it early (MAYDAY or PAN) so that ATS can alert the RFFS. After landing, stop where the RFFS can reach you and follow the firefighters' hand signals. The alerting chain and hand signals are taught on their own pages.
Response time: the clock that matters
The aerodrome should achieve a response time to any point of each operational runway of no more than 3 minutes, with an operational objective of no more than 2 minutes. So 3 minutes is the limit and 2 minutes is the aim.
The clock starts at the initial call to the RFFS. It stops when the first vehicles are in position to apply foam at no less than 50 % of the discharge rate for the category. It is not "the first engine arrives". The time is measured in optimum visibility and surface conditions, meaning daytime, good visibility, no precipitation and a normal response route free of contamination such as water, ice or snow.
For other parts of the movement area, such as taxiways and aprons, the EU text sets no fixed figure; the times are calculated and recorded in the aerodrome emergency plan. Any further vehicles needed for continuous agent application arrive no more than 1 minute after the first.
Response time to any point of each operational runway: not exceeding 3 minutes, objective 2 minutes, with foam applied at no less than 50 % of the discharge rate. Further vehicles follow within 1 minute of the first.
ICAO differs in two points. It recommends 3 minutes to the rest of the movement area, where the EU sets no figure. It measures additional vehicles from the initial call: 4 minutes as a Standard, 3 as a Recommendation.
Describe this figure
A timeline runs from the initial call at 0 to 4 minutes. The first lane is a bar from 0 to 3 minutes labelled with the foam rate of at least 50 %, and a dashed marker at 2 minutes shows the objective. The second lane shows the EU rule for further vehicles, a short bar after the 3-minute mark labelled "1 minute after the first vehicle". The third lane shows the ICAO Standard, a bar from 0 to 4 minutes for further vehicles counted from the initial call.
The figure is a timeline. At zero the call reaches the RFFS. The first vehicle is in position to apply foam by 3 minutes at the latest, with 2 minutes marked as the objective. Further EU vehicles follow within 1 minute of the first. A second lane shows the ICAO Standard for further vehicles, 4 minutes from the call.
What the service has, in brief
- Minimum vehicles: 1 for categories 1 to 5, 2 for categories 6 and 7, 3 for categories 8 to 10.
- Trained crews on duty during flight operations and for at least 15 minutes after the last departure.
- A means to talk to the flight crew: radio, or the standard emergency hand signals. Any radio frequency is local.
- The aerodrome emergency plan coordinates all responders and is tested periodically.
The apron management service
The apron management service (AMS) manages the activities and movements of aircraft and vehicles on an apron. The definition of an apron is on the definitions page.
The apron is excluded from the manoeuvring area, so a unit other than aerodrome control may manage it, and you may talk to an apron unit before or after the tower or ground controller.
Who provides it? The AMS may be provided by the aerodrome operator, by the ATS provider, or by a separate organisation. A separate organisation declares itself to the competent authority before starting. A certified aerodrome operator or approved ATS provider needs no declaration; it notifies its authority and updates its safety policy and training programme. A separate organisation also needs formal arrangements with the aerodrome operator and the ATS provider.
What does it regulate? The operator sets up means and procedures on the apron to prevent collisions between aircraft and between aircraft and obstacles, to regulate aircraft entering the apron and coordinate those leaving it with the tower, and to keep vehicle movement safe. They also cover stand allocation, marshalling, parking, departure from the stand, jet blast, engine tests, start-up clearances, taxi instructions and, until 27 March 2028, aircraft refuelling, which then moves to its own rule.
The aerodrome operator ensures these apron means and procedures, and may give the task to the ATS provider or a declared organisation.
ICAO makes an apron management service a Recommendation, when traffic warrants it. At EU-certified aerodromes the operator must always ensure the apron means and procedures.
What is published for you
The operator, with the ATS provider, defines the apron boundaries and supplies them for publication in the AIP. The boundaries should also be shown graphically on the aerodrome chart.
Where the ATS provider does not manage apron movement, entry to and exit from the apron is coordinated with ATS through designated handover points. The handover points and the apron communication facilities are published in the AIP.
For each apron facility the AIP gives the designation, call sign, frequency, hours and remarks.
Describe this figure
A plan view shows a runway across the top and a taxiway joined to it by a link, all inside a dashed outline labelled manoeuvring area, aerodrome control. The taxiway turns down into a taxilane, and a white bar across it marks the handover point where the tower and apron management share responsibility. Below the bar is the apron, in its own dashed outline, managed by the apron management service or an ATS unit. A taxiing aeroplane heads toward a stand, crossing a separate vehicle lane at a marked crossing. Two vehicles on that lane stop short of the crossing, with arrows showing that they give way to the aircraft.
The figure is a plan view. The runway and taxiways form the manoeuvring area, and a handover point on the taxilane marks where tower and apron management share responsibility. Beyond it the apron has a stand and separate vehicle lanes. Arrows show vehicles giving way to the taxiing aircraft.
Guidance, stands and leaving the stand
You are given instructions on the route to follow on the apron, with visual aids (markings, lights, signs, markers) to identify it, and the route is kept free of obstacles. Instructions come by radio, FOLLOW-ME vehicle, marshalling hand signals, or a combination. The stand must suit your aircraft type, and you learn it by radio, FOLLOW-ME, marshalling signals or a visual docking guidance system. Marshalling uses the standard signals taught on the signals page, and marshallers and FOLLOW-ME drivers have proficiency checks at least every 12 months. The person taxiing is told to stop if clearances are not kept. Before you leave the stand, equipment is removed, bridges retracted and the exit route checked for foreign object debris.
Vehicle drivers on the apron give way to emergency vehicles and to any aircraft taxiing, about to taxi, or being pushed or towed.
Taxi slowly with a good lookout. Follow the marshaller or FOLLOW-ME vehicle. Stop if you are unsure of wingtip or tail clearance. A clearance instruction is not a guarantee of clearance: you are still responsible for avoiding collisions.
Apron hazards: slipstream, run-ups and fuel
Behind every running engine is fast moving air. The operator makes apron users aware of jet blast and propeller slipstream and identifies blast-sensitive places, where it publishes a request for minimum thrust or takes other measures. Minimum-thrust requests are published in the AIP.
When an aircraft's anti-collision lights are on and its engines are running, nobody except the people needed for parking or departure may approach it. ICAO has the same rule. Ground staff read "beacon on" as "keep away". When to use the light is taught on the lights page.
Engine tests are done in designated remote areas where possible, and run-ups at or above idle are not allowed where the blast would hit stands, equipment or work areas.
Refuelling follows a procedure: no open flames or spark-producing tools, correct bonding and earthing, a clear escape path, spills reported at once, and emergency exits kept clear when passengers are on board. Refuelling stops if electrical thunderstorms are at or near the aerodrome.
High-visibility clothing is required of personnel working on foot on the movement area. Whether a private pilot walking to the aeroplane wears a vest is a local rule, as neither the EU rules nor ICAO address it. ICAO requires parked aircraft to be secured against unintended movement; no matching EU apron provision was found.
Before starting, look around and call "clear prop". Keep power low near people, buildings, other aircraft and loose equipment.
The start checklist sets the exact order of starting, and how to secure the aeroplane (parking brake, chocks, tie-downs) follows the same document. Check your aircraft's POH/AFM.
Worked examples
These apply the rules to invented figures. They do not replace your ATO instruction or the POH/AFM.
Example 1: category from length. Given: 41 m long, fuselage 5 m wide. Working: 41 m is in the 39 m to under 49 m band, category 7, maximum width 5 m. 5 m is not wider than 5 m, so no increase. Answer: category 7.
Example 2: a wide fuselage. Given: 30 m long, fuselage 5.4 m wide. Working: 30 m is in the 28 m to under 39 m band, category 6, maximum width 5 m. 5.4 m is wider, so 6 + 1. Answer: category 7, never two higher.
Example 3: the 700-movement reduction. Given: determined category 8, with 640 passenger movements in the busiest three consecutive months. Working: 640 is fewer than 700, so a reduction of at most one is allowed: 8 - 1. Answer: category 7 is the lowest.
Example 4: response time and the second vehicle. Given: the first vehicle applies foam at the required rate 150 s after the call. Working: 150 s is inside the 180 s limit but later than the 120 s objective. Further vehicles: 150 s + 60 s = 210 s. Answer: 210 s (3 min 30 s) after the call. ICAO's Standard allows up to 4 minutes from the call, measured differently.
In the real world
A Boeing 777 struck the seawall short of the runway. A fire in a detached engine spread into the fuselage. Firefighters went inside and brought out passengers who could not escape. The report found problems with responders' radio interoperability and command, which shows why communications and training matter. It is a US report under US rules, so use it for the concept only.
In a crowded hangar cul-de-sac outside ATC control, a TB21 pilot followed what he read as an urgent signal from a ground engineer. His propeller hit the wingtip of a Cessna 152 stopped behind him. Nobody was hurt. It shows why apron movement needs clear guidance, standard signals and your own lookout.
A Tiger Moth turned to avoid parked aircraft and its wingtips passed through the propeller arc of a Cessna 152 parked with its engine running. Nobody was hurt. It is a typical apron hazard: a running engine among parked aircraft, and wingtip clearance judged by eye.
Exam traps
"The category depends on mass or seats." Wrong: it depends on overall length, then fuselage width. A wide fuselage adds one category, not two.
"The limit is 2 minutes," or "3 minutes anywhere on the aerodrome." Wrong: 3 minutes is the limit to any point of each operational runway, 2 minutes is the objective, and the clock stops when foam can be applied at no less than 50 % of the rate, not when the first engine arrives.
"Few movements allow any reduction." Wrong: at most one category below. Reduced-activity periods follow different logic: no lower than the largest aeroplane planned.
"No RFFS means the aerodrome is closed to me," or "a bigger aeroplane can never land." Wrong: published no-RFFS periods can still allow non-commercial flights at the PIC's decision, and emergency landings are never refused because of the category.
"The tower always controls the apron, and apron management is always ATC." Wrong: the apron is excluded from the manoeuvring area, and the service may be run by the operator, the ATS provider or a declared organisation.
"The second fire vehicle has 4 minutes." That is the ICAO Standard, from the initial call. The EU rule is no more than 1 minute after the first vehicle. Answer with the EU value unless the question names ICAO.
Explain it back
A friend plans a private flight to an aerodrome whose AIP says RFFS is not available at night. Explain who decides whether the flight goes ahead, what they should consider, and what changes in an emergency landing.
Self-check
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An aerodrome's rescue and fire fighting service is measured against a response time to any point of each operational runway. Which statement is correct under the EU rule?mcq · easy
Show answer
3 minutes is the limit and 2 minutes the operational objective, and the clock stops when the first vehicles are in position to apply foam at no less than 50 % of the discharge rate. Option A swaps limit and objective. Option C ends the clock too early, at arrival rather than foam application. Option D is wrong because the figure applies to the runways; times for the rest of the movement area are calculated and recorded in the emergency plan.
Reference: AMC5 ADR.OPS.B.010(a)(2)(a)
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An aeroplane is 52 m long with a fuselage 7.3 m wide. Using the length bands (49 m to under 61 m is category 8, maximum width 7 m), what RFF category does it need?mcq · medium
Show answer
52 m falls in the category 8 band, whose maximum width is 7 m. The fuselage is wider than 7 m, so the category is raised by one, to 9. Category 8 ignores the width check. Category 7 is the wrong direction. Category 10 would add two steps, but only one is added.
Reference: AMC2 ADR.OPS.B.010(a)(2)(a)(2)
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Which statement about the apron management service is correct?mcq · medium
Show answer
The service manages aircraft and vehicles on the apron and can be run by the operator, the ATS provider or a separate organisation that declares itself, so A is correct. It is not always ATC, so B is wrong. The apron is excluded from the manoeuvring area, so C is wrong. At EU-certified aerodromes the operator must always ensure the apron means and procedures, so D is wrong; only ICAO treats the service itself as a Recommendation.
Reference: ADR.OPS.D.001; ADR.OR.F.005; Reg. (EU) No 139/2014 Art. 2(5)
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You are flying a private, non-commercial flight to an EU-certified aerodrome in CS-ABC. The AIP publishes a period, covering your planned arrival, in which rescue and fire fighting is not available. What is the correct position?mcq · hard
Show answer
In published periods without RFFS only non-commercial and specialised operations should be allowed, and the pilot-in-command decides after a safety risk assessment of the aircraft type and the flight. A is wrong because the aerodrome is not closed to such flights. B is wrong because the decision rests with the PIC. C is wrong because no emergency is needed; emergencies are a separate case in which landing is allowed whatever the category.
Reference: AMC1 ADR.OPS.B.010(a); GM7 ADR.OPS.B.010(a)(2)
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At an EU aerodrome, the first fire vehicle is in position to apply foam at the required rate 135 s after the initial call. What is the latest time after the initial call by which the additional vehicles needed for continuous agent application should arrive under the EU rule?mcq · medium
Show answer
The EU rule measures from the first responding vehicle: no more than 1 minute later. 135 s + 60 s = 195 s. 240 s is the ICAO Standard measured from the initial call, which does not apply here. 180 s is just the runway response time limit. 375 s adds the ICAO 4 minutes to the first vehicle's time (135 + 240), which mixes the two systems.
Reference: AMC5 ADR.OPS.B.010(a)(2)(c)
Key concepts
Written with ASD-STE100 writing principles: short sentences, one topic per sentence, active voice, one word for one meaning.
Rescue and firefighting services
Rescue and firefighting services (RFFS) exist to save lives after an aircraft accident or incident at the aerodrome. RFFS create survivable conditions and give occupants escape routes. RFFS also rescue people who cannot get out unaided.
Aerodrome RFF category
The aerodrome RFF category is a number from 1 to 10. The longest aeroplanes that normally use the aerodrome set it, first by overall length. The category goes up by one if the fuselage is wider than the limit for its length band. Rule: AMC2 ADR.OPS.B.010(a)(2)(a)(2), Table 1
Response time
Response time runs from the initial call until the first vehicles can apply foam at no less than 50 % of the required rate. The response time to any point of each operational runway must not exceed 3 min. The operational objective is not more than 2 min, in optimum visibility and surface conditions. Rule: AMC5 ADR.OPS.B.010(a)(2)(a)
Level of protection
The AIP entry for each aerodrome gives the RFF category for firefighting and rescue. A change in the level of protection goes without delay to the ATS and AIS units. The units receive the new category, its expected duration, and a second message when the change ends. Rule: Reg. (EU) 2017/373 Annex VI Appendix 1, AD 2.6
Periods without RFFS
The aerodrome operator can define periods without RFFS, and AMC guidance limits those periods to non-commercial and specialised operations. In those periods, the PIC decides whether to operate after a safety risk assessment. An aeroplane can still make an emergency landing, even when its required category is higher than the level of protection.
Apron management service
The apron management service (AMS) manages aircraft and vehicles on the apron. The aerodrome operator, the ATS provider or a separate organisation can provide it. The apron is not part of the manoeuvring area, so a unit other than aerodrome control can manage it. Rule: ADR.OPS.D.001(b)
Handover points
A handover point is a designated point where responsibility for an aircraft passes between apron management and ATS. The AIP publishes the handover points and the apron air-ground frequencies, with their call signs and hours. Where ATS does not manage apron movements, ATS coordinates aircraft entry to and exit from the apron. Rule: ADR.OPS.D.010(a)
Apron hazards
Jet blast and propeller slipstream are high-speed air from an engine or propeller that is on. The aerodrome operator identifies places sensitive to jet blast and publishes a minimum-thrust request for pilots or takes other measures to reduce the hazard. Rule: ADR.OPS.D.035(e); ADR.OPS.D.040(e) Do not: approach an aircraft with anti-collision lights on and engines on, unless you help it park or depart.
Flashcards
Print them: A6 landscape cards (PDF, front and back) · 4 cards per A4 landscape sheet (PDF, cut lines) · Key figures deck (PDF, 29 figures)
Print double-sided, flip on the short edge.
010-09-07-01What is the main aim of RFFS?
To save lives: create survivable conditions, give escape routes and rescue people who cannot get out unaided.
010-09-07-02How many aerodrome RFF categories are there?
10 categories, numbered 1 to 10.
010-09-07-03What sets the aerodrome RFF category?
The longest aeroplanes that normally use the aerodrome, by overall length first, then fuselage width.
010-09-07-04Category 1: which overall length band?
0 m up to but not including 9 m; maximum fuselage width 2 m.
010-09-07-05Category 6: which overall length band?
28 m up to but not including 39 m; maximum fuselage width 5 m.
010-09-07-06Category 10: which overall length band?
76 m up to but not including 90 m; maximum fuselage width 8 m.
010-09-07-07An aeroplane is wider than the limit for its length band. What happens to the category?
The category is one category higher.
010-09-07-08How many movements can allow a reduced level of protection?
Fewer than 700 movements in the busiest 3 consecutive months, for passenger aeroplanes in the highest category.
010-09-07-09What is the maximum reduction under the 700-movement rule?
No more than 1 category.
010-09-07-10What is the response time limit to any point of each operational runway?
3 min (not exceeding), in optimum visibility and surface conditions.
010-09-07-11What is the operational objective for response time?
2 min (not exceeding).
010-09-07-12What foam rate must the RFFS apply on arrival?
At least 50 % of the category's discharge rate, at the end of the response time.
010-09-07-13What is the delay limit for additional vehicles after the first responders?
No more than 1 min, for the vehicles needed for continuous agent application.
010-09-07-14Minimum RFFS vehicles for categories 1 to 5?
1 vehicle.
010-09-07-15Minimum RFFS vehicles for categories 6 and 7?
2 vehicles.
010-09-07-16Minimum RFFS vehicles for categories 8 to 10?
3 vehicles.
010-09-07-17How long after the last departure must trained RFFS personnel stay available?
At least 15 min after the departure of the last flight.
010-09-07-18Which categories does the reduction table leave unchanged?
Categories 1 to 5 stay the same.
010-09-07-19How often does the operator forecast traffic to review the category?
At least once a year, for the next 12 months.
010-09-07-20Who manages the apron management service (AMS)?
The aerodrome operator, the ATS provider or a separate organisation.
010-09-07-21Is the apron part of the manoeuvring area?
No. A unit other than aerodrome control can manage the apron.
010-09-07-22What is a handover point?
A designated point where responsibility for an aircraft passes between apron management and ATS.
010-09-07-23Where are the handover points and apron frequencies published?
In the AIP.
010-09-07-24Anti-collision lights on and engines on: who may approach the aircraft?
Only the people needed for parking or departure.
010-09-07-25What does the aerodrome operator do about jet blast?
It identifies places sensitive to jet blast and publishes a minimum-thrust request for pilots or takes other measures.
010-09-07-26Who decides whether to operate during a period without RFFS?
The pilot-in-command, after a safety risk assessment.
010-09-07-27Which operations fit a period without RFFS?
Non-commercial and specialised operations.
010-09-07-28Can an aeroplane with a higher required category land in an emergency?
Yes. An emergency landing is still allowed, even above the level of protection.
010-09-07-29How is a change in the level of protection passed on?
Without delay to the ATS and AIS units, stated as the new RFF category.
010-09-07-30Where is the RFF category published?
In the RFFS subsection of the aerodrome's AIP entry.
010-09-07-31What does the aerodrome operator make available about the level of protection?
The RFF category, for the aerodrome's hours of operation.
010-09-07-32What is the apron management service (AMS)?
A service that manages the activities and movements of aircraft and vehicles on an apron.
010-09-07-33How often are marshaller and FOLLOW-ME driver proficiency checks?
At intervals not exceeding 12 months, counted from initial training.
010-09-07-34ICAO response time to any other part of the movement area?
No more than 3 min, as a Recommendation. The EU calculates these times instead.
010-09-07-35ICAO arrival limit for vehicles other than the first responders?
No more than 4 min from the initial call, as a Standard.
010-09-07-36What runway length brings an aerodrome into the EU rules?
A paved instrument runway of 800 m or more, with public use and commercial air transport.
Sources
- Easy Access Rules for Aerodromes, Regulation (EU) No 139/2014 including AMC/GM and CS ADR-DSN, March 2026 (XML edition).
- Easy Access Rules for Standardised European Rules of the Air (SERA), Regulation (EU) No 923/2012, August 2025.
- Easy Access Rules for Air Traffic Management/Air Navigation Services, Regulation (EU) 2017/373, March 2025 (XML edition).
- Regulation (EU) 2018/1139 (Basic Regulation), Article 2, EUR-Lex consolidated text of 2 August 2026.
- ICAO Annex 14, Aerodromes, Volume I, 9th edition (July 2022), consolidated to Amendment 18.
- NTSB, Descent Below Visual Glidepath and Impact With Seawall, Asiana Airlines Flight 214, Boeing 777-200ER, HL7742, San Francisco, July 6, 2013, NTSB/AAR-14/01 (adopted 24 June 2014): https://www.ntsb.gov/investigations/AccidentReports/Reports/AAR1401.pdf
- UK AAIB Bulletin 1/2016, EW/G2015/10/05, Socata TB21 N377C and Cessna 152 G-WACF, Wycombe Air Park, 9 October 2015: https://assets.publishing.service.gov.uk/media/56975c2e40f0b667ce00001f/Socata_TB21_N377C_Cessna_152_G-WACF_01-16.pdf
- UK AAIB Bulletin 3/2018 (published 8 March 2018), DH82A Tiger Moth G-BMPY and Reims Cessna F152 G-LAMS, Sleap, 23 September 2017: https://www.gov.uk/aaib-reports/aaib-investigation-to-dh82a-tiger-moth-g-bmpy-and-reims-cessna-f152-g-lams
This page is educational. It does not replace instruction at your ATO or your aircraft's POH/AFM. Rules change: check the regulation in force.