ADR.OPS.B.016 Foreign object debris control programme

FOD CONTROL PROGRAMME — GENERAL The FOD control programme should be actively supported by the senior management of the aerodrome operator and of the other organisations operating or providing services at the aerodrome. The aerodrome operator should designate an individual within the aerodrome organisation to manage the aerodrome’s FOD control programme.

FOD PREVENTION

(a)Personnel awareness Personnel should be kept aware through appropriate activities of the existence of the FOD control programme, and should be actively encouraged to identify and report potential FOD hazards, act to remove observed FOD, and propose solutions to mitigate related safety risks.

(b)Personnel training The FOD training programme should aim at increasing the personnel awareness of the causes and effects of FOD damage and to promote their active participation in eliminating FOD during the performance of daily work routines.

(1)The theoretical part of the initial FOD training programme should cover the following areas:

(i)safety of aircraft, personnel and passengers as they relate to FOD;

(ii)overview of the FOD control programme in place at the aerodrome;

(iii)causes and principal contributing factors of FOD creation;

(iv)the consequences of ignoring FOD, and/or the incentives for preventing FOD;

(v)practising ‘clean-as-you-go’ work habits and the general cleanliness and inspection standards of work areas;

(vi)FOD detection procedures, including the proper use of detection technologies (if applicable);

(vii)requirements and procedures for the regular inspection and cleaning of movement areas;

(viii)FOD removal procedures;

(ix)proper care, use, and stowage of material and component or equipment items used around aircraft while in servicing, maintenance or on aerodrome surfaces;

(x)control of debris in the performance of work assignments;

(xi)control over personal items and equipment;

(xii)proper control/accountability and care of tools and hardware;

(xiii)how to report FOD incidents or potential incidents; and

(xiv)continuous vigilance for potential sources of FOD. The theoretical training should be followed by an assessment of the trainees (see AMC1 ADR.OR.D.017(e).

(2)Following the successful completion of the theoretical training, the practical part of the training to be provided should take into account the individual needs of the trainees, according to the responsibilities/tasks of the personnel, and, as a minimum, should include familiarisation with the tools/equipment used for the removal/containment/prevention of FOD, and the implementation of the relevant aerodrome operating procedures related to the programme. Following the completion of the practical training, a competency assessment should take place (see AMC1 ADR.OR.D.017(e)).

RECURRENT, REFRESHER AND CONTINUATION TRAINING ADR.OR.D.017 point (f) regulates the provision of training following the completion of the initial training, as part of the aerodrome operator’s training programme. For the process that needs to be followed to ensure the continued competence of the personnel, see ADR.OR.D.017(f) and AMC1 ADR.OR.D.017(f).

FOD PREVENTION — MEASURES The aerodrome operator should identify activities that may be associated with the generation of FOD, as well as measures that should be taken in order to prevent this from happening. A record of the analysis made should be maintained.

FOD PREVENTION — MEASURES FOD may be produced by many activities and may be generated by personnel, aerodrome infrastructure (pavements, lights and signs), the environment (e.g. wind, heavy rain), aircraft, vehicles, or other equipment operating at the aerodrome. The elements below have also the potential to become sources of FOD on an aerodrome.

(a)Aircraft servicing and maintenance activities During the activities related to the aircraft servicing, various types of FOD may be generated and be left or transferred on the apron, service roads, and other operational areas. Such items may include small luggage parts, cabin waste, plastic or metallic items, etc. FOD may also be generated by vehicles or the equipment that operates in these areas. To control this type of FOD, measures need to include securing and removing cabin waste from the aircraft stand. Cabin waste would not be left unattended on the apron, especially near aircraft stands. Moreover, cabin waste need not be disposed of using the FOD containers provided, as cabin waste may attract wildlife. To this end, the handling of cabin waste would be organised so that a damage of the rubbish bag is not likely to attract wildlife on the apron. Similarly, during aircraft maintenance, FOD may be generated either in the form of waste or small items inadvertently left on the apron such as rivets, bolts, tools, etc. Procedures to address this may include measuring of tools, use of toolboxes, checklists, removal of waste produced upon the completion of the maintenance activities, etc. Inspection of the aircraft stand or other areas that may have been used for aircraft servicing or maintenance, before and after the departure of the aircraft is an effective measure. The secure installation of suitable FOD bins, in appropriate locations, for depositing FOD is also an effective preventive measure.

(b)Cargo areas In a cargo area, there is a high potential for blowing debris such as cargo strapping and plastic sheeting. Procedures to contain such debris, possibly by installing (and monitoring) catch fencing where appropriate, may help to control the environment. FOD trapped by such fences should be removed regularly.

(b)Construction activities During construction activities, several materials (rocks, tools, vehicle parts, etc.) have the potential to become FOD if transferred by vehicles, weather phenomena, etc. on the movement area or other operational areas. For this reason, specific FOD prevention procedures need to be established and employed for each construction project. These procedures would be based on the proximity of the construction activities to the movement area and other operational areas, but in general would stress containment and regular cleaning of construction debris. Aerodrome pre-construction planning would include means for controlling and containing FOD generated by the construction. This is especially true in high-wind environments where debris is more likely to become airborne. The designated routes of construction vehicles on the movement area need to be planned so as to avoid or minimise crossing in critical areas of aircraft operations. If high-risk crossings cannot be avoided, subsequent provisions such as an increased frequency of FOD inspections could be implemented. Contractors need to understand and comply with the requirements regarding the control and removal of FOD. To facilitate compliance with these requirements, the aerodrome operator may consider drafting FOD control guidance for all construction projects taking place within the movement area or nearby areas. Standard and project-specific FOD measures include:

(1)requiring contractors to cover all loads;

(2)requiring contractors to secure any loose items that could easily blow away or control dust through spraying of water;

(3)ensuring the proper functioning of storm drains throughout the construction;

(4)specifying whether any mechanical FOD removal devices will be required;

(5)specifying how monitoring for FOD hazards will be accomplished; and

(6)requirements for inspecting and removing FOD from tyres prior to traversing operational areas.

(d)Aerodrome maintenance operations Mowing and other maintenance operations routinely disturb the vegetation and soil in areas adjacent to those travelled by aircraft. Therefore, procedures to remove this debris, such as the use of an assigned aerodrome sweeper or personnel on foot using shovels to repair vegetation and soil, need to be implemented. Aerodrome lighting, pavement, and marking maintenance operations may generate concrete/asphalt debris as well as increase the potential for dropped repair parts, tools, and other items stored on the maintenance vehicles. Corrective procedures may include the use of aerodrome sweepers and the inspection of the worksite after maintenance is completed.

(e)Pavements and other aerodrome surfaces may be prone to generating FOD

(1)Pavements

(i)Deteriorating pavements can exhibit spalling or cracks. For example, pieces of concrete can break loose from pavements or FOD can develop from fatigue corner cracks.

(ii)The service roads that cross taxiways may generate FOD from the vehicles using them, especially in the case of construction operations.

(iii)Special attention should be paid to the cleaning of cracks and pavement joints.

(iv)Asphalt and concrete pavements may be the most common source of FOD on an aerodrome; therefore, effective pavement maintenance practices are important for the prevention of FOD.

(2)Other aerodrome surfaces Grass areas and ditches may collect and hold large amounts of light debris such as paper, cardboard, plastic and various containers that can originate from terminal aprons, cargo ramps and hangar ramps. This debris can blow back into areas used by aircraft unless collected in a timely manner. Unpaved areas adjacent to pavements may require stabilisation, as appropriate, to prevent FOD from jet wash. FOD fences may collect debris on windy days. This FOD would be collected before the wind increases or changes direction and the debris blows back on to areas used by aircraft.

(f)Vehicle operational activities Vehicles used for operational reasons, e.g. preventive maintenance, wildlife management, and which may need to frequently move on surfaces that contain material that could be FOD in the movement area. Thus, procedural (e.g. inspection/cleaning of tyres) or technical (development of surfaces at predetermined points that help the removal of FOD from tyres) measures may be taken to address this potential FOD source.

FOD DETECTION, REMOVAL, CONTAINMENT AND DISPOSAL

(a)The aerodrome operator should include the procedures for FOD detection in the aerodrome manual. The procedures should, where necessary, be coordinated with the air traffic services provider and should:

(1)ensure that FOD detection is part of the established inspection schedule of the movement area, and that:

(i)periodic FOD inspections on foot are carried out to increase the effectiveness of detection, and to inspect areas inaccessible by vehicle (such as grass areas);

(ii)additional inspections are carried out:

(A)in construction areas;

(B)immediately after any aircraft or vehicle accident or incident;

(C)following any material spill;

(D)during, and after, extreme weather events (e.g. excessive heat, freeze and thaw periods, following a significant storm, etc.);

(2)ensure that an inspection of an aircraft stand is carried out prior to the arrival and departure of an aircraft, in order to detect and remove any FOD present;

(3)ensure that cabin waste is properly secured and removed from the aircraft, and any waste from aircraft maintenance activities is removed upon completion of the activities;

(4)ensure that FOD detection is performed in a timely manner and that it includes the identification of the FOD source and its location;

(5)ensure that aerodrome personnel are notified to remove detected FOD from the manoeuvring area, and describe how the air traffic services provider is notified to take appropriate action;

(6)describe clearly when runway or taxiway operations have to be suspended, and the coordination required with the air traffic services provider;

(7)ensure that FOD is removed as soon as possible after detection. FOD removal should be included in the tasks of all personnel operating on the aerodrome; and

(8)describe the actions required to notify aircraft operators of any aircraft parts identified.

(b)The aerodrome operator should provide designated FOD containers and ensure that they are:

(1)visibly placed on the apron and other areas, for the storage of debris;

(2)well marked, easy to identify and access, properly secured, and frequently emptied.

FOD DETECTION AND REMOVAL

(a)FOD detection In addition to the standard inspections, personnel on the movement area need to employ a ‘clean-as-you-go’ technique, by looking for FOD during their regular duties. When inspections occur at night, additional lights/lighting systems on vehicles are beneficial to better detect FOD. Whenever possible, vehicles involved in FOD detection activities, are only driven on clean, paved surfaces. If a vehicle needs to be driven on unpaved surfaces, the driver needs to ensure that the vehicle’s tyres do not transport FOD (e.g. mud or loose stones) back onto the pavement. Encouraging the participation of the personnel of other organisations such as air operators, groundhandling companies, air traffic services providers in inspections may reinforce the concept that FOD control is a team effort and demonstrates the aerodrome operator’s commitment to a FOD-free environment. This practice may help increase familiarity with local aerodrome conditions, and promotes effective communication between the aerodrome operator and its stakeholders.

(a)FOD removal FOD may be removed either manually or by using mechanical equipment, such as sweepers, vacuum systems, jet air blowers, magnetic bars, FOD ‘sweeping carpets’, etc. FOD containers need to be able to withstand strong winds and be of a ‘closed-type’ to prevent the wind from dislodging their content. Suggested locations for FOD containers are: near all entry points to the apron area, in hangars, aircraft maintenance areas, near aircraft stands and baggage areas. Clearly identified FOD storage locations increase the likelihood that collected debris will be deposited by personnel. Access to the FOD containers needs to be free by other objects.

FOD ANALYSIS — CONTINUOUS IMPROVEMENT

(a)All FOD identified and collected on the aerodrome should be recorded, analysed and evaluated. To record the location of the FODs, a grid map of the aerodrome should be used. When needed, an investigation should be carried out to identify the source of the FOD. The sources of FOD, including their location and the activities generating FOD on the aerodrome, should be identified, recorded and analysed to identify trends and problem areas as well as to focus the efforts of the FOD control programme. Relevant records, including of the actions taken, should be maintained.

(b)The FOD control programme should be periodically reviewed to assess and continually improve its effectiveness. The programme should be updated based on the feedback received, data analysis results and trends identified through the evaluation of FOD collected at the aerodrome.

FOD DESCRIPTION As FOD may be composed of different materials, when reporting, a proper description is made to allow for the proper identification of the FOD source areas, as well as for the appropriate mitigation measures to be taken. FOD may be items from the following, non-exhaustive, list:

(a)aircraft and engine fasteners (nuts, bolts, washers, safety wire, etc.);

(b)aircraft parts (fuel caps, landing gear fragments, oil sticks, metal sheets, trapdoors, and tyre fragments);

(c)mechanics’ tools;

(d)catering supplies;

(e)personal items (personnel badges, pens, pencils, luggage tags, drink cans, etc.);

(f)apron items (paper and plastic debris from catering and freight pallets, luggage parts, and debris from ramp equipment);

(g)runway and taxiway materials (concrete and asphalt chunks, rubber joint materials, and paint chips);

(h)construction debris (pieces of wood, stones, fasteners and miscellaneous metal objects);

(i)plastic and/or polyethylene materials; and

(j)natural materials (e.g. plant fragments, inanimate wildlife and volcanic ash).