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.
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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
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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
9/1/2015 AC 150/5210-20A
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
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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.
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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.
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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.
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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
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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
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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. This system
enables equipped aircraft and ground vehicles to continually broadcast information,
such as identification, current position, altitude, and velocity. More information on this
technology will be available in a future advisory circular on Ground Vehicle ADS-B
Operations. Technology can’t totally replace clearing for aircraft. You must ensure that
you look both ways down the runway to visually acquire aircraft landing or departing
even if you have a clearance to cross.
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CHAPTER 6. ENFORCEMENT AND CONTROL
6.1 Enforcement Procedures.
Airport operators should establish consequences for non-compliance of airport rules,
including penalties for violations. Tenant lease or use agreements may include these
enforcement provisions.
6.2 Control Issues.
Listed below are some control issues that airport operators can address as part of a
control program for ground vehicle and anyone taxiing or towing aircraft. This list is
not all inclusive.
1. Implementing a tiered identification badging system that permits easy
recognition of a vehicle operator’s permitted driving area privileges. A
recommended practice is that the airport should have the ability to turn badges
off for violations, or when access is no longer needed.
2. Prohibiting transferring registration media to different vehicles.
3. Creating policies for surrendering permits to airport management when a vehicle
is no longer authorized entry into a facility.
4. Conducting periodic checks to ensure that only properly authorized persons
operate vehicles, and only properly authorized personnel taxi or tow aircraft on
the movement and safety areas.
5. Creating a system to control commercial or delivery truck movement onto and
out of the movement and safety areas of an airport.
6. Briefing or training for commercial drivers if they are permitted direct access to
the movement and safety areas.
7. Implementing a progressive penalty policy for violations of the airport’s driving
program.
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Appendix A
A-1
APPENDIX A. GROUND VEHICLE ACCESS PROGRAM TRAINING CURRICULUM
A.1 Purpose of the Training Curriculum.
A.1.1 The purpose of the Ground Vehicle Access Program training curriculum is to provide
airport operators with a minimum list of training topics for educating vehicle operators,
with access to the movement and safety areas of an airport. This includes anyone
taxiing or towing aircraft who is not a pilot. Each individual airport has unique
situations that might require site-specific training. Airport operators may use this
training curriculum as a guide for developing and implementing a detailed training
program tailored to the airport’s individual situation.
A.1.2 The training program provides vehicle operators and anyone taxiing or towing aircraft
with the level of training necessary for their positions to operate safely on the
movement and safety areas of an airport and avoid causing a runway incursion. Airports
may choose to tailor their specific programs from the items listed below:
1. Infield aircraft navigation aids
2. Identifying a given point on a grid map or other standard map used at the airport
3. Applicable airport rules, regulations, or procedures for vehicle operations
4. Airport layout, including runways and taxiway designations
5. Known hot spots
6. Boundaries of movement, non-movement, and safety areas
7. Interpretation and color coding of airfield signs, pavement markings, and
lighting
8. Location and understanding of critical areas associated with instrument landing
system (ILS) and very high frequency omnidirectional ranges (VORs)
9. Proper terminology (including phonetic alphabet) and procedures for radio
communications with the ATCT
10. ATCT light gun signals
11. Established routes for emergency response vehicles
12. Dangers associated with jet blast and prop wash
13. Traffic patterns associated with each runway (left or right) and location of each
leg ( i.e., downwind, base, final, and crosswind)
14. Situational awareness (staying alert in the environment of operation)
A.2 Training Program for Vehicle Operations on Apron Only.
An airport operator may choose to develop tiered training programs for vehicle
operators, such as airline employees and other tenants, who are restricted to operating
ground vehicles only on the apron areas. This will allow them to have knowledge of the
boundaries associated with the area.
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A-2
A.3 Areas of Training.
All drivers should have training in the following areas:
A.3.1 Discussion of Runway Incursions, Airfield Safety, and Security.
Training Outcome(s): Trainee will be able to define a runway incursion, describe how
to avoid causing an incursion, what they can do if involved in an incursion, and explain
the benefits of airfield safety/security.
A.3.2 Definitions and Terms.
Training Outcome(s): Trainee will be knowledgeable of airport signage, runway
markings, lighting, and the terms used on an airport.
A.3.3 Vehicle Operating Requirements.
1. Authorized Vehicles and Vehicle Identification
2. Vehicle Lighting
3. Vehicle Insurance
4. Vehicle Inspection
5. Vehicle Parking
6. Accident Reporting
7. Perimeter Roadways
8. Aircraft Lighting
A.3.4 Anyone Taxiing or Towing an Aircraft Requirements.
The employer will provide the airport operator with documentation showing that the
individual is qualified to start, run, taxi or tow that particular type of aircraft.
A.3.5 Rules and Regulations.
1. Review
2. Noncompliance/Penalties
Training Outcome(s): Trainee will be knowledgeable of ground vehicle and aircraft
taxiing and towing rules and regulations.
A.3.6 Testing.
3. Written Test
4. Practical Test
Training Outcome(s): Trainee can pass a written examination with a minimum score
of 70 percent.
A.3.7 Airport Familiarization at Least One Day and One Night Evaluation or as Required for
Job Performance.
1. Runway Configuration/Safety Area
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A-3
2. Taxiway Configuration/Safety Area
3. Movement Areas and Non-Movement Areas
a. Confusing Areas and designated Hot Spots
4. Airport Lighting
a. Runway
i. Runway Edge Lights
ii. Centerline Lights
iii. Touchdown Zone
iv. Taxiway Lead-Off Lights
b. Threshold
i. Runway Approach Light System
c. Taxiway
i. Taxiway Edge Lights
ii. Taxiway Centerline Lights
iii. Stop Bars
iv. Runway Guard Lights
5. Airfield Signage (Airport Specific)
a. Runway Position Holding Sign
i. Runway Location Sign
ii. Destination Sign
iii. Information Sign
iv. Approach Sign
b. Taxiway Location Sign
c. ILS Critical Area Sign
d. Direction Sign
e. Distance Remaining Sign
6. Airfield Markings (Airport Specific)
a. Runways
i. Centerline
ii. Edge Markings
iii. Runway ID Numbers
iv. Threshold Markings
v. Fixed Distance Markers
vi. Hold Short Lines
b. Taxiways
i. Hold Lines
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ii. ILS Hold Line
iii. Geographic Position Markings
iv. Centerline and Enhanced Centerlines
v. Edge Markings
c. ILS Critical Areas
d. Non-Movement Area Boundary Marking
e. Surface Painted Signs
7. Airport NAVAIDS and Visual Approach Aids
a. Location
b. Non-interference
Training Outcome(s): Trainee will be able to label all critical parts on the airport,
identify, and explain the purpose of all marking, lighting, and signs on the airport.
A.3.8 Communications.
1. Ground Vehicle, anyone towing an aircraft, and anyone taxiing an aircraft
Communications
a. Radio Frequencies
b. Procedural Words and Phrases
2. Aviation Phonetic Alphabet
3. Aviation Terminology and phrases
4. Procedures for Contacting the ATCT
5. Airfield Communications at Airports without Operating ATCT
6. Light Gun Signals as a means of communication
7. Procedures for when the vehicle operator or anyone taxiing or towing aircraft are
lost or disoriented in the movement areas or RSA, etc.
a. Description of how to respond to Light Gun Signals
b. Description of how to Signal the Tower
Training Outcome(s): Trainee will be able to adequately send and receive radio
messages as well as interpret light gun signals and respond properly.
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APPENDIX B. SAMPLE GROUND VEHICLE OPERATIONS TRAINING MANUAL
NOTE: This sample training manual provides airport operators with a template for developing
and implementing proposed policies or procedures for controlling ground vehicles, or taxiing,
and towing aircraft. This includes equipment access in the movement and safety areas of an
airport. Airport operators may use the format below but adapt the requirements to specific
conditions found on their airport. The Operator would fill in the appropriate blanks or blocks
of text and/or revise the document for specific airport conditions.
Section 1 covers the Authority, Applicability, and Definitions of the Ground Vehicle
Operation Manual. It includes: driving, taxiing or towing aircraft rules and regulations that
could be adopted by the airport operator.
Section 2 would serve as a suggested driver, taxiing, or towing aircraft training for the
Non-Movement Area Manual.
Section 3 would serve as a suggested driver, taxiing, or towing aircraft training for the
Movement Area Manual. In this section, the airport operator could add or delete information
as it applies to the airport. For example, if the airport has no instrument approach, reference to
the ILS signs and protection of critical areas could be deleted. Also, the airport operator is
encouraged to replace illustrations of signs with those found on the airport.
Section 4 would serve as a suggested driver, taxiing, or towing aircraft training for
Communications on the airport.
Finally, there is a sample Ground Vehicle Operations Training Record that can be
modified by the airport operator to document training on the airport.
Airport Driving and Anyone Taxiing or Towing Aircraft Rules and Section 1.
Regulations
1.1 Authority for Implementation of Rules and Regulations. The (NAME) Airport
operates under the authority of (JURDISTICTION). (CITY/COUNTY ORDINANCE OR
STATE STATUTE) has granted the (AIRPORT OPERATOR) the authority to make
bylaws for the management and supervision of its airport affairs.
1.2 Applicability. This regulation applies to all users of, and persons on any portion of, the
property owned or controlled by (Airport Operator). No persons are exempt from airport
operating training requirements for operating a vehicle on the movement and safety areas
of an airport. Tenant organizations must be responsible for the dissemination of,
accessibility to, and compliance with these rules and regulations by their employees.
These Rules and Regulations may be amended, changed, or modified by (Airport
Operator), as necessary.
1.3 Definitions. The following terms are defined as indicated in this section for the purpose
of this Ground Vehicle Operation Training Manual. (The airport operator can include
only those definitions applicable to its airport and conditions.)
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1.3.1 Accident–a collision between one aircraft or vehicle and another aircraft,
vehicle, person, or object that results in property damage, personal injury, or
death.
1.3.2 Air Carrier Apron–an apron for air carriers. Only authorized personnel and
vehicles may operate on this apron. Unauthorized vehicles and aircraft are
prohibited from operating on it.
1.3.3 Air Operations Area (AOA) – the air operations area includes paved or
unpaved areas used or intended to be used for the unobstructed movement of
aircraft, in addition to its associated runways, taxiways, or aprons. Commonly
refers to anything within the secured and fenced-in area of the airport.
1.3.4 Airport Traffic Control Tower (ATCT)–operated by an appropriate authority
to promote the safe, orderly, and expeditious flow of air traffic.
1.3.5 Aircraft–a device that is used or intended to be used for flight in the air.
1.3.6 Airport–(NAME) International Airport Facility, owned and operated by
(Airport Operator), including all improvements and equipment existing or to be
developed.
1.3.7 Apron–a defined area on an airport or heliport intended to accommodate
aircraft for the purposes of parking, loading and unloading passengers or cargo,
refueling, or maintenance.
1.3.8 Common Traffic Advisory Frequency (CTAF)–radio frequency designed for
the purpose of carrying out airport advisory practices while operating to or from
an airport without an operating ATCT or when the tower is closed. The CTAF
may be a UNICOM, MULTICOM, FSS, or tower frequency and is identified in
appropriate aeronautical publications. (See below for definitions of UNICOM,
MULTICOM, and FSS.)
1.3.9 Fixed-Based Operator (FBO)–a person, firm, or organization engaged in a
business that provides a range of basic services to general aviation. Services
may include the sale and dispensing of fuel, line services, aircraft parking and
tie-down, pilot and passenger facilities, airframe and power plant maintenance,
aircraft sales and rental, and pilot instruction.
1.3.10 Flight Service Station (FSS)–air traffic facilities that provide pilot briefings,
en route communications, and visual flight rules search and rescue services;
assist lost aircraft and aircraft in emergency situations; relay air traffic control
clearances; originate Notices to Airmen; broadcast aviation weather and
National Airspace System information; receive and process instrument flight
rules flight plans; and monitor NAVAIDs. In addition, at selected locations,
FSSs provide En Route Flight Advisory Service (Flight Watch), take weather
observations, issue airport advisories, and advise Customs and Immigration of
trans-border flights.
1.3.11 Foreign Object Debris (FOD)–debris that can cause damage to aircraft
engines, tires, or fuselage from rocks, trash, or the actual debris found on
runways, taxiways, and aprons.
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1.3.12 General Aviation (GA)–that portion of civil aviation that encompasses all
facets of aviation except air carriers holding a certificate of public convenience
and necessity.
1.3.13 Ground Vehicle–all conveyances and aircraft not operated for the purpose of
flight, vehicles used on the ground to reposition aircraft, transport persons,
cargo, fuel, or equipment.
1.3.14 ILS Critical Area–an area provided to protect the signals of the localizer and
glideslope.
1.3.15 Jet Blast–jet engine exhaust or propeller wash (thrust stream turbulence).
1.3.16 Law Enforcement Officer (LEO)–any person vested with police power of
arrest under Federal, state, county, or city authority and identifiable by uniform,
badge, and other indication of authority.
1.3.17 Light Gun–a hand-held, directional light-signaling device that emits a bright
narrow beam of white, green, or red light, as selected by the tower controller.
The color and type of light transmitted can be used to approve or disapprove
anticipated pilot or vehicle actions where radio communication is not available.
The light gun is used for controlling traffic operating in the vicinity of the
airport and on the airport movement area.
1.3.18 Mobile Fueler–a vehicle owned and/or operated by authorized agents to pump
and dispense Jet A and 100 LL fuel at an airport. This may include fuel tankers,
in-to-plane fueling pumpers, and hydrant carts.
1.3.19 Movement Area–the runways, taxiways, and other areas of an airport that
aircraft use for taxiing, takeoff, and landing, exclusive of loading aprons and
aircraft parking areas.
1.3.20 MULTICOM–a mobile service not open to public correspondence used to
provide communications essential to conduct the activities being performed or
directed from private aircraft.
1.3.21 Non-movement Areas–the area, other than that described as the movement
area, used for the loading, unloading, parking of aircraft. This may include the
apron areas and on-airport fuel farms.
1.3.22 Operator–any person who is in actual physical control of an aircraft or a motor
vehicle.
1.3.23 Owner–a person who holds the legal title of an aircraft or a motor vehicle.
1.3.24 Protected Area–the protected area of a surface intended for landing or takeoff
includes the area inside the runway hold position markings (e.g., hold line) on
paved taxiways or bridges and the designated runway safety area.
1.3.25 Restricted Areas–areas of the airport posted to prohibit or limit entry or access
by the general public. All areas other than public areas.
1.3.26 Runway–a defined rectangular area on a land airport prepared for the landing
and takeoff run of aircraft along its length.
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1.3.27 Runway Incursion–any occurrence at an aerodrome involving the incorrect
presence of an aircraft, vehicle or person on the protected area of a surface
designated for the landing and take-off of aircraft.
1.3.28 Runway in Use or Active Runway–any runway or runways currently being
used for takeoff or landing. When multiple runways are used, they are all
considered active runways.
1.3.29 Runway Safety Area–a defined surface surrounding the runway prepared or
suitable for reducing the risk of damage to airplanes (Typically 250 feet off the
runway centerline and 1,000 feet off each end or as required) in the event of an
excursion, overshoot, or undershoot from the runway. Note: Guidance for RSA
is located in AC 150/5300-13A, Airport Design.
1.3.30 Surface Incident- Unauthorized or unapproved movement within the
designated movement area (excluding runway incursions) or an occurrence in
that same area associated with the operation of an aircraft that affects or could
affect the safety of flight.
1.3.31 Surface Movement Guidance and Control System (SMGCS)–a system of
guidance, control, and regulation of all aircraft, ground vehicles, and personnel
of the airport during low-visibility operations. Guidance relates to facilities and
information necessary for pilots and ground vehicle operators to find their way
about the airport. Control or regulation means the measures necessary to
prevent collisions and to ensure that traffic flows smoothly and efficiently.
1.3.32 Taxiways–those parts of the movement and safety areas designated for the
surface maneuvering of aircraft to and from the runways and aircraft parking
areas.
1.3.33 Tie Down Area–an area used for securing aircraft to the ground.
1.3.34 Uncontrolled Airport–an airport without an operating airport traffic control
tower or when airport traffic control tower is not operating.
1.3.35 UNICOM–a non-Federal communication facility that may provide airport
information at certain airports. Locations and frequencies of UNICOMs are
shown on aeronautical charts and publications.
1.3.36 Vehicle or Pedestrian Deviation (V/PD)–any entry or movement on the
airport movement area or safety area by a vehicle operator or pedestrian that
has not been authorized by air traffic control (includes surface incidents
involving aircraft operated by non-pilots, such as anyone).
1.3.37 Vehicle Service Road–a designated roadway for vehicles in a non-movement
area.
1.3.38 Very High Frequency Omnidirectional Range (VOR)–a ground-based
electronic navigation aid transmitting very high frequency navigation signals,
360 degrees in azimuth, oriented from magnetic north. Used as the basis for
navigation in the National Airspace System.
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B-5
1.3.39 Wake Turbulence–phenomenon resulting from the passage of an aircraft
through the atmosphere. The term includes vortices, thrust stream turbulence,
jet blast, jet wash, propeller wash, and rotor wash both on the ground and in the
air.
1.4 Severability. If any section, subsection, subdivision, paragraph, sentence, clause, or
phrase of these Rules and Regulations or any part thereof is for any reason held to be
unconstitutional, invalid, or ineffective by any court of competent jurisdiction or other
competent agency, such decision will not affect the validity or effectiveness of the
remaining portions of these Rules and Regulations.
1.5 Violation of Rules—Penalties and Suspension of Driving or Anyone taxiing or
towing an aircraft Privileges. Any person, who does not comply with any of the
provisions of these Rules and Regulations, or any lawful order issued pursuant thereto,
will be subject to progressive penalties for repeat violations. These penalties may include
being denied use of the Airport by (Airport Operator) in addition to the penalties
described pursuant to Federal, state, or local authorities. (The airport operator can tailor
this section to discuss its enforcement policies.)
1.5.1 Penalties for failure to comply with the Movement and safety areas Vehicular
Traffic Regulations must consist of written warnings, suspension of movement
and safety areas driving privileges, and/or revocation of movement and safety
areas driving privileges. Receipt of _______ written warnings by an operator of
a vehicle in any 12-month period will automatically result in suspension of
movement and safety areas driving privileges. Receipt of written warnings in
any 12-month period will automatically result in revocation of movement and
safety areas driving privileges.
1.5.2 Based on an evaluation of the circumstances or the severity of a particular
incident or incidents, the (Airport Operator) reserves the exclusive right to
assess any penalty it deems appropriate at any time to any individual authorized
to operate a vehicle on the movement and safety areas without regard to prior
operating history.
1.5.3 Suspension of movement and safety areas driving privileges must be no less
than ______ calendar days and no greater than _______ calendar days.
1.5.4 The (Airport Operator) will provide a copy of all written warnings issued to an
operator to the local manager of the company owning or in possession and
control of the vehicle or vehicles involved in the violation(s).
1.6 The (Airport Operator) must require any individual involved in a runway incursion or
other vehicle incident to complete remedial airfield driver training.
1.7 Regulations on the Movement and Safety Areas of an Airport for Drivers and Anyone
Taxiing or Towing an Aircraft.
1.7.1 Vehicle Operator and Anyone Taxiing or Towing and Aircraft Requirements.
a. All applicants must satisfactorily complete the applicable driver’s training
class before receiving a movement and safety areas driver’s license or
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B-6
badge. Non-based personnel require escort from airport qualified
movement/non movement area personnel.
b. All applicants are required to pass the written test with a grade of at least
___ percent. Applicants who do not pass the written test may retake the
test after additional study and a ____ day period.
c. Applicants for movement area driving, taxiing, or towing an aircraft
privileges are required to successfully complete a movement and safety
areas driving test by a designated representative of (Airport Operator).
d. No vehicle can be operated or anyone taxi or tow an aircraft on the
movement and safety areas unless—
(1) The driver is authorized to operate the class of vehicle by an
appropriate state-licensing agency and/or by the driver’s employer
through a company training/certification program.
(2) The driver properly displays an approved, airport-issued ID card
with the Authorized Driver designation (if applicable).
e. For taxiing or towing an aircraft, the owner/operator needs to ensure the
person is trained by the owner or aircraft operator to start, run, taxi, or tow
that particular type of aircraft. When towing an aircraft with a
“Towbarless tractor,” to guard against if the tow bar breaks, there should
be a trained person in the cockpit that can stop the aircraft.
f. No person operating or driving a vehicle on any aircraft apron should
exceed a speed greater than _____ miles per hour. Factors including, but
not limited to, weather and visibility should be taken into consideration
when determining safe operating speed.
g. No vehicle may pass another ground vehicle in a designated vehicle
roadway.
h. FAA recommends: No vehicles pass between an aircraft and passenger
terminal or passenger lane when the aircraft is parked at a gate position
except those vehicles servicing the aircraft. All other vehicles must drive
to the rear of the aircraft and must pass no closer than feet ( m) from any wing or tail section.
i. Moving aircraft and passengers enplaning or deplaning aircraft must have
the right-of-way at all times over vehicular traffic. Vehicle drivers must
yield the right-of-way.
j. No vehicle operator may enter the movement and safety areas (includes
controlled and non- controlled movement areas) unless authorized by
(Airport Operator) or the vehicle is properly escorted.
k. No vehicle operator or anyone taxiing or towing an aircraft can enter the
movement area—
(1) Without first obtaining the permission of Airport Operator,
Aircraft operator, and clearance from the ATCT to enter the
movement area for taxiing or towing;
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(2) Unless equipped with an operable two-way radio in
communication with the ATCT; or
(3) Unless escorted by an (Airport Operator) approved vehicle and as
long as the vehicle remains under the control of the escort vehicle.
(4) Anyone taxiing or towing an aircraft, without the authorization of
the airport operator, must receive ATCT clearance to enter the
airport movement area.
l. No person may operate any motor vehicle that is in such physical or
mechanical condition as to endanger persons or property or that the
(Airport Operator) considers an endangerment.
m. No person may—
(1) Operate any vehicle that is overloaded or carrying more passengers
than for which the vehicle was designed.
(2) Ride on the running board or stand up in the body of a moving
vehicle.
(3) Ride with arms or legs protruding from the body of a vehicle
except when the vehicle was designed for such use.
n. A vehicle guide person is required whenever the vision of the vehicle
operator is restricted.
o. No fuel truck may be brought into, stored, or parked within 50 feet of a
building. Fuel trucks may not be parked within 10 feet from other
vehicles.
p. Container carriers and tugs may tow no more carts, pods, or containers
than are practical, under control, tracking properly, and safe.
q. When not serving aircraft or undertaking their intended functions, apron
vehicles and equipment may be parked only in approved areas.
r. Vehicle operators should not operate or park vehicles under any passenger
loading bridge.
s. No person may park a vehicle in an aircraft parking area, safety area, grass
area, or in a manner that obstructs or interferes with operations in the
aircraft movement area or apron area.
t. No person may park, or leave unattended, vehicles or other equipment that
interfere with the use of a facility by others or prevent movement or
passage of aircraft, emergency vehicles, or other motor vehicles or
equipment.
u. No person may park a vehicle or equipment within ____ feet of a fire
hydrant or in a manner that prohibits a vehicle from accessing the fire
hydrant. m) of a fire hydrant or in a manner that prohibits a vehicle from accessing the fire hydrant.
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v. No person may operate a vehicle or other equipment within the movement
and safety areas under the influence of alcohol or any drug that impairs, or
may impair, the operator’s abilities.
w. Each vehicle operator using an airport perimeter (security) gate must
ensure the gate closes behind the vehicle prior to leaving the vicinity of
the gate. The vehicle operator must also ensure no unauthorized vehicles
or persons gain access to the movement and safety areas while the gate is
open.
x. Vehicle operators must not operate vehicles in a reckless or careless
manner. A reckless or careless manner is one that intentionally or through
negligence threatens the life or safety of any person or threatens damage
or destruction to property.
y. Vehicles may not enter the movement area or cross runways unless the
operator of the vehicle has received required training and authorization
from the (Airport Operator) to operate on the movement area. Whenever
possible, all airport vehicles must utilize the airport perimeter and service
roads to transition between areas on the airport.
z. Each vehicle operator is responsible for the activities of each vehicle
passenger on the movement and safety areas of the airport.
1.7.2 Vehicle Regulations.
a. No vehicle may be operated on the movement and safety areas unless it
has proper registration in the (State) or is a qualified off-road vehicle that
is not normally operated on public streets but has received the approval of
the (Airport Operator).
b. All vehicles operated on the movement and safety areas must have vehicle
liability insurance, as required by the (Airport Operator).
c. The (Airport Operator) must approve tenant vehicles operated on the
movement area. It is highly recommended the airport operator institute
similar approval procedures for vehicles operated in the non-movement
area. These vehicles may display a (Airport Operator) sticker or an airport-
approved company logo that is at least _____ inches. cm) in height on the passenger and operator’s doors.
d. Carts or pieces of equipment being towed or carried after darkness must
have side and rear reflectors or rear lights.
e. No vehicle must be permitted on the movement and safety areas unless—
(1) It is properly marked, as outlined in FAA Advisory Circular
150/5210-5, Painting, Marking, and Lighting of Vehicles Used on
an Airport.
(2) It is in sound mechanical condition with unobstructed forward and
side vision from the driver’s seat.
(3) It has the appropriately rated and inspected fire extinguishers (fuel
trucks or other vehicles).
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(4) It has operable headlamps and brake lights.
f. Vehicles operating on the movement area must be equipped with operating
rotating beacon or equivalent per AC 150/5210-5 as required.
g. All aircraft refueling vehicles and any other vehicles 8-feet or more in
width must be equipped with clearance lights, a flashing amber beacon
and flashing front, and tail lights that are activated at all times when
operating on the movement and safety areas.
1.7.3 Vehicular Accidents. Operators of vehicles involved in an accident on the
airport that results in injury to a person or damage to an aircraft, airport
property, or a vehicle must—
(1) Immediately stop and remain at the scene of the accident.
(2) Render reasonable assistance, if capable, to any person injured in
the accident.
(3) Report the accident immediately to the (Airport Operator) before
leaving the scene, if possible.
(4) Provide and surrender the following to any responding (Airport
Operator) personnel: name and address, airport identification card,
state driver’s license, and any information such personnel need to
complete a motor vehicle accident report.
Driving on the Non-Movement Areas Section 2.
2.1 Non-movement areas include aprons, portions of the runway safety areas (RSA), and
other areas not under control of the ATCT. Anyone authorized to operate a motorized
vehicle on the movement and safety areas may do so on the non-movement areas (except
RSA) without being in positive radio contact with the ATCT. These areas include—
a. Service roads
b. Cargo aprons
c. General aviation apron
d. Air carrier apron(s)
2.2 Driving. Operating within the apron areas requires the vehicle driver to exercise extreme
caution as aircraft are always moving, aircraft passengers may be walking from an
aircraft to the gate, and noise levels are high.
2.2.1 Vehicle drivers—
a. Never drive between safety cones or across delineated passenger
walkways.
b. Watch cockpit blind spots—pilots typically cannot see behind or below
the aircraft.
c. Avoid jet blast or prop wash, which can blow debris or overturn vehicles.
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d. Be aware and avoid moving propellers that can cause damage, injury, or
death.
e. Be aware of other vehicle movements—you may not hear them
approaching due to aircraft engine noise.
f. Yield to aircraft, passengers, and emergency vehicles, which ALWAYS
have the right-of-way on the Air Operations Area of the airport.
g. Pay particular attention when aircraft beacons are illuminated, as they may
be moving or preparing to move. Obey the directions of flaggers (if
available).
2.2.2 When traveling on the apron, always use designated vehicle service roads.
Driving close to buildings, around vehicles, or aircraft is prohibited. This policy
helps to establish a predictable order to vehicle movements in congested areas
and helps to ensure their visibility to aircraft and other vehicles.
2.2.3 Parked aircraft may still have their engines running, so be aware of the hazards
of jet blast or prop wash, which may overturn vehicles. Before an aircraft
engine is started, pilots are supposed to turn on the anti-collision beacon(s)
which may be flashing red or white. However, don’t assume that if the
beacon(s) aren’t flashing that the engine(s) isn’t (aren’t) running. In some
instances, propellers and engine spinners are marked to indicate when the
engine is operating. A pilot's ability to maneuver quickly on the ground is
limited. Propellers and jet engines can cause significant damage and injury to
personnel. In addition, cockpit visibility prohibits the pilot from seeing under
the nose or behind the aircraft and limits the pilot’s ability to avoid ground
vehicles.
2.2.4 Nighttime and Poor Weather Driving Conditions. Poor weather (snow, fog,
rain, etc.) conditions can and will obscure visual cues, roadway markings, and
airport signs. Vehicle operators will remain vigilant of their surroundings and
operating boundaries. Watch out for snow removal equipment and aircraft
operating in the vicinity under low-visibility conditions. There are additional
risks present under these conditions consult AC 150/5200-30C, Airport Winter
Safety and Operations and the airports Snow and Ice Control Plan.
Driving, Taxiing or Towing Aircraft on the Movement Areas Section 3.
3.1 Drivers, anyone taxiing, or towing an aircraft who are authorized to operate on the
movement area require more training and vigilance since there are dangers associated
with this area that are not present on non-movement areas. In addition to the principals
for driving on the non-movement area, drivers and anyone that has access to the
movement area must be cognizant of the meanings of airfield signs, markings, and
lighting configurations. Additionally, they must be able to communicate with air traffic
control (ATC) and be able to follow ATC directions. Airport Operator must have a MOU
or LOA with the local ATCT regarding any specific procedures for operations on the
movement areas.
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Appendix B
B-11
3.2 ATCT Control all Movement Areas as defined: the runways, taxiways, and other areas
of the airport that are used for taxiing, hover taxiing, air taxiing, and takeoff and landing
of aircraft, exclusive of loading aprons and aircraft parking areas. Movement areas are
considered “positive control,” meaning that all vehicle operators and anyone taxiing or
towing an aircraft will need permission from ATC before entering the area.
3.3 Authorized Vehicles and Anyone Taxiing or Towing an Aircraft. Only vehicles,
taxiing, or towing an aircraft, that are needed for airport operations may enter a
movement area with radio contact through ATCT. Therefore, fuel trucks, maintenance
vehicles, catering trucks, and other non-essential vehicles will not be permitted to enter
the movement areas without being escorted. Exceptions may include Airport Operator
authorized (radio equipped) vehicles with appropriately trained personnel. Airport
Operations/Maintenance must coordinate all other vehicle operations within the
movement areas.
3.4 Taxiways.
3.4.1 Designations. Aircraft use taxiways to move to and from the aprons and the
runways. Taxiways are designated by letters or by a letter/number combination
such as A, B, G2, or B3. (The Airport Operator can include a diagram of the
airport here with the taxiway and runway designations.)
3.4.2 Lighting. Taxiways are lighted with blue edge lighting and/or reflectors. Some
taxiways are also lighted with green in-pavement, centerline lighting that also
include Taxiway Lead On/Off lights, which alternate yellow/green. (Use
airport-specific example here.)
3.4.3 Signs. The signs used on taxiways are direction, destination, location, and
taxiway ending marker signs.
3.4.3.1 Direction and Designation Signs have black lettering and a
directional arrow or arrows on a yellow background. The arrow
indicts the direction to that taxiway, runway, or destination.
Taxiway Direction Sign
3.4.3.2 Location Signs have yellow lettering on a black background.
The location sign below indicates that the operator of the
vehicle/equipment is located on the named taxiway or runway.
Black square, you are here.
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Appendix B
B-12
Taxiway Location Sign
3.4.3.3 Runway Safety Area/Object Free Zone (RSA/OFZ) and Runway
Approach Area Boundary Signs, when required, identify the
boundary of the runway safety area/OFZ or the runway approach
area to the pilot and vehicle operator. The driver can use these
signs to identify when the vehicle is clear of the runway
environment. It has a black inscription that depicts the hold line
marking on a yellow background.
Runway Safety Area/OFZ and Runway Approach Boundary Symbol
3.4.4 Markings. Pavement markings on taxiways are always yellow. The taxiway
centerline is painted on all taxiways. On the edges of some taxiways, there is a
solid, double yellow line or double-dashed line. If pavements are usable on both
sides of the line, the lines will be dashed; if not, the lines will be solid.
3.4.4.1 Enhanced Taxiway Centerline Markings provide supplemental
visual cues to alert pilots of an upcoming runway holding position
marking (Pattern A) for minimizing the potential for runway
incursions. To reinforce situational awareness before entering a
runway, this safety enhancement is only used on those taxiways
that directly enter a runway.
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Appendix B
B-13
Enhanced Taxiway Centerline Markings
Notes:
1. Dashed lines for the enhanced taxiway centerline marking are 6 inches (15 cm) in width and separated 6 inches
(15 cm) from the taxiway centerline. This applies to both 6 inches (15 cm) and 12 inches (30 cm) taxiway
centerline markings.
2. The taxiway centerline markings may be shifted left or right to avoid interference with the taxiway centerline
lights.
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Appendix B
B-14
3.4.4.2 Runway Holding Position Markings are located across each
taxiway that leads directly onto a runway. These markings are
made up of two solid lines and two broken yellow lines and
denote runway holding position markings. These markings are
always co-located with a Runway Holding Position Sign. A
vehicle operator must not cross from the solid-line side of the
marking without first obtaining clearance.
Runway Holding Position Marking
3.4.4.3 Non-Movement Area Boundary Markings consist of two yellow
lines (one solid and one dashed). The solid line is located on the
non-movement area side, while the dashed yellow line is located
on the movement area side. A vehicle operator is not to cross from
the solid-line side without first contacting the ATCT and
obtaining a clearance to operate on the movement area
Non-Movement Area Boundary Marking
3.4.4.4 Instrument Landing System (ILS) Critical Area Holding
Position Markings are comprised of two parallel yellow lines
with lines running perpendicular between the two parallel yellow
lines. These markings identify the location on a taxiway where an
aircraft or vehicle is to stop when it does not have clearance to
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Appendix B
B-15
enter ILS critical areas. The ILS critical area must remain clear,
especially in inclement weather. If a vehicle proceeds past this
ILS marking, it might cause a false signal to be transmitted to the
landing aircraft.
ILS Hold Position Marking
3.4.4.5 The geographic position marking (GPM) is used repeatedly
along a designated taxi route to serve as an indicator of a location
(a spot) so that pilots can confirm holding points or report their
location while taxiing during periods of low-visibility operations.
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Appendix B
B-16
Geographic Position Markings
3.5 Runways (Use Airport Specific Examples).
3.5.1 Designations. Runways are areas where aircraft land and take off. Runways are
always designated by a number such as 1 or 19. The number indicates the
compass heading of the runway. An aircraft taking off on runway 19 is headed
190 degrees. In the event of parallel runways, a letter designation is added to
indicate either the right or left runway; e.g., 1L-19R, 1R-19L.
3.5.2 Lighting. Runways are lighted with a variety of colored lights.
3.5.2.1 Runway Edge Lights are white. If the runway has an
instrument approach, the last 2,000 feet of the runway will be
yellow in color.
3.5.2.2 Runway Centerline Lights are white except for the last 3,000 feet
of the runway, where they begin to alternate red and white. For
the last 1,000 feet of runway the centerline lights are all red.
3.5.2.3 Runway Touchdown Zone Lights are white.
3.5.2.4 Runway End/Threshold Lights are split lenses that are red/green.
3.5.3 Signs.
3.5.3.1 Mandatory Holding Position Signs for Runways have white
numbering/lettering with a black outline on a red background
with a white border. These are located at each entrance to a
runway and at the edge of the runway safety area/obstacle-free
zone and are co-located with runway holding position markings.
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Appendix B
B-17
Do not proceed beyond these signs until clearance is given by
the ATCT to enter onto the runway.
Holding Position Sign
3.5.3.2 Instrument Landing System (ILS) Holding Position Signs have
white letters with a black outline on a red background with a
white border. These signs tell pilots and vehicle operators where
to stop to avoid interrupting a type of navigational signal used by
landing aircraft. This is a critical area, and a vehicle/equipment
operator must remain clear of it (use airport-specific policy). If a
vehicle proceeds pass this microwave landing system/ILS
marking, it may cause a false signal to be transmitted to the
landing aircraft.
ILD Hold Sign
3.5.3.3 Holding Position Signs for Runway Approach Areas. The
inscription on a sign for a runway approach area is the associated
runway designation followed by a dash and the abbreviation
APCH for approach. This sign has white numbering with a
black outline on a red background with a white border. The
sign is installed on taxiways located in approach areas where an
aircraft on a taxiway would either cross through the runway safety
area or penetrate the airspace required for the approach or
departure runway.
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Appendix B
B-18
Approach Sign
3.5.3.4 Runway Distance Remaining Signs provide distance remaining
information to pilots during takeoff and landing operations. They
have white numbering on a black background. The number on the
sign provides the remaining runway length in 1,000-foot
increments.
Runway Distance Remaining Sign
3.5.3.5 Runway Exit Sign is a destination sign located prior to the
runway/ taxiway intersection on the side and in the direction of
the runway where the aircraft is expected to exit. This sign has
black lettering and a directional arrow on a yellow
background.
Direction/Runway Exit Sign
3.5.4 Markings.
3.5.4.1 Pavement markings on a runway are white. Runway Threshold
Markings and Runway Threshold Bars, Runway Aiming Point
Markings, Runway Designation Markings, Runway Touchdown
Zone Markings, Runway Centerline Markings, Runway Side
Stripes, and Displaced Threshold Markings are white. The only
non-white lines on a runway are yellow lead-in/-off lines that
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Appendix B
B-19
extend from the runway centerline and hold lines for a specific
operation known as land and hold short.
Communications Section 4.
4.1 Any vehicle driving and anyone taxiing, or towing an aircraft on the movement areas
(runways and taxiways) must have contact with the ATCT or be capable of monitoring
and transmitting on the CTAF. Vehicle operators, anyone taxiing, or towing an aircraft
must always monitor the appropriate radio frequency when in the movement areas on
controlled airports. Permission must be requested and clearance given prior to driving,
taxiing, or towing an aircraft on a movement area. A vehicle that is equipped with a radio
and a driver who is movement area qualified may escort vehicles or anyone towing an
aircraft without radios; these vehicles must stay under the control of the escort at all
times. When a movement area is closed for construction, vehicles may traverse that area
without ATCT contact but must be escorted if their travels require them to cross an active
movement area or the protected area of the RSA.
4.2 The ATCT controller may use separate or common radio frequency to control all ground
traffic, vehicle, and aircraft in the movement areas. These frequencies are only to be used
to get clearance onto and off the movement areas. When the ATCT is closed, the CTAF
can be used to announce a driver’s intentions when operating within the movement area.
4.3 Phraseology. Vehicle operators and anyone taxiing or towing an aircraft must contact the
ATCT ground controller each and every time they proceed onto or leave the movement
area. When proceeding onto a movement area, vehicle operators and anyone taxiing or
towing an aircraft must tell the controller three things: WHO you are, WHERE you are,
and WHAT your intentions are. Vehicle operators must always acknowledge all
communications with ATC phraseology i.e. read back the clearance with their vehicle,
tug or aircraft identification so ground control and other persons know that the message
was received. Vehicle operators must always give aircraft and ground control
transmissions priority unless an emergency exists. Very high frequency frequencies
are for the primary use of aircraft and ATCT personnel. Some typical transmissions are
as follows:
Vehicle: (AIRPORT NAME) ground control; this is Airport 21 vehicle at Charlie 6.
Request permission on all taxiways for a pavement inspection.”
Vehicle: (AIRPORT NAME) ground control; this is Airport 21 vehicle at Taxiway
Alpha. Request clearance south on runway 19 right for a light inspection.”
Anyone taxiing or towing an aircraft: (AIRPORT NAME) ground control; this is (Airline
personnel or maintenance) taxi, and Aircraft identification number, at, blast fence, gate#,
apron name, request taxi (or tow) to gate#, or terminal name.
Reply transmissions may be brief, such as—
ATCT: “Airport 21 vehicle, hold short of runway 19 right.”
Driver: “Airport 21 vehicle holding short of runway 19 right.”
ATCT: “Airport 21 vehicle cleared off south on runway 19 right.”
“Please expedite, landing aircraft on a 10 mile final for runway 19 right.”
Driver: “Airport 21 vehicle proceeding off south on runway 19 right will expedite.”
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Appendix B
B-20
Driver: “Ground control, Airport 21 vehicle is off of runway 19 right.
ATCT Communication with anyone taxiing or towing an Aircraft.
ATCT: "Sunrise 21, N1234, or tug XXX, taxi/tow to terminal 5, via taxiway A, C, Z. (If
the clearance includes to hold short of a runway, hold short of that specific runway)
Anyone: “Sunrise 21, N1234, or tug XXX, taxi/tow to terminal 5, via A, C, Z Terminal
hold short of runway 19 right.” (If the clearance includes to hold short of a runway,
repeat the runway to hold short of.)
NOTE: If you are unsure what the controller has said, or if you don’t understand an
instruction, you can ask the controller to repeat it. Good communications only occur
when each party knows and understands what the other is saying.
4.4 Common Use Phrases. (Reference Pilot Controller Glossary Aeronautical Information
Manual)
What Is Said:
What It Means:
Acknowledge
Let me know you have received and understand this
message.
Advise Intentions
Let me know what you plan to do and do not do it until
ATCT provides authorization.
Affirmative
Yes.
Correction
An error has been made in the transmission, and the
correct version follows.
Go Ahead
Proceed with your message only.
Hold/Hold Short
Phrase used during ground operations to keep a vehicle or
aircraft within a specified area or at a specified point while
awaiting further clearance from air traffic control.
How do you hear me?
Question relating to the quality of the transmission or to
determine how well the transmission is being received.
Immediately or without
delay
Phrase used by ATC when such action compliance is
required to avoid an imminent situation.
Negative
"No" or "permission not granted" or "that is not correct."
Out
The radio conversation is ended, and no response is
expected.
Over
My radio transmission is ended, and I expect a response
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Appendix B
B-21
What Is Said:
What It Means:
Read Back
Repeat my message to me.
Roger
I have received all of your last transmission.
Stand By
Means the controller or pilot must pause for a few seconds,
usually to attend to other duties of a higher priority. Also
means to wait as in "stand by for clearance." The caller can
reestablish contact if a delay is lengthy.
Unable
Indicates inability to comply with a specific instruction,
request, or clearance.
Verify
Request confirmation of information.
Wilco
I have received your message, understand it, and will
comply with it.
4.5 Phonetic Aviation Alphabet. Because some letters have similar sounds, like B and P,
the international aviation industry uses the following words to reduce confusion. For
example; Taxiway B would be referred to as Taxiway Bravo on the radio.
A Alpha
B Bravo
C Charlie
D Delta
E Echo
F Fox-Trot
G Golf
H Hotel
I India
J Juliet
K Kilo
L Lima
M Mike
N November
O Oscar
P Papa
Q Quebec
R Romeo
S Sierra
T Tango
U Uniform
V Victor
W Whiskey
X X-Ray
Y Yankee
Z Zulu
4.6 ATCT Light Gun Signals. Air traffic controllers have a backup system for
communicating with aircraft or ground vehicles if their radios stop working. The
controller has a light gun in the tower that can send out different colored lights to tell the
pilot or driver what to do.
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B-22
If a vehicle operator or anyone taxiing or towing an aircraft experiences a radio failure
on a runway or taxiway, the operator can vacate the runway as quickly and safely as
possible and contact the ATCT by other means, such as a cellular telephone, and
advise the ATCT of the situation. If this is not practical, then the driver, or anyone
taxiing or towing an aircraft after vacating the runway, can turn the vehicle, tug or
aircraft toward the tower and start flashing the vehicle, tug, or aircraft (landing lights)
headlights and wait for the controller to signal with the light gun.
ATC Light Signals, and their meaning, are as follows:
Light Signal Meanings
Color and type of
signal
Aircraft on the
ground
Aircraft in flight
Movement of vehicles,
equipment and
personnel
Steady green
Cleared for takeoff
Cleared to land
Cleared to cross; proceed;
go
Flashing green
Cleared to taxi
Return for landing (to be
followed by steady green at
the proper time)
Not applicable
Steady red
Stop
Give way to other aircraft
and continue circling
Stop
Flashing red
Taxi clear of landing
area or runway in use
Airport unsafe- Do not land
Clear the taxiway/runway
Flashing white
Return to starting point
on airport
Not applicable
Return to starting point on
airport
Alternating red and
green
General Warning
Signal- Exercise
Extreme Caution
General Warning Signal-
Exercise Extreme Caution
General Warning Signal-
Exercise Extreme Caution
4.7 Safety. The FAA defines runway incursion as any occurrence at an aerodrome involving
the incorrect presence of an aircraft, vehicle or person on the protected area of a surface
designated for the landing and take -off of aircraft.
4.7.1 Runway Incursions. Runway incursions are primarily caused by error in one
or more of the following areas:
Pilot/Anyone taxiing or towing an aircraft/ground and vehicle/controller
communication failure
Airport unfamiliarity
Loss of situational awareness and not using a current airport diagram
An example of an incursion is a vehicle at an airport with an operating
ATCT straying onto a runway in front of an aircraft causing the pilot to take
an action to avoid a collision.
4.7.2 Right-of-Way. When driving on the airfield, vehicle operators and anyone
taxiing or towing an aircraft need to always be aware of their location and the
meaning of all pavement markings, lights, and signs. When on the aprons and
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Appendix B
B-23
taxiways, stay away and steer clear of aircraft. Aircraft always have the right-
of-way.
NOTE: Any individual involved in a runway incursion can receive remedial airfield drivers,
taxiing or towing an aircraft training given by the (AIRPORT OPERATOR or their designated
representative). Remedial drivers training is not in lieu of the airport operators established
consequences of non-compliance with the airport operator’s drivers training program,
remedial drivers training is in addition to the airport operator’s implementation of a
progressive penalty program. Remedial drivers training is not considered acceptable
consequences of noncompliance
This is an appropriate place to describe an individual airport’s runway and taxiway
identification system. In addition to the system description, the FAA recommends that the
airport operator provide a runway (RY) and taxiway (TWY) diagram, especially if the
airport’s identification system varies from the norm or is otherwise complicated.
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B-24
SAMPLE
GROUND VEHICLE OPERATIONS & TAXIING OR
TOWING AN AIRCRAFT FAMILIARIZATION PROGRAM
TRAINING RECORD
Employee’s Name: _________________________________________________________
Employee’s Position: _______________________________________________________
Company Name: ___________________________________________________________
Driver’s License State and Number: ___________________________________________
Driver’s License Expiration Date: _____________________________________________
I agree to abide by all rules and regulations prescribed for the operations of a vehicle within
the airport operations area.
Vehicle Operator: As of this time, I certify that I hold a current and valid driver's license. If
for any reason my license becomes invalid, I will notify the (AIRPORT OPERATOR)
immediately.
Anyone Taxiing or Towing an Aircraft: I certify that I hold a current and valid FAA A&P
certificate, are authorized by my maintenance facility or operator to taxi or tow their aircraft
and trained by my company to start, run, and taxi or tow that particular type of aircraft.
Further, the operator will ensure that during an aircraft towing operation, a trained person or
pilot will attend the aircraft controls during the operation. Operations with a “Towbarless
tractor”, with maximum gross weight of 12,500 pounds or greater, there will be a trained
person in the cockpit that can stop the aircraft if the tow bar breaks. If for any reason my
company authorization becomes invalid, I will notify the (AIRPORT OPERATOR)
immediately.
Sign your name and indicate today's date below:
________________________________ ________________________
(Name) (Date)
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Appendix B
B-25
PERMITTED VEHICLE OPERATING AREAS
Location
[ ] General Aviation Apron
[ ] Air Carrier/Terminal Apron
[ ] Firehouse
[ ] Air Cargo
[ ] Tie-downs
[ ] General Aviation Hangars
[ ] All Areas
I certify that the above named individual has satisfactorily completed the Driver and
Anyone Taxiing or Towing an Aircraft Training Program.
Instructor's Signature:
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Appendix C
C-1
APPENDIX C. SAMPLE LETTER OF AGREEMENT GUIDANCE AND DETAILS
(Insert Airport Operator/ Authority) Federal Aviation Administration (FAA) (Insert Air
Traffic Control Tower (ATCT) associated with Airport), (Insert Technical Operations
Maintenance (Tech Ops)), and (Insert Tenants, Fix Base Operations (FBO), or Department of
Defense (DoD) as required).
LETTER OF AGREEMENT (LOA)
Effective: Date Here
SUBJECT: Requirements for Operating in the Runway Safety Areas (RSAs)
Purpose. 1.
1.1 This Letter of Agreement (LOA) defines the responsibilities and procedures
parties entering into this agreement must consider for accessing, operating, and
exiting the airport’s RSA during air carrier or aircraft operations. The LOA
will typically be between the Airport Operator/Authority, Air Traffic Control
Tower, and Technical Operations. However, it may include others agencies
such as airport tenants, Fix Base Operators or Department of Defense.
Cancellation. Previous letter (date) is cancelled. 2.
Responsibilities. 3.
3.1 Each line of business identified in Para 1.1 has some responsibility for ensuring
the RSA is protected during air carrier or aircraft operations. In order to ensure
that responsibility is covered for any given airport, a list of responsibilities by
line of business is identified in the ensuing paragraph. The list of
responsibilities are not all inclusive, but should be used as a framework to build
specific airport requirements for accessing, operating, or exiting their RSA.
3.1.1 Airport Operator responsibilities will be to:
3.1.1.1 Identify the movement area which consists of the
runways, taxiways, and other areas of the airport
that aircraft use for taxiing, takeoff, and landing,
exclusive of loading aprons and aircraft parking
areas.
3.1.1.2 Include an Attachment 1 depicting the established
movement area with the identified RSA.
3.1.1.3 Establish the premise that the RSA shall normally
be clear at all times during air carrier/aircraft
operations.
3.1.1.4 Develop a procedure that permits vehicles or
equipment to be in the RSA for a limited amount
of time. (Examples may include scheduled or
unscheduled NAVAID maintenance or repair,
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Appendix C
C-2
mowing operations, or other airport safety related
circumstances where personnel and equipment
will be in the RSA during air carrier/aircraft
operations). When circumstances allow, drivers
may drop off needed equipment within the RSA
and park the vehicle outside the RSA if
practicable.
3.1.1.5 Establish procedures for entry/exit from RSA
based on conditions at the airport, e.g. inclement
weather, night operations, construction, etc.
3.1.1.6 3.1.1.6. Collaborate with ATCT on establishing
required radio frequency for RSA entry/exit.
3.1.1.7 3.1.1.7. Identify specific/general RSA entry/exit
location(s).
3.1.1.8 3.1.1.8. Ensure/establish positive control
procedures for entry/exit of RSA.
3.1.1.9 3.1.1.9. Establish/monitor communication
procedures for the entry/exit of the RSA.
3.1.1.10 3.1.1.10. Address both vehicle/pedestrian
operations in the RSA. (List not all inclusive.)
During air carrier operations.
Emergency responses to the RSA.
Maintenance of NAVAIDs, signs, and
lighting outside of the movement area.
Vehicle operation (i.e. Wildlife Biologist,
Tech Ops, etc.).
3.1.1.11 Establish non-towered procedures for entry/exit of
the RSA, e.g. CTAF, PCL utilization.
3.1.1.12 Accomplish coordination for activities that can
occur in the RSA during air carrier operations.
3.1.1.13 Provide/supplement training for operators with
permission to enter/exit the RSA.
3.1.1.14 Collaborate with all airport agencies in describing
any enforcement action for violating RSA
entry/exit procedures.
3.1.1.15 Establish monitoring/assurance tracking matrix to
gauge compliance with RSA procedures.
3.1.2 Air Traffic Control Tower responsibilities will be to:
3.1.2.1 Collaborate with the airport operator on RSA
entry/exit requirements.
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Appendix C
C-3
3.1.2.2 Perform controller training on RSA procedures
based on requirements established by the airport
operator.
3.1.2.3 Accept/accomplish positive control of
vehicle/pedestrians while in the RSA. A clearance
by ATCT to proceed into an active RSA is also
required (see 7110.65, 3-1-5). Permit vehicle
operator’s or maintenance personnel with
equipment (in direct communications with the
control tower), authorization to operate up to the
edge of an active runway surface when necessary
(e.g. between air carrier operations during agreed
upon emergency situations).
3.1.2.4 Collaborate with the airport operator on
establishing required radio frequency for RSA
entry/exit.
3.1.3 Technical Operation responsibilities will be to:
3.1.3.1 Collaborate with the airport operator and air traffic
control tower on permission to operate in the
RSA.
3.1.3.2 Adhere to any established RSA entry/exit
procedures identified at the airport.
3.1.3.3 Coordinate/obtain prior permission from the
airport operator to enter the RSA during air carrier
operations.
3.1.3.4 Obtain/accept training on procedures for
entering/exiting the RSA at the airport as
established by the airport operator.
3.1.3.5 Maintain positive radio communication with
controlling authority while operating in the RSA.
3.1.3.6 Collaborate with airport operator, air traffic
control tower on procedures for entering the RSA.
3.1.3.7 Coordinate/establish specific routes of travel with
the airport operator to access equipment located in
the RSA.
3.1.3.8 Accept responsibility and enforcement actions that
airport operator levies for procedural violations.
3.1.4 Tenants, Fix Base Operations (FBO), or Department of Defense
(DoD) responsibilities will be to:
3.1.4.1 Accept all RSA entry/exit requirements that apply
as prescribed by the airport operator.
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Appendix C
C-4
Attachments.
4.
4.1 Attachment 1 - Airport diagram denoting Movement Areas with RSA
delineated.
Deviations. 5.
5.1 Deviations from procedures identified herein must be approved only after
coordination between the Airport Operator/Authority, Air Traffic Control
Tower, Tech Ops, or any other agency that are signatory on the LOA. At Non-
towered locations, the Airport Operator/Authority, Tech Ops, and any other
agency that are signatory on the LOA are the approval authority.
Name Name
Air Traffic Manager Technical Operation Manager
Airport Traffic Control Tower Tech Operation
Name
Director of Operations
Metropolitan Airports Commission
Advisory Circular Feedback
If you find an error in this AC, have recommendations for improving it, or have suggestions for
new items/subjects to be added, you may let us know by (1) mailing this form to Manager,
Airport Safety and Operations Division, Federal Aviation Administration ATTN: AAS-300, 800
Independence Avenue SW, Washington DC 20591 or (2) faxing it to the attention of the Office
of Airport Safety and Standards at (202) 267-5383.
Subject: AC 150/5210-20A Date: 9/1/2015
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