airport user regulations (aur) flughafen düsseldorf...

Airport User Regulations (AUR)

Flughafen Düsseldorf GmbH (FDG)

Notes and Guidelines for Airlines, Tenants,

Concessionaires, Suppliers and All Other Users Of

Düsseldorf Airport

Airport User Regulations AUR 2017 page 2

Düsseldorf Airport

Operator

Flughafen Düsseldorf GmbH (FDG)

International Designation

ICAO-CODE: EDDL IATA-CODE: DUS

Classification

Airport classification: ICAO – Airport Reference Code 4E

Address

Postal Address Company Address Flughafen Düsseldorf GmbH Flughafen Düsseldorf GmbH PO box 30 03 63 Flughafenstraße 105 D-40403 Düsseldorf D-40474 Düsseldorf Germany Germany

SITA Connection

DUSYFXH (Ramp Control) DUSVLXH (Duty Traffic Manager)

Telephone

Airport Switchboard (collective number) (0211) 421-0 Customer Service Center (0211) 421-2000 FDGHG De-/Anti-Icing Manager (0211) 421-52222 Air Traffic Management (0211) 421-2321 Lost & Found Office (0211) 421-2515 Duty Traffic Manager (24 hours) (0211) 421-2220/2420 ACC Shift Supervisor (0211) 421- 51000 ACC Stand & Gate Management (0211) 421-51013 Corporate Communications Department (0211) 421-50000

Facsimile

Duty Traffic Manager (24 hours) (0211) 421-2735 Headquarters / Administration (0211) 421-6666 ACC Shift Supervisor (0211) 421- 51009 Air Traffic (0211) 421-2285

email

[email protected], [email protected] (Duty Traffic Manager)


Table of contents

I. Part Description of the Airport

1. Airport Facilities and Services

1.1 Geographical situation of the airport and of the airport reference point 1.1.1 Geographical situation of the airport reference point 1.1.2 Distance and direction from the city 1.1.3 Altitude of the airport 1.1.4 Meteorological information 1.1.5 Airport reference temperature 1.1.6 Magnetic variation 1.1.7 Operational Categories 1.1.8 Operating hours

1.2 Flight Operations Facilities 1.2.1 Take-off and Landing Runways of the Airport 1.2.2 Longitudinal Tilt of the Runways 1.2.3 Taxiways 1.2.4 Ramps 1.2.5 [no entry] 1.2.6 Handling Facilities 1.2.7 Available Hangar Space for Aircraft 1.2.8 Available Maintenance and Noise Protection Facilities

1.3 Flight Operations Services 1.3.1 Fire Fighting Vehicles and Recovery Equipment 1.3.2 Designated Airport According to IHR (International Health

Regulations) 1.3.3 Support for Persons in Need of Assistance 1.3.4 Weather-dependent usability and snow clearing equipment 1.3.5 Tank Farm Service Facilities 1.3.6 Aircraft De-Icing

1.4 General Information


II. Part User Regulations

1. Scope of Application of the AUR

2. Use with Aircraft

2.1 Authorization to take off and land (including reporting procedure) 2.2 Take-off and Landing Facilities 2.3 Apron 2.4 Taxiing, Towing and Push-back 2.5 Executive Terminal (ET) – Operations and Terminal 2.6 Parking and Hangar Parking 2.7 Engine Run-ups 2.8 Operation of APU and Use of the PCA 2.9 Working Materials 2.10 Maintenance Work and Washing 2.11 Immobilized Aircraft / Deployment of the Fire Services

3. Ground Handling Services

3.1 General 3.2 Indemnity Insurance 3.3 Coordinator 3.4 Central Infrastructure

4. Vehicular and Pedestrian Entry onto and Other Use of the Airport

Grounds

4.1 Roads, Areas, Buildings and Entrances 4.2 Vehicles and Equipment 4.3 Restricted Facilities 4.3.1 General 4.3.2 Maneuvering Area 4.3.3 Apron 4.4 Order, Cleanliness and Safety 4.4.1 Foreign Object Debris (FOD) 4.4.2 Obstruction of Traffic and Pollution 4.4.3 Wearing High-Visibility Clothing 4.5 Accompanying Animals

5. Other Activities

5.1 Commercial Activities Other Than Ground Handling Services 5.2 Indemnity Insurance 5.3 Storage 5.4 Construction Work


6. Safety Regulations

6.1 General 6.2 Emergency Response Plan (ERP) 6.3 Safety Management System (SMS) 6.4 Transfer and Baggage Handling 6.4.1 Handling of Transfer Baggage – unclean 6.4.2 Handling of Transfer Baggage – unclean Special Baggage 6.4.3 Handling of Transfer Baggage – unclean (here: AVI) 6.4.4 Baggage Handling – Rush

7. Lost Property

8. Environmental Protection

8.1 Soiling 8.2 Effluents 8.3 Waste 8.4 Air pollution

9. Accident Reporting

10. Authorizations, Approvals and Permits

11. Breaches of the AUR

12. Place of Fulfillment and Jurisdiction

13. Authorized Recipient

III. Part Miscellaneous

1. List of Abbreviations

2. Contacts


Annexes

Annex 1 AUR Safety Regulations (supplement to the AUR, II. Part – Nos. 1, 3, 5 and 6)

1. Handling of Fuels 2. Operation of Aircraft Engines/Propellers 3. Ban on Smoking, Dealing with Naked Flames and Ban on Alcohol, Work

Under the Influence of Alcohol, Medicine and Psychoactive Substances 4. Vehicles and Equipment with Combustion Engines 5. Work in Hangars and Workshops 6. Storage of Materials, Equipment, Working Materials and Waste 7. Fire-fighting and Rescue Services 8. Airport ID Card Regulations

Annex 2 Central Infrastructure Facilities (supplement to the AUR, II. Part – No. 3.4)

1. Areas of the Building Facilities 2. Apron Areas 3. Areas of the Traffic Control Center (Airport Control) 4. Areas of Communications Systems 5. Areas of the Airport Service Facilities 6. Miscellaneous

Annex 3 Reporting Procedure for Passengers, Freight and Mail (supplement to the AUR, II. Part – No. 2.1.4)

1. Reporting Procedure for Passengers, Freight and Mail 2. Reporting Procedure

Annex 4 List of Measures Relating to Breaches of the AUR and the Traffic and Safety Regulations for the Restricted Areas of the Airport Grounds (supplement to the AUR, II. Part – No. 4.1.1)

1. Object and Purpose 2. Legal Basis for the List of Measures 3. Scope of Application 4. Monitoring Compliance with the Regulations 5. Measures in the Event of Breaches 6. List of Points 7. Collection of Data 8. Reducing the Score


Annex 5 Service Standards and Baggage Handling (supplement to the AUR, II. Part – No. 3.4)

1. Baggage Handling Outbound – Use of the Sorting Halls 2. Baggage Handling Outbound – Special Baggage 3. Baggage Handling Outbound – No-Read and other Coding Points (MES) 4. Baggage Handling Outbound – Emergency Discharge / Target Point

Conveyor Belt 12 5. Baggage Handling Outbound – Preparation Areas for the Sorting Halls 6. Baggage Handling Outbound – Baggage Reconciliation (BRS) +

Container Registration 7. Baggage Handling – Transfer Baggage 8. Baggage Handling Inbound – Baggage Claim 9. Admissible Train Lengths and Operational Regulations 10. Rights and Duties of FDG Monitoring Agents (Supervisors) in the

Sorting Halls 11. Penalties

Annex 6 Service Level Specification (SLS) for the use of Check-In-Counters (supplement to the AUR, II. Part – No. 3.4)

1. Preliminary Remarks 2. Renting of Check-In Counters 3. FDG Equipment at the Check-In Counters 4. Handling Equipment of the Airline 5. Alternative Passenger Guidance 6. Length of Waiting Lines

Annex 7 Standard Operating Procedure OP (SOP) (supplement to the AUR, II. Part – Ziff. 2.7)

1. Purpose 2. Scope 3. Responsibility and User 4. Definition of Jet Engine Run-Ups 5. Processes 6. Relevant Documents


I. Part Description of the Airport

The binding and up-to-date descriptions of the airport are to be gathered from the latest editions of the “Notice to Airmen” (NOTAM) and the “Aeronautical Information Publication for the Federal Republic of Germany” (AIP).

1. Airport Facilities and Services

1.1 Situation of the airport and the airport reference point

1.1.1 Geographical situation of the airport reference point (ARP, WGS 84)

Latitude 51° 16‘ 51,33‘‘ N

Longitude 06° 45‘ 26,32“ O

Location: in the south western section of the airport site 287° straight true and 949 m from the control tower

1.1.2 Distance and direction from the city

The airport is situated 7.4 km north of the city center of Düsseldorf.

1.1.3 Altitude of the airport

highest altitude of take-off runway system 44.83 m above MSL (147 ft)

altitude of the airport reference point (ARP) 36.00 m above MSL (118 ft)

altitude of take-off runway reference point (RRP)

runway 05R/23L 36.70 m above MSL

runway 05L/23R 38.00 m above MSL

1.1.4 Meteorological Information

prevailing wind direction: south west (SW)

average max. daytime temperature in warmest month: 23.0 °C (July)

average lowest daytime temperature in coldest month: 0.3 °C (January)

for further details see AIP (GEN 3.5 – 29)

1.1.5 Airport Reference Temperature

23.0 °C

1.1.6 Magnetic variation:

1° 2‘East (2013)

1.1.7 Operational Categories

runways 05R CAT IIIb 23L CAT IIIb runways 05L CAT I 23R CAT IIIa for further details see AIP (AD2 EDDL 4-2-1 to 4-2-3) and NOTAM I

1/99

1.1.8 Operating hours

24 hours taking account of the restrictions on night flights to be gathered from the AIP (AD 2 EDDL 1 - 10).


1.2 Flight operations facilities

1.2.1 Take-off and landing runways of the airport

designation straight true direction

length/width

m

load capacity

PCN value

surface

05R / 23L 52° 45‘ 58‘‘ / 232° 45‘ 58‘‘

3,000 x 45 100/R/B/W/T concrete

05L / 23R 52° 45‘ 58‘‘ / 232° 45‘ 58‘‘

2,700 x 45 100/R/B/W/T concrete

1.2.2 Longitudinal tilt of the take-off and landing runways


1.2.3 Taxiways


1.2.4 Ramps

Surfaces consist mainly of concrete and in some areas of asphalt, in some

areas of the Executive Terminal (ET) of lawn paving blocks. Load capacity

is based on the PCN values specified in the AIP.

ET ramp: 35,792.00 m²

West ramp: 372,127.00 m²

East ramp: 443,734.00 m²

1.2.5 [no entry]

1.2.6 Handling Facilities

The airport has a passenger handling terminal with the piers A, B and C

and an Executive Terminal (ET). All the necessary facilities are provided.

The air cargo building (DUS Air Cargo Center) is equipped with all facilities

necessary for the handling of airfreight.


1.2.7 Available Hangar Space for Aircraft

Hangar Depth

m

Width

m

Floor space

m²

gate

height

m

Clear opening

m

Extensions,

workshops,

storerooms

m²

Miscellaneous

1 30 65 1,950.50 8 2 x 31.70 560 heatable

2 35 80 2,791 9.2 60 621 heatable

3 23 100 2,308 6 4 x 23 653

4 50 72 3,416 8.3 1,347 heatable

5 52.5 82.5 4,331 12 60 1,951 heatable;

trav. crane 5 t

6 52.5 82.5 4,331 13.5 60 1,930 heatable;

trav. crane 5 t

7 92.5 216.5 20,026.25 21 2 x 70.5

1 x 71

9,610 heatable;

floor heating;

2 x trav. cranes 5 t

8 65.8 150.4 9,896 20 75 4,500 heatable;

3 x trav. cranes 3 t

9 82.9 72 552 --- 72 --- Noise Protection

Hangar

10 26.5 101.3 2,685 5.9 100 --- heatable;

trav. crane 2 t

total 52,286.75 21,172

1.2.8 Available maintenance and noise protection facilities

Maintenance and overhaul facilities - allowing major repairs and engine

changes - are available for the most usual types of aircraft. A noise

protection hangar (Hangar 9) is available for ground run-ups (for aircraft

up to size B747-400/A340-600).


1.3 Flight Operations Services

1.3.1 Fire-fighting Vehicles and Rescue Equipment

Fire-fighting vehicles and rescue equipment are available to the extent

commensurate with flight operations and in accordance with ICAO

guidelines.

1.3.2 Designated airport according to IHR (International Health

Regulations)

Düsseldorf Airport is a designated airport according to the IHR (i.e.

International Health Regulations). It has a First Aid station in the fire

service building which is manned with trained medical personnel on

standby duty round the clock (24-hour operation).

Emergency Number 112

The airport fire service is responsible for the transport of sick or injured

persons. In addition, the airport fire service has the permission to conduct

emergency rescues according to §18 RettG NRW (i.e. Rescue Act of

North Rhine-Westphalia) and carries out such rescues on the airport

grounds. There are three rescue vehicles and one ambulance vehicle

available for this purpose. Airport fire services rescue is called via the

security control center (call 112 or 0211 / 421-112).

The public health department provides doctors for the rescue service and

for operations involving the risk of infection. Details are set out in the

currently valid version of the FDG Emergency Response Plan (ERP).

Reimbursement can be claimed from the party responsible for deliberately

causing damage or danger or intentionally calling the fire service without

reason thus causing the airport fire service costs.

1.3.3 Support for Persons in Need of Assistance

The medical service of the airport fire service is available to assist sick and

injured persons. Taking care of unaccompanied minors is within the

responsibility and the competence of the airline concerned. PRM services


according to EC Regulation No. 1107/2006 are available for persons with

reduced mobility (call 0211 / 421-25970).

1.3.4 Weather-dependent Usability and Snow Clearing Equipment

Provided weather conditions permit, FDG keeps the airport constantly

operational. Snow and ice control equipment is available in line with the

seasonal snow plan AIP SUP IFR.

1.3.5 Tank Farm Service Facilities

The aviation fuels and lubricants companies located at the airport keep

stocks of all the necessary carburetors and jet fuels as well as oil grades.

Further details about the available types, fueling devices and restrictions

or fueling possibilities can be gathered from the AIP (AD 2 EDDL 1 – 1).

1.3.6 Aircraft De-icing

1.3.6.1 General

Aircraft de-icing at Düsseldorf Airport is carried out at defined, remote

positions. The de-icing of jet aircraft is carried out on the areas named

below and with running engines. Special regulations apply to propeller

aircraft. All further details can be gathered from the ‘DUS DE-ICING/ANTI-

ICING Procedure’ published annually by FDGHG.

Subject to special conditions, pre-deicing is also provided at Düsseldorf

Airport. These special conditions and regulations for pre-deicing can also

be gathered from the ‘DUS DE-ICING/ANTI-ICING Procedure’.

1.3.6.2 De-icing Areas

The following have been designated special remote areas for the de-icing

of aircraft:

DA WEST positions V61-V71 for take-offs in the direction 05L/05R

DA EAST positions V01-V08 for take-offs in the direction 23L/23R

The location of the remote areas can be gathered from the AIP, maps AD

2 EDDL 2 – 5. FDG reserves the right to allocate other areas for

operational reasons.

1.3.6.3 Registration for De-icing


In general, reporting for de-icing must be made using the A-CDM Web-

Duplo. Exceptional request for de-icing must be made by telephone calling

FDGHG (call 51 025) and the ACC shift supervisor (call 51 000).

Requested de-icing procedures at DA WEST/DA EAST will be passed on

to the Airport Control Office of the DFS (German Air Navigation Services).

1.3.6.4 Sequence of De-icing

DFS Airport Control determines the sequence of de-icing at DA WEST/DA

EAST and allocates the respective de-icing areas.

1.3.6.5 Taxiing to the De-icing Areas

The remote areas are within the responsibility of FDG. Taxiing is

supervised by DFS Taxiing Control commissioned by FDG. After start-up

approval/push-back, aircraft are guided by DFS to the close vicinity of the

de-icing area. An Apron Control vehicle (follow-me) then guides the aircraft

to a vacant de-icing position.

1.3.6.6 Ground Radio Station for the Remote Aircraft De-icing

After parking the aircraft at the de-icing position, the pilot reports on the

VHF frequency allocated by Taxiing Control (call sign “Düsseldorf De-

Icing”), indicating flight number and aircraft type, for de-icing to begin. The

available VHF frequencies are:

130.080 MHz, 130.455 MHz, 130.605 MHz, 130.855 MHz

PAD 1 PAD 2 PAD 3 PAD 4

1.3.6.7 Taxiing Away from Remote De-icing Areas

When de-icing is completed the pilot reports standing by for taxiing away

from the de-icing area to DFS DÜSSELDORF GROUND East at 121.600

MHz and West 121.900 MHz. Taxiing movements must be carried out with

the absolute minimum base speed necessary.

1.4 General Information

In addition to the flight operations facilities, numerous other services are

available throughout the entire airport grounds. These include among

other the DUS Air Cargo Center, multi-storey car parks, restaurants, shops


as well as two hotels. The airport is linked to the local and national public

transportation systems through two railway stations and bus stops and has

its own motorway junction. Cars may drive up to the Terminal on the

Departures level. A taxi rank, three bus-stop bays for alighting from the

bus as well as the Valet Parking are located around the access road of the

Departures level. Access on the Arrivals level is subject to special rules.

Private vehicles are not allowed to use the driveway to Arrivals. All other

vehicles including busses require a permit by FDG. A separate area

comprising six bays (Bus Terminal) in the driveway of Arrivals is available

for coaches (with more than 6m in length and/or more than 9 seats).

Further information is available at the Customer Service Center.


II. Part User Regulations

1. Scope of AUR (Airport User Regulations) / Liability

1.1 Persons or organizations using the airport with aircraft, entering it, driving

vehicles or devices in it or making use of it in any other manner, shall

comply with the AUR, the Traffic and Safety Regulations for the non-public

area of the airport premises in their currently applicable version as well as

the instructions of FDG adopted for their enforcement. The AUR and the

aforementioned regulations shall also apply to all contracting parties, who

receive or provide services on the premises of the airport operator (e.g.

lessees, customers). The provisions of the AUR do not replace the

authorizations and/or approvals required in accordance with other legal

provisions.

1.2 Insofar as the provisions and instructions concern aircraft operators, they

shall apply accordingly to the owners of the aircraft as well as to persons

who use the aircraft without being the operators or owners of said aircraft.

1.3 Liability for damages on the part of FDG, its representatives and vicarious

agents shall be limited to intent and gross negligence. This shall not apply

to liability for culpable injury to life, limb or health. Furthermore, liability

limitation shall also not apply to the violation of essential contract

obligations, whereby liability shall be limited to foreseeable and typically

occurring damage. Essential contractual obligations shall be deemed to be

those, the fulfilment of which makes the due performance of the contract

possible and on which the other party to the contract may rely.

2. Usage with aircraft

2.1 Authorization to take off and land, including notification procedures

2.1.1 Use of the airport shall be permitted in return for payment of the charges –

as a matter of principle before the departure of aircraft – due as laid down

in the currently applicable Fee Structure of Düsseldorf Airport up to the

PCN values published in the AIP (GEN 4.1 Düsseldorf 1-4). Usage


restrictions as well as other operational requirements are also published in

the AIP.

2.1.2 The aircraft operators, pilots in command or their representatives shall

notify their flight intentions from and to Düsseldorf to FDG in a timely

manner beforehand and provide the information necessary for the proper

disposition of flight operation facilities and personnel, including the flight

times, the aircraft types used, the current flight status as well as the load

carried.

2.1.3 The Airport CDM Procedure is designed for the handling of an optimal

turnaround process at Düsseldorf Airport and shall apply to all flights in

accordance with the Instrument Flight Rules (IFR) – excepting helicopters.

The TOBT (target off-block time) is the orientation time for all handling

processes – with the exception of push back and remote aircraft de-icing,

and is used as the best time available for the coordination. The airline, its

handling agent or the pilot in command (for general aviation flights without

handling agents) shall be responsible for the timely provision of the

necessary information. It shall be obligatory to undertake the necessary

adjustments as early as possible.

The Airport CDM Procedure is available in the Aeronautical Information

Manual Publication for Germany (AIP AD2 EDDL) and shall be used. A

detailed description of the procedure is available as a "Brief Description".

2.1.4 Upon request at any time, the aircraft operators, pilots in command or their

representatives shall present FDG with the complete documentation

(including the noise certificates) required to verify both the authorization to

use the airport and the fee calculation.

2.1.5 After landing or before take-off, the aircraft operators, pilots in command or

their representatives shall undertake to fill in a flight report provided by

FDG for the statistics of the Federal Statistical Office and a flight


operations report at Düsseldorf Airport. The notification procedure is

regulated in Annex 3.

2.1.6 In large-scale commercial aviation, the aircraft operator, pilot in command

or their representative shall undertake to provide the MVT messages with

the delay codes and the sub-codes (standard in accordance with the IATA

Airport Handling Manuals 730 and 731) as well as the codes for the

reason for cancellation directly (or via the handling agent of Flughafen

Düsseldorf GmbH company) immediately following the landing (or

before/after the originally planned take-off). In the future, the data will be

sent to Euro Control in accordance with EU VO 390/2014. Furthermore,

the data shall only be used by FDG for internal purposes and not made

available to third-parties.

The aircraft operator, pilot in command or their representative shall also

undertake to participate in the so-called delay clearing procedure. All the

delays allocated to the airport operator (delay codes) shall be scrutinized

by FDG for the purpose of obtaining additional information concerning the

delay and – as appropriate – coordinating a better suited delay code.

2.2 Take-off and landing facilities

The take-off and landing runways shall be used for take-offs and landings,

and the taxiways (or the other areas specially marked for this purpose) for

taxiing. The aircraft pilots in command shall be bound by the instructions

both of the DFS airport-traffic control center and the apron supervision

(follow-me, sets of lights or hand signals). All liability on the part of FDG for

any defects existing at the time of conclusion of contract beyond the

control of FDG shall be excluded.


2.3 Apron

2.3.1 Aircraft parked in nose-in positions may only leave them with

pulling/pushing assistance. The use of thrust reversers or of adjustable

propellers is prohibited.

2.3.2 The airport apron serves as the ground-handling area of the aircraft. Any

other use [such as for parking aircraft, large-scale maintenance work (all

maintenance work taking more than 2 hours and/or when there is a risk of

fuel spillage, e.g. engine replacement) or engine run-ups] shall only be

permitted with the approval of the Airport Control Centre (ACC) or the duty

traffic manager. Engine run-ups above the idle power level on the handling

apron are prohibited as a matter of principle.

cf. Item 2.7 Engine run-ups

2.3.3 Ground handling spaces shall be allocated by the airport operator.

General aviation shall be handled on the GAT areas. At their discretion,

the Airport Control Centre (ACC) may grant exceptions in individual cases.

The parking of aircraft at the parking positions shall ensue either using the

Safegate docking guidance system or by hand signals of the apron

supervision (follow me).

2.4 Taxiing, towing, pushback and aircraft towing operation

2.4.1 Aircraft under their own power may only be moved by persons authorized

for this purpose. They shall not taxi into (or out of) hangars and workshops

under their own power.

2.4.2 Aircraft on the apron shall only taxi with the absolute minimum engine

speed required. This shall apply to all of the aircraft's engines.


2.4.3 Where necessary, aircraft shall be towed by FDG, a company

commissioned by FDG or – by special agreement – the aircraft operator.

They shall only be moved by trained persons authorized for this purpose.

Towing and pushing shall ensue in accordance with the specifications laid

down by the German Airport-Traffic Control Authority (DFS). Flawless and

permanent communication of the towing vehicle with the cockpit, the apron

supervision and the DFS tower shall be ensured.

2.4.4 When pushback vehicles fitted with a tow bar are used, the aircraft cockpit

shall be occupied by a pilot in command or a specialist technician. In this

case, radio readiness shall be provided by the driver of the pushback

vehicle.

2.4.5 In order to ensure the overall required safety distance between the

engines/propellers and the pushback vehicle using the pushback

procedure (WOA – walk-out assistance) using a barless pushback vehicle,

the WOA shall take up a position in or on the pushback vehicle (in a

standing position) during the pushback procedure. If a pushback vehicle

with a tow bar is used, the WOA shall accompany the pushback vehicle

(alongside) and shall not take up a position on or in the push-back vehicle.

The WOA shall ensure that the pushback process ensues without hazard

to aircraft, buildings, equipment, vehicles and persons.

2.4.6 The length of the headset cable connection between the WOA and the

aircraft must be at least 5 meters. The pushback speed must not exceed 6

km/h. During the pushback operation, it is prohibited to climb on the tow

bar and go under the aircraft fuselage.

2.4.7 The aircraft operators shall be responsible for the provision of suitable tow

bars. As a matter of principle, pushback vehicles with attached tow bar

may not drive in reverse gear when the tow bar is not attached to an

aircraft. When not attached to an aircraft, tow bars bay only be pulled (by

the pushback vehicle).


2.4.8 Once the pushback operation has been completed, the WOA shall return

with the pushback vehicle to the starting position or drive to his next

deployment location. In all other cases, the WOA shall leave the taxiing

area on foot by the shortest way. Other vehicles shall not be permitted to

pick up the WOA in the taxiing area.

2.4.9 Only sufficiently trained personnel shall be used in WOA operations. FDG

shall be entitled to check the training certificates at any time.

2.4.10 The driver of the towing vehicle shall be responsible for the safe execution

of the towing operation – in particular, he shall be absolutely sure of the

obstacle clearance in relation to vehicles, passenger boarding bridges,

buildings, aircraft and other obstacles. If said operation involves a WOA,

then the WOA shall assume responsibility.

2.4.11 The single-man pushback operation is prohibited.

2.4.12 Aircraft towing vehicles shall be equipped with radio and yellow rotating

beacons on the aprons.

2.4.13 Planned towing movements of aircraft shall be communicated to the

Airport Control Centre (Stand & Gate Management, tel.: 51013) specifying

a specific planned time. If there is a change to the towing time planned,

then this information shall be immediately communicated to the Airport

Control Centre.

Furthermore, the ACC shift supervisor shall be informed directly before the

start of the towing operation, in order to ensure both that the target

position (to be towed to) is free and that the towing data record has been

received by the DFS. This shall also consistently apply to towing

operations planned in advance by FDG.


If the towing of an aircraft is ordered for operational reasons, then the

aircraft operator shall immediately comply with this instruction and provide

the required personnel.

Aircraft shall only be towed with the approval of the DFS Airport Traffic

Control. They are considered to be equivalent to aircraft taxiing under their

own power and shall have priority over other vehicle traffic.

2.5 Executive terminal – Operation and terminal

Passengers and flight crews shall only be allowed to be (or move about in)

the area of the Executive Terminal (apron) under the direct supervision of

FDG or its appointed third-parties, in order to prevent a mixing of security-

controlled (clean) and uncontrolled (unclean) passengers. The conveying

of the persons to be supervised between the Executive Terminal and the

aircraft shall be handled by means of a vehicle of FDG (or of a company

commissioned by FDG).

2.6 Aircraft parking and storage

2.6.1 Parking and storage positions shall be allocated by FDG. If an aircraft

remains at the airport for more than one hour, then the aircraft operators

shall, on the request of FDG, park the aircraft at a location (or stored in a

hangar) to be allocated by FDG. For safety or operational reasons, FDG

can at any time insist on another parking or storage location for an aircraft,

or – if the aircraft operator cannot be reached or fails to promptly comply

with said request – can arrange for the aircraft to be taxied or towed to

said location without its own power by trained personnel at the aircraft

operator's expense. FDG shall not guarantee the allocation of a parking

position allowing taxiing in or out under the aircraft's own power.

2.6.2 The securing of a parked aircraft shall be the responsibility of the aircraft

operator. For this purpose, a minimum of four traffic cones (Lübecker

cap/rubber cap in accordance with BASt licensing with a minimum height


of 750 mm, type 2, class III, foil type B), or alternatively, four lamps

(minimum illumination 10 candela [cd/m²]) shall be used. In the event of

inadequate securing of the aircraft, FDG shall reserve the right to

undertake the securing itself at the expense of the aircraft operator.

Furthermore, the aircraft operator shall be responsible at all times for

adequately securing his aircraft against rolling away or against storms.

2.6.3 The statutory provisions pertaining to rent (§§ 535 ff. BGB (German Civil

Code)) shall apply to the packing and storage of aircraft. Liability on the

part of the airport operator for any defects existing at the time of

conclusion of contract beyond its control shall be excluded. FDG shall only

have a storage obligation where a special written agreement has been

reached in this regard.

2.6.4 Users shall handle the parking and storage positions – particularly the

hangars and their facilities – with care and comply with the following

provisions.

2.6.4.1 Technical equipment, facilities and devices of FDG – particularly power

supply systems, cranes and scaffolding – shall only be used in agreement

with FDG.

2.6.4.2 For all work carried out on aircraft in hangars or in a radius of 50 meters

around the hangars, the aircraft operator shall provide a sufficient number

of hand-held fire extinguishers readily accessible.

2.6.4.3 The areas and positions in front of the hangars and the noise-protection

hangar shall be kept clear.

2.6.4.4 Hangar gates may only be operated by those persons who have received

prior training by FDG. The hangar gates shall basically be kept closed.


2.6.4.5 Aircraft shall only be washed and rinsed in the in the hangars designated

for this purpose. At temperatures below + 3° C, the discharging of fresh

water from aircraft without using collecting vessels is prohibited.

2.6.4.6 The parking, storage and repair of vehicles, other ground vehicles and

other objects shall require the consent of FDG.

2.6.5 Use of the 400 Hz systems at the passenger boarding bridges is subject to

charge for the user – particularly at night from midnight to 4:30 am, with

the exception of check-in procedures in accordance with the BADV

(Federal Office for Central Services and Unresolved Property Issues)

(delimitation in conformity with "Service Specifications of Airport Charges",

Clause 2.). For the fee, refer to the "Register of Service Charges" (under

Item 1.1 "Aviation") in the currently applicable version: the user shall be

separately invoiced.

2.7 Jet engine run-ups

The aircraft operators shall comply with the regulations pertaining to the

conducting of jet engine run-ups (cf. Annex 1, Item 2 of the AUR). As a

rule, the noise protection hangar (Hangar 9) is to be used for a fee for the

execution of jet engine run-ups exceeding operating stage "idle power" or

those with the operating stage "idle power" lasting longer than five

minutes. The use of this noise-protection facility shall ensue subject to the

conditions stipulated in the Standard Operating Procedure (SOP, Annex 7)

drawn up by FDG as well as the terms governing the charges in their

currently applicable versions, respectively. In the event of the noise-

protection hangar not being available due to special circumstances, the

Duty Traffic Management shall decide as to whether (and how) an

exemption from the basic use can be granted. Any exemption granted

shall not release the user from his obligation to payment of the charge.


If the noise-protection hangar is used without prior approval, the user shall

– in addition to the payment of the regular usage charge – also pay a

penalty surcharge of 20%.

2.8 APU operation and PCA use

In order to avoid additional ground noise and reduce further emissions for

the protection of all employees and residents in the neighboring residential

areas, the emissions within the responsibility of aircraft pilots via the on-

board auxiliary power units (APUs) shall be kept to a minimum. For

arriving aircraft, the APU shall be switched off immediately on reaching the

parking position. In the event that APU operation is required for air-

conditioning in the cabin, the APU may not be activated earlier than 30

minutes before TOBT. Exceptions shall require the approval of the Ground

Traffic Control Centre (tel. 2220).

At aircraft positions equipped with a PCA system, their use shall be

mandatory in accordance with Annex 2 AUR.

2.9 Fuel supply

Companies supplying fuel to aircraft shall require the approval of FDG.

Said companies and the aircraft operators shall comply with the quality

and safety regulations on their own responsibility and regularly

demonstrate this in the form of a report to FDG.

2.10 Maintenance work and washing procedures

Large-scale maintenance work (i.e. all maintenance work taking longer

than two hours, and/or said work, in which there exists a risk of fuel

spillage, e.g. engine replacement) on aircraft shall only be performed at

places or in hangars allocated by FDG, and washing procedures only

carried out in the aircraft hangars designated for this purpose in the

washing halls and washing places in coordination with FDG.

2.11 Disabled aircraft / Fire-service deployment


In the event of an aircraft becoming disabled (unable to move under its

own power), the aircraft operator shall make such arrangements as to

remove the aircraft from the aircraft movement areas as quickly as

possible.

2.11.1 In the event of an aircraft and/or ground handling equipment becoming

disabled, then – to the extent necessary – the airport operator shall be

entitled to remove the disabled object from the aircraft movement areas at

the expense of the aircraft operator – even without being requested to do

so by the aircraft operator. If in the assessment of FDG a fire-service

deployment should be considered necessary for the purpose of salvaging,

moving or accompanying the disabled aircraft, then these costs shall also

be borne by the aircraft operator. The liability limitations specified in Item

II.1.3 shall apply.

2.11.2 The liability provisions specified in Item II.1.3 shall also apply if a contract

has been concluded between the aircraft operator and FDG, in

accordance with which FDG shall remove the disabled aircraft or

participate in its removal.

2.11.3 If an aircraft becomes disabled and FDG suffers a pecuniary loss as a

result, then said loss shall also be borne by the aircraft operator.

2.11.4 The aircraft operator shall bear the costs of a fire-service deployment

initiated by FDG, incurred by the assessment on the part of FDG as

perceiving the requirement for fire-fighting measures. The liability

limitations specified in Item 2.1.3 shall also apply accordingly in this case.

In the event that FDG suffers a pecuniary loss as a result of the event that

triggers the fire-service deployment, then said loss shall also be borne by

the aircraft operator.

2.12 All users shall comply with the safety regulations on their own

responsibility.


3. Ground Handling Services

3.1 General aspects

FDG or its contracted company, authorized ground handling service

providers as well as self-handlers shall be entitled to conduct ground

handling services in accordance with the Ordinance on Ground Services at

Airports (BADV). The authorized handlers as well as self-handlers shall

park their ground handling equipment solely at the places allocated by

FDG against payment. The statutory provisions pertaining to rent (§§ 535

ff. BGB) shall apply to the roadworthy parking and storage of ground

handling equipment.

Liability on the part of the airport operator for any defects existing at the

time of conclusion of contract beyond its control shall be excluded. FDG

shall only have a storage obligation where a special written agreement has

been reached in this regard.

3.2 Liability insurance

The proof of liability insurance within the meaning of the BADV shall also

include proof of an insurance against civil liability in respect of the use of

motor vehicles, insofar as a road-approved vehicle is used for performing

the services. In those cases, in which the operating procedure at the

airport is endangered or disturbed as a result of behavior attributable to a

service provider or self-handler, or the requirements set forth in § 8 BADV

are not complied with, the airport operator shall be entitled to undertake

the measures required. The service provider concerned shall be given the

opportunity to submit his observations beforehand.

3.3 Coordinator

For the duration of the ground handling process involving the aircraft, the

aircraft operator shall specify a responsible Coordinator to be available as

contact partner for all parties involved in the ground handling and be

authorized to give orders to subordinate personnel. He shall be


responsible for the proper and secure ground handling of the aircraft. In

this regard, the Coordinator shall not handle more than one aircraft at the

same time. For the purpose of rapid identification of the Coordinator, FDG

can provide standardized labelling in the form of warning clothing. The

Coordinator shall be responsible for the parking position concerned being

completely cleaned and vacated on completion of the ground handling in

relation to the following ground handling processes.


3.4 Central Infrastructure (CI)

The following facilities are Central Infrastructure Facilities (CIFs) in the

sense of § 6 BADV:

Building facility areas Passenger boarding bridges

400 Hz power supply systems

PCA systems

Baggage handling system

Apron areas Aircraft parking positions

Equipment parking areas

Provisioning areas

Container depots

Central aircraft de-icing positions

Central Airport Control areas Flight operation management

Apron security

Traffic management

ACC disposition

Communication systems areas Airport information system

Communication networks (wireline,

wireless)

Trunked radio system

Airport service facility areas Common use terminal equipment

(CUTE)

Common use self-service check-in

terminals (CUSS kiosks)

Faces disposal station

Fresh-water supply station

Central waste disposal/

Recycling center

For a detailed description of the contents and scope of the individual CI

areas, refer to Annex 2. The provisions set forth in Annex 5 shall be

complied with – particularly with regard to the use of the baggage handling


facilities. The leasing and use of check-in counters shall ensue in

accordance with the SLS specifications in Annex 6.

The CIs shall be solely provided, managed or operated by FDG or by a

third-party commissioned by it. Insofar as services, which can be provided

with these facilities, lie in the scope of the FBO, then the central

infrastructure facilities shall be used. FDG or a third-party commissioned

by it can charge for their use.


4. Entering, Driving on and other Use of the Airport Grounds

4.1 Roads, areas, buildings and entrances

4.1.1 The roads and areas of the airport are not intended for general traffic. For

operational reasons, FDG may restrict or block access to said roads and

areas. Users shall comply with the Road Traffic Regulations (StVO), the

AUR and the Identification and Admission Regulations issued by FDG.

The Traffic and Safety Regulations issued by FDG – including the

catalogue of measures established by FDG with regard to violations of the

AUR – and Traffic and Safety Regulations for the non-public area of the

airport grounds (refer to AUR Annex 4), shall be complied with. Persons

driving vehicles on the apron shall possess an operational driving license

issued by FDG.

4.1.2 Only the roads, entrances and gates authorized by FDG for this purpose

may be entered and driven on.

4.1.3 Only movement on foot is permitted on the footpaths and inside the airport

building complex. Particularly exempted from this regulation is the

necessary use of wheelchairs and other locomotive aids.

4.1.4 An admittance charge shall apply to entry into the spectator facilities. The

amount to be charged is announced on notice boards.

4.1.5 Any person or organization shipping freight, which has arrived at

Düsseldorf Airport, from the airport by land, shall undertake to inform the

aircraft operator (in accordance with its instructions) on the flight data

and/or load data/value relating to the shipment.

4.1.6 Parts of the airport premises are under video surveillance.


4.1.7 The deployment of quadcopters as well as other drones and other remote-

controlled flight devices on the airport grounds shall only be permitted with

the prior consent of FDG.

4.2 Vehicles and devices

4.2.1 If vehicles and devices are used on the airport grounds, then the owner

and/or operator shall be responsible for their roadworthiness and

operational safety. Where technically possible and available, vehicles and

towing vehicles shall be equipped with all-season tires. Alternatively,

vehicles and towing vehicles shall be equipped with winter equipment

during the winter period (e.g. winter tires, snow chains, etc.). In bright

daylight conditions, the vehicles and devices used shall be operated using

daytime running lights or dipped lights all the year round, while during the

hours of darkness and in periods of poor visibility dipped lights shall be

activated.

If any vehicles and devices do not meet the stipulated requirements, FDG

shall be entitled to immobilize said vehicles or devices and/or remove them

from the security area subject to a charge. Vehicles and devices shall be

equipped with a system preventing said from unauthorized use.

The motor-driven vehicles and devices used by ground handlers shall only

be operated if a logbook is kept for them in written or electronic form. As a

minimum, said logbook shall contain the "date", "name of driver" "start of

journey" and "end of journey". Upon unilateral request by FDG, the

logbooks shall be immediately presented.

4.2.2 Aircraft ground handling equipment (or comparable devices) shall only be

operated in the security area with the agreement of FDG. They shall be

registered in a timely manner with the Aviation and Central Infrastructure

Management Department prior to their initial use. Their registration shall

include (as a minimum) the documents listed below. Verification of the


technical inspection certificates required shall be provided to the Vehicle

Management Department immediately prior to use.

Documents required for vehicle registration:

General vehicle description

Technical datasheet (height, width, length, max. total weight, trailer

loads, turning radius, etc.)

Photos and technical drawing for each type of vehicle

Operating instructions in the German language

Service description

Conformity declaration

Hazard assessment

Equipment of vehicles and devices:

Logbook or speedometer for vehicles with a maximum speed over 20

km/h

Additional illumination bar on the vehicle roof facing to the rear for

vehicles with trailer equipment

Inspection certificate in respect of valid occupational health and safety

/ accident prevention regulations and statutory prescribed inspections

Vehicle signage in accordance with AUR 4.2.2

System designed to prevent unauthorized use, e.g. via official pass or

comparable electronic identification

Logbook for vehicles and devices without automated system

All-season tires – where technical possible and available; alternatively,

vehicles and towing vehicles to be equipped with winter equipment

during the winter period (e.g. winter tires, snow chains, etc.)

The name and business address of the owner as well as a unique

vehicle/serial number in indelible characters must be attached to the

vehicles and devices commercially used in the security area in a

conspicuous position. As far as the identification of the vehicles and

devices in regard to digits and texts is concerned, the following guidelines

shall be complied with:


Attachment to 4 surfaces (for attachment to roof a minimum of

3 surfaces):

Both left and right side in rear half of the vehicle/device

On the front left in the direction of travel

On the rear left in the direction of travel

Alternatively to attachment front and rear, attachment to roof

Digit color: black (light-colored vehicles/devices), white (dark-colored

vehicles/devices)

Typeface: Helvetica Bold

Digit height: 20 cm (length less than 5 m), 40 cm (length greater than

5 m)

The same text/digit dimensions shall apply to officially registered standard

vehicles commercially used in the security area – taking into account the

color matching.

On request of FDG, all vehicles and devices shall be provided with special

safety features.

The use of yellow rotating beacons and warning lights shall only be

permitted either for the purpose of warning of construction sites, or on

vehicles, which on account of their nature present a source of danger to

the surrounding area.

The use of blue signal and rotating beacons shall solely be reserved for

the authorities, the works fire service as well as for the active deployment

of emergency rescue and medical services. The use of red signal and

rotating beacons shall be reserved in principle for traffic control, flight

operation management and apron supervision. Lights or beacons of a

different color are categorically not permitted on the airport apron – unless

otherwise expressly regulated in the AUR.


4.2.3 If vehicles and devices (with apron authorization) are only deployed

temporarily or limited in time (e.g. in a substitute function), then the

responsible vehicle driver concerned shall attach a sign (DIN A4 in size)

containing details of his company and a contact telephone number clearly

visible to the front windscreen of the vehicle. This shall also apply to

guided vehicles and devices in the course of construction or maintenance

work (without apron authorization).

4.2.4 Vehicles and devices shall only pick up and/or set down (or load and/or

unload) passengers, baggage and freight at the points determined by

FDG. The conveying of freight terminal loading ramps using vehicles and

devices is not permitted. The direct loading of bulk and heavy goods on

the apron shall be particularly agreed in advance with the duty Traffic

Control Supervisor.

4.2.5 Vehicles and devices shall only be parked at the parking and equipment

parking areas clearly designated and using the parking tickets/passes

required. Parking tickets and parking passes shall be placed in (or on) the

vehicle or device in such a position as to be clearly readable from the

outside. Any vehicles and devices parked outside the designated areas, or

parked illegally, obstructively or without a valid parking ticket or parking

pass or after expiry of the permitted parking time in the parking areas will

be towed away at the cost and risk of the operator, driver or owner of said

vehicle or device.

4.2.6 Maintenance work on, refueling as well as washing and cleaning of

vehicles and other technical devices outside the areas allocated or ZI

facilities – particularly on the airport apron – is prohibited.

4.2.7 Small vehicles (e.g. motorcycles, mopeds, bicycles) may only be parked at

the areas clearly designated for this purpose and shall particularly not be

secured (by chain or lock) to the security fence or against the parapets of

the arrival and departure levels. Any small vehicles parked illegally will be


removed at the cost and risk of the operator, driver or owner. The police

will be informed of this action.

4.2.8 No vehicles or devices without valid certificates in relation to occupational

health and safety / accident prevention regulations and statutory

prescribed inspections shall be operated. Proof of the validity of the

inspections shall be clearly displayed on the vehicle or device concerned

in the form of a certification mark on a base support and must include

details of the next inspection date. Statutory conducted inspections and

the period of their validity shall be accordingly displayed.

4.2.9 Vehicles and devices with combustion engines shall not be operated in

baggage sorting halls.

4.3 Generally non-accessible facilities

4.3.1 General aspects

4.3.1.1 Facilities situated inside the fenced-off airport premises, which are not

authorized for public traffic, may only be entered or driven on with the

approval of FDG – and, where appropriate, of other entitled parties. These

facilities particularly include:

Take-off/Landing runways

Taxiways and their safety strips

Aprons and taxiing areas

Circular taxiing area (north of the barrier systems at the TWY M level)

Waiting areas

Transit areas

Baggage and check-in areas

Depots and construction areas

Fire service building

Aircraft, maintenance and cargo hangars


Service roads

Operation centers

Computer centers

Heating stations

Power supply facilities

Workshops

Construction sites

Supply roads

Garages and workshops

Boarding gates

Airport Control Center (ACC)

Clause 1 shall apply accordingly to the following sites and facilities outside

the fenced-off area of the airport:

the beaconing and stationary air-traffic control facilities.

4.3.1.2 FDG shall be entitled to grant its approval in accordance with Paragraph

4.3.1.1 either in general or in an individual case as well as revoke said

approval at any time for good cause.

4.3.1.3 Facilities not generally accessible shall only be inspected under the

responsible guidance of a representative of FDG. In this regard, aircraft

may not be touched and the taxiing area not be entered without

authorization.

4.3.1.4 Following consultation with FDG, representatives of the aviation, customs,

and passport and health authorities, the German Air-Traffic Control

Authority as well as the German National Meteorological Service (DWD)

shall be entitled to enter and drive on the publicly non-accessible areas

using official vehicles in pursuance of their duties.

4.3.1.5 [no entry]


4.3.1.6 Aircraft shall only be boarded with the approval of the respective aircraft

operator.

4.3.1.7 For landings in accordance with operational mode CAT II/III, the circular

taxiing area between Hangar 1 and the IC Railway Station (blocking by red

lights and barrier system) shall only be used with special authorization

from the Duty Traffic Control Supervisor.

4.3.2 Taxiing area

4.3.2.1 Flughafen Düsseldorf GmbH (Traffic Control or Air-Traffic Management)

shall grant the necessary approval to enter or drive on the taxiing area in

agreement with the DFS Airport Air-Traffic Control Center (Air-Traffic

Control Tower). Those vehicles entering or driving on the taxiing area shall

only move in accordance with the instructions of the DFS Airport Air-Traffic

Control Center (Air-Traffic Control Tower) and shall, in particular, comply

with their radio messages, light signals and signs. Drivers of said vehicles

shall be familiar (by receiving instruction beforehand) with their meaning.

In order to be able to drive on the taxiing area, successful participation in a

qualification program (subject to a charge) to be conducted by FDG shall

be required.

4.3.2.2 If a representative of an authority designated in Paragraph 4.3.1.4 intends

to enter or drive on the taxiing area, then – in addition to the airport

operator notification – he shall also obtain the approval of the DFS Airport

Air-Traffic Control Center (Air-Traffic Control Tower) and comply with the

provision stipulated in Paragraph 4.3.2.1 Clause 2.

4.3.2.3 Vehicles driving on the taxiing area during darkness shall be illuminated to

the extent that their movement can be tracked both by the DFS Airport Air-

Traffic Control Center (Air-Traffic Control Tower) and the FDG Apron

Control Center.


4.3.2.4 The taxiing area shall only be used by vehicles, which are in constant

radio communication with the DFS Airport Air-Traffic Control Center (Air-

Traffic Control Tower) and are equipped with rotating beacons or guided

by a leader vehicle. FDG can authorize exceptions in agreement with the

DFS Airport Air-Traffic Control Centre (Air-Traffic Control Tower).

4.3.3 Apron

4.3.3.1 The maximum speed on the airport grounds – particularly on the apron – is

30 km/h. This maximum speed shall not apply to the deployment of leader,

fire-fighting, rescue vehicles and ambulance vehicles nor to ground traffic

control/flight operation management vehicles (with activated blue or red

rotating beacons).

4.3.3.2 The traffic and safety regulations issued by the airport operator shall be

binding for vehicle traffic on the apron area.

4.3.3.3 The apron shall only be driven on by vehicles authorized for the ground

handling of aircraft by FDG, fire-fighting and ambulance vehicles as well

as vehicles belonging to the relevant authorities. Special authorization

shall be required for other vehicles.

4.3.3.4 The minimum illumination levels for the apron area shall be complied with

in accordance with the relevant regulations. Insofar as additional lighting is

required for specific activities, then the user concerned shall provide said

lighting corresponding to the visual task at his own expense. The user

shall be responsible for removing the additional lighting on completion of

his activities.

4.4 Orderliness, Tidiness and Safety

4.4.1 Foreign object debris (FOD)

All persons entering or driving on the movement areas of the airport shall

immediately pick up any objects found lying on the ground (FOD - foreign


object debris/damage), which can cause damage to aircraft, such as

screws, eyelets, luggage handles, paper and foils, and dispose of them in

the FOD boxes provided for this purpose. Furthermore, any person at a

handling position expecting an aircraft moving to or from its parking

position, shall promptly satisfy himself that the area is clear of FOD and

obstacles. In the event of any contravention of the above stipulations,

attention is drawn to the catalogue of measures contained in Annex 4 of

the AUR.

4.4.2 Traffic obstructions and pollution

As a matter of principle, the duty Traffic Control Supervisor shall be

notified without delay of any traffic obstacles, major pollution or foreign

bodies, which cannot be immediately removed. All obstacles to traffic shall

categorically be secured. If there are also obstacles in the aircraft taxiing

area or the area where the aircraft are moved to and from the ground

handling positions, then the Airport Control Centre Duty Supervisor shall

be informed (telephone: 421-51000). At temperatures below + 3° C, the

discharging of fresh water from aircraft without using collecting vessels is

prohibited.

4.4.3 Wearing of high visibility clothing

Warning clothing (in accordance with the applicable standard) shall be

worn on entering the movement areas in the entire apron area. In the

event of any contravention of the obligation to wear warning clothing, FDG

shall reserve the right to remove the perpetrator from the aviation security

area and demand that he attend apron instruction again (ramp safety

training).

4.5 Accompanying Animals

Accompanying animals shall only be allowed secured on leads or in

transport boxes. Accompanying animals in the security areas are

categorically prohibited. Exceptions shall apply only to animals used on

official purposes and to animals accompanying passengers.


In the case that unforeseen events should necessitate an animal being

brought into the security area, then the Duty Traffic Supervisor may grant

exceptional approval taking account of the regulations.

5. Other Activities

5.1 Commercial Activity (Other than the Ground Handling Services)

5.1.1 Any commercial activity on the entire airport grounds–other than the

ground handling services pursuant to item 3–shall only be permissible on

the basis of an agreement (against payment/remuneration) with FDG. If

said activity is undertaken without the provision of a remuneration, then

FDG shall determine the level of remuneration at its own discretion. The

same shall apply mutatis mutandis to recordings and transmissions made

on audio and visual carriers.

5.1.2 Spending time in the airport buildings shall only be permitted for those

purposes, for which the individual functional areas of the buildings are

designated. In this regard, staying overnight, begging, loitering and similar

are strictly prohibited. Demonstrations (and similar actions) shall be

registered with the airport operator and the police beforehand.

Demonstrations on the airport premises may be subject to certain

requirements.

Collections, advertising as well as the distribution of leaflets and other

printed material shall require the consent of FDG. This shall also apply to

the distribution of promotional articles and samples.

5.1.3 The searching through, or removal or scattering of objects, from all kinds

of waste containers, from collection containers for the recycling of raw

materials and from grit receptacles is prohibited.

5.1.4 Photography and filming on the airport premises

All photography and filming activities at Düsseldorf Airport shall be subject

to the prior agreement of the Airport Communication Department. An


exception shall apply to journalistic reporting in the public areas of the

airport. The general regulations for photography and filming activities are

available in the Airport Communication Department. They shall be binding

for photography and filming activities.

5.1.5 Ban on photography in the security area

A general ban on photography and filming activities shall apply to

everybody working in the security area – except for official operational

purposes. Permission shall only be granted by the Airport Communication

Department in justified exceptional cases, i.e., if a justified interest can be

demonstrated and without the impairment of security aspects and the

smooth operation of the airport with regard to security.

If nobody is available from the Airport Communication Department, then

the Traffic Control Supervisor can grant permission (taking account of the

aforementioned specifications) on behalf of the Communication

Department.

5.2 Liability Insurance

Each contractor and company engaged in activity on the airport premises,

who is not covered by the BADV liability insurance regulations, shall

conclude a comprehensive and adequate liability insurance (including a

vehicle liability insurance) before commencing his activity. Insofar as the

activities are to be conducted on the flight operation areas, damage to

aircraft shall not be excluded in the insurance policies. FDG shall reserve

the right to check the policies at any time, and – in the event of lacking or

inadequate insurance cover immediately withdraw access approval to the

airport premises for good cause or not grant access approval to new

contractors.


5.3 Storage

5.3.1 Hazardous goods within the meaning of § 27 Paragraph 1 LuftVG (Air

Traffic Act) and the regulations enacted to enforce their provision –

particularly radioactive materials – shall only be stored and handled with

the approval of FDG Radiation Protection Officer or the Radiation

Protection (or Hazardous Goods) Representatives in the FDCG storage

rooms authorized for this purpose in compliance with the statutory

provisions. FDG/FDCG radiation protection instructions shall be observed

in their currently applicable version.

5.3.2 In the storage, filling and handling of materials posing a risk to the water

system, unimpeded access of the Representative of FDG (or the city of

Düsseldorf) to the storage rooms shall be granted for control purposes.

The operation and setting up of facilities to deal with said materials shall

be coordinated with FDG. The operation of said facilities shall ensue under

the operator's own responsibility. The operator shall comply with all

statutory regulations.

5.3.3 Cargo, construction material, equipment, etc. shall only be stored and kept

outside of the areas or rooms designated for this purpose with the

permission of FDG.

5.4 Construction Work

The performance of construction measures and the setting up of working

sites on the apron, the parking positions, the access roads and movement

areas shall require the prior approval of the Air-traffic Control. All air-traffic

regulations (as well as the ICAO/EASA regulations) shall be complied with.

The special provisions relating to water-protection zones shall also be

complied with. Each construction measure shall be registered with the

Traffic Control Center before beginning work, and be de-registered

following its completion. For construction work on the road areas and in

the circular taxiing area, the construction site shall be cordoned off in

accordance with the RSA (safeguarding construction sites on roads) and


with further applicable regulations arising from the StVO, as appropriate.

The cordoning-off measures shall be coordinated with Air Traffic Control,

the Traffic Control Supervisor or Apron Supervision (follow me) and

approved by a member of these sectors before the work is started. The

construction company shall appoint a contact partner (including mobile

telephone number) in relation to traffic safety issues and to assume traffic

safety obligations. The mobile telephone number of the employee

responsible for conducting the construction measure shall be

communicated to Air Traffic Control and the Traffic Control Supervisor.

Construction vehicles shall be equipped with yellow rotating beacons both

inside and outside sealed-off construction sites to prevent any danger.


6. Safety Provisions

6.1 General Aspects

The safety provisions based on law, other legal provisions, the latest

technology, the findings of occupational medicine and hygiene as well as

other sure industrial science and technical safety knowledge and the

safety regulations evident from Annex 1 shall be complied with. The

companies engaged in activities on the airport grounds shall provide FDG

with evidence of a suitable industrial safety organization.

6.2 Hazard Prevention Plan (HPP)

The FDG Hazard Prevention Plan in its current version regulates the

behavior and procedures in relation to damage and event situations. Both

German legal principles and international provisions have been applied in

its creation (and amendments), including those set forth in the ICAO

Annexes. The hazard prevention plan in its currently applicable version

shall be bindingly complied with by the users.

6.3 Safety Management System (SMS)

In accordance with the specifications laid down in the ICAO Annex 14 and

the Ordinance (EU) No. 139/2014, FDG operates a Safety Management

System. A key part of this is the responsible and mandatory inclusion of

the companies operating at the airport. Details as well as the scope of the

integration of companies shall be specified on a case-by-case basis by

FDG. The SMS regulations shall be binding on all users of Düsseldorf

Airport.

6.4 Transfer and Baggage Handling

Both the authorized ground handling services and self-handlers shall on

their own responsibility comply with the officially stipulated regulations on

the X-ray control of transfer baggage from countries considered by

definition as "unclean". The individual companies shall ensure that the staff

used is sufficiently familiar with and also applies said regulations. If

additional cost and effort should be incurred by Central Infrastructure as a

result of contravention of the regulations, then FDG shall be entitled to


charge the person or organization responsible for causing said cost and

effort. Furthermore, a report shall be sent to the responsible authorities.

6.4.1 Unclean transfer baggage handling

Unclean items of transfer baggage shall only be channeled at the check-in

points designated for this purpose.

Following prior approval by OZBE (tel.: 21254), items of baggage with a

very short transfer time can be manually subjected to a separate X-ray

control.

6.4.2 Transfer baggage handling of unclean special baggage

Unclean transfer baggage items, which cannot be channeled into the

sorting facility on account of their weight or dimensions, shall be checked

using the X-ray machine for special baggage situated in the Nako B area.

In the event that this device is not working, then Special Baggage Counter

250 (tel.: 85250), 211 (tel.: 85211) or 100 (tel.: 85100) shall be used for

the control.

6.4.3 Unclean transfer baggage handling (here: AVI)

Unclean transfer AVIs shall be manually brought to the corresponding

follow-up control at boarding gate B or C. The procedure has been

published in the current Traffic Control edition 12/08.

6.4.4 Rush baggage handling

All rush baggage items for check-in from outside the security area shall be

transferred to baggage screening beforehand. The rush baggage items

can be checked in for baggage sorting at the check-in counters of the

appropriate airline or their handling partners. In this regard, it shall be

ensured that the baggage items possess the BSM required for sorting.

Rush baggage items can also be channeled at Check-in Point 4 for

unclean baggage at the apron level. For this purpose, the baggage items

shall be collected from transfer zones designated by the authorities –

these are located in the security area at the arrival level. Here attention


shall be paid to not crossing the yellow line, since this will result in another

security control.

Transfer rush baggage items shall be subjected to an X-ray control, if they

have arrived from a non-EU airport or have left the security-sensitive area

(e.g. unloading at the baggage arrival belt).

If any doubts as to the control status exist, then the rush baggage shall be

rechecked in accordance with applicable EU regulations before further

transportation.

7. Lost Property

Any items, found in the airport facilities shall immediately be delivered to

the Lost Property Office of FDG (or a company commissioned by FDG). In

this regard, §§ 978 to 981 BGB shall apply.

FDG shall assume no liability for baggage items or their contents, which

are stolen on the airport premises, are lost or go astray.

8. Environmental Protection

The regulations (as amended) in the FDG environmental area shall be

complied with.

8.1 Pollution

Pollution and contamination of the airport facilities shall be avoided. Any

pollution or contamination occurring shall be cleaned up by the person or

organization causing said. Otherwise FDG can undertake (or arrange for)

the cleaning up at the expense of said person or organization. In the event

of an accident, the airport fire service and the Duty Traffic-Control

Supervisor shall immediately be notified. As a first course of action, the

spillage of environmentally hazardous materials shall be contained and

recovered until the arrival of the fire service.

8.2 Wastewater


FDG operates a separating- and mixing-based sewage system for the

disposal of wastewater.

In order to comply with the corresponding statutory and official

requirements, conditions and threshold values at the transfer point, any

modification, maintenance or dismantling of drainage systems as well as

any short-term or provisional discharges shall be reported to FDG before

beginning the work.

Systems, through which wash wastewater, petrol, oils, grease/fats or other

light-density substances can enter into wastewater, shall only be operated

if coordinated with FDG in writing beforehand and suitable facilities exist

for the separation of said substances. The use of chemicals and special

washing and cleaning agents shall also be coordinated with FDG in writing

beforehand.

For control purposes (or for the disposing of improper discharges), access

for FDG employees commissioned with the operation of the sewage

systems to the service rooms shall be granted at any time.

FDG shall assume no liability for the costs and damage resulting from

improper operation by the operators of the system.

The airport fire service shall be immediately alarmed in the event of

malfunctions that can impact on FDG drainage systems.

8.3 Waste

The generation of waste shall be kept as low as possible. The collection,

supplying and disposal of waste at the airport shall be conducted in

accordance with the stipulations laid down in the Recycling and Waste

Management Act as well as the corresponding ordinances on waste.

8.4 Air Pollution

Motors, engines, jet engines and other devices shall only be left running

when absolutely necessary.


9. Accident Reporting

All work-related accidents and injuries to persons shall be reported to the

fire service and be recorded in the first-aid log. Material damage,

particularly to vehicles, systems and buildings shall immediately be

reported to Ground Traffic Control.

10. Authorizations, Approvals and Permissions

The authorizations, approvals and permissions required in accordance

with these usage regulations shall be obtained beforehand in each case.

The requirements and instructions issued by FDG shall be complied with.

11. Infringements of the AUR

Any person violating the provisions set forth in these usage regulations or

acting against instructions of FDG enacted based on the AUR can be

ejected from the airport by FDG at any time.

12. Place of Performance and Place of Jurisdiction

Place of performance and place of jurisdiction for obligations and disputes

arising from the AUR shall be Düsseldorf.

13. Authorized Recipients

Upon request, aircraft operators not domiciled or registered in Germany

shall designate a domestic authorized recipient to FDG.

The right to make modifications to the Airport User Regulations, particularly

insofar as deemed necessary due to the public law status of the airport

(including the airport operating license), shall remain reserved.


Düsseldorf, ………………

Flughafen Düsseldorf GmbH

………………………… …………………………

Thomas Schnalke Michael Hanné

The Federal Ministry of Transport, Building and

Urban Development of North Rhine-Westphalia

p.p.

…………………………


III. Part Miscellaneous

1. List of Abbreviations

ACC Airport Control Center A-CDM Airport Collaborative Decision Making AD Aerodrome AIP Aeronautical Information Publication APU Auxiliary Power Unit AVI Live Animals AUR Airport User Regulations BADV Bodenabfertigungsdienstverordnung (i.e. Ground Handling

Ordinance) BAST Bundesanstalt für Straßenwesen (i.e. Federal Highway Research

Institute) BGB Bürgerliches Gesetzbuch (i.e. German Civil Code) BSM Baggage Source Message BStatG Bundesstatistikgesetz (i.e. Federal Statistics Act) CAT Category cd Candela CI Central Infrastructure CPM Container/Palette Message CUSS Common Use Self Service Kiosk CUTE Common Use Terminal Equipment DA De-Icing Area DCS Departure Control System DFS Deutsche Flugsicherung GmbH (i.e. German Air Traffic Control) DHC Dead Head Crew DSD Duales System Deutschland (i.e. dual disposal system) E East or eastern longitude EASA European Aviation Safety Agency EDDL Düsseldorf Airport (Lohausen) EDP Electronic Data Processing e.g. for example EN European Norm ERP Emergency Response Plan ET Executive Terminal etc. et cetera EU-VO EU regulation FBP Flughafenbezugspunkt (i.e. Airport Reference Point, ARP)

F/C/W/T flexible/low bearing capacity/high tire pressure (unlimited)/technology FDG Flughafen Düsseldorf GmbH FDGHG Flughafen Düsseldorf Ground Handling GmbH ff. And following pages ft. Feet FOD Foreign Object Debris/Damage GEN General Hz Hertz IATA International Air Transport Association ICAO International Civil Aviation Organization ICL Inbound Connection List IFR Instrument flight rules l Liter kg Kilogram km Kilometer


km/h Kilometer per hour L Left LDM Load Distribution Message LMC Last Minute Check-in

LuftVG Luftverkehrsgesetz (i.e. Air Traffic Act) LuftVZO Luftverkehrszulassungsordnung (i.e. Air Traffic Licensing Act) l/min Liter per minute m Meter m² Square meter m3 Cubic meter MHz Megahertz min Minute mm Millimeter msl Mean Sea Level (i.e. NN) MVT Movement Message N North or northern latitude NFL Nachrichten für Luftfahrer (i.e. Aeronautical Information Publication) No. Number PAD Passenger out of duty PCA Pre-Conditioned Air PCN Pavement Classification Number p.p. per procura PRM Person with Reduced Mobility PTM Passenger Transfer Message RRP Runway Reference Point SLA Service Level Agreement SLS Statistical Load Summary SMS Safety Management System

StVO Straßenverkehrsordnung (i.e. German Road Traffic Regulations) StVZO Straßenverkehrszulassungsordnung (i.e. Road Traffic Licensing

Regulations) SOP Standard Operating Procedure SUP Supplement SW south-west (wind direction)

R Right R/B/W/T rigid surface/mean bearing capacity/high tire pressure

(unlimited)/technology RWY Runway t. Tonne tel. Telephone TOBT Target Off-Block Time TWY Taxiway ULD Unit Load Devices VAwS Verordnung über Anlagen zum Umgang mit wassergefährdenden

Stoffen (i.e. Ordinance on Installations for the Handling of Substances Hazardous to Water)

VHF very high frequency VLAN Virtual Local Area Network WGS World Geodetic System WLAN Wireless Local Area Network

WOA Walk-out-Assistance


2. Contact

The Operations Division of FDG is happy to answer any questions you may have

concerning the AUR. Please contact:

Stefan Beitelsmann

Vice President Operations and Security

Tel.: +49/(0)211-421-2836

Fax: +49/(0)211-421-2171

[email protected]

Stefan Bunthoff

Head of Aviation and Central Infrastructure Management

Tel.: +49/(0)211-421-3868

Fax: +49/(0)211-421-2171

[email protected]

Hartmut Antoni

Head of Flight Operations

Tel.: +49/(0)211-421-2321

Fax: +49/(0)211-421-2285

[email protected]

Thomas Hansen

Head of Airport Control Center

Tel.: +49/(0)211-421-20027

Tel.: +49/(0)211-421-2171

[email protected]

Hans Jürgen Zimmer

Duty Traffic Manager

Tel.: +49/(0)211-421-2220/2420

Fax: +49/(0)211-421-2735

[email protected]

mailto:[email protected]


Annex 1

AUR Safety Regulations (supplement to the AUR, II. Part – Nos. 1, 3, 5 and 6)

1. Handling of Fuels

1.1 Aircraft shall not be refueled or defueled while their engines are running.

1.2 Aircraft shall not be refueled or defueled in a hangar or other enclosed

space but only at areas allocated by FDG. If in an exceptional case an

aircraft has to be defueled in an enclosed space, then this shall only be

permitted with special fire-protection measures on the part of the airport

fire services. A hazard assessment shall be undertaken by the aircraft

operator, the pilot in command or the person responsible for the defueling

and be handed over to FDG and those persons involved in the defueling.

As a general rule, aircraft > 20 t MTOW shall only be brought into aircraft

hangars containing residual amounts of kerosene. Any departure in this

regard shall only be possible for urgent reasons. Following registration,

FDG shall decide whether an urgent reason is present. In each and every

case, the airport fire services shall be informed.

1.3 The refueling of aircraft with passengers on board is permissible without

the protection of the airport fire fighters only if the relevant airline

guarantees compliance with and implementation of the applicable

international regulations for refueling with passengers on board and, in

addition, signs a commitment declaration once. In the commitment

declaration enclosed in the supplement to Annex 1 the carrier concerned

and/or the handling-agent in charge guarantees that the applicable

international regulations as well as the safety measures prescribed by

Flughafen Düsseldorf GmbH shall be implemented. The airline may at any

time request protection by the airport fire fighters during refueling,

regardless of the signed commitment declaration.

Prior to each refueling operation with passengers on board, the relevant

airline or its handling-agent, will report such refueling to the airport fire


fighters in due time stating the date, flight number and scheduled start and

end of the refueling.

If an airline does not sign a commitment declaration, the refueling of

aircraft with passengers on board is permissible only when a suitable fire

engine of the airport fire fighters with staff (2 men) is present. In addition,

either passenger stairs or bridges must be set up in sufficient numbers to

ensure the evacuation of passengers, in the event of an emergency, or,

when passenger stairs or bridges are not set up, no vehicles and

equipment must be present in the area of the emergency exits of the

aircraft to guarantee that emergency slides can be extended without

obstruction in the event of an emergency. If only one staircase or

passenger boarding bridge is put against the aircraft, one aircraft door

must be staffed by a flight attendant who can activate the emergency

escape slide in the event of an emergency. When selecting the door,

attention is to be paid as to the unobstructed deployment of the

emergency slide. In addition, the regulations of EU OPS 1.305 as well as

FDG Traffic and Safety Regulations must be observed. The respective

airline is responsible for compliance with the guidelines.

Reimbursement of costs incurred as a result of the airport fire fighters

giving protection during refueling can be claimed from those who have

culpably requested protection by the airport fire fighters without cause.

Especially anybody who requests protection by the airport fire fighters

during refueling is acting culpably without reason although – in this

respect, retrospective consideration is decisive – no passengers were

present on board during refueling, no refueling took place at all, refueling

procedures were already completed when the fire fighters arrived and/or

the airport fire fighters were called off without giving reasons.

1.4 The defueling of aircraft with passengers on board is categorically

prohibited.


1.5 During the aircraft refueling or defueling process, no power source shall be

connected or completed and no electrical current switching devices be

activated within a safety distance of 6 meters from fuel tank openings,

from which gas/air mixtures escape. This shall not apply to the circuitry

required for the refueling and defueling processes or to switching devices

designed to be explosion-proof. Similarly, all other activities, where sparks

can be emitted, are also prohibited. When refueling using fuel with a flash

point of less than 0 degrees Celsius, the safety distance shall be increased

– for a filling rate of over 100 l/min to 10 meters, and for a filling rate of

over 600 l/min to 20 meters. The escape route of the fuel supply vehicle

away from the aircraft shall be kept clear under all circumstances.

1.6 The overflowing and spilling of fuels shall be avoided. In the event that fuel

has overflowed or been spilled, then Section 1.5 (taking account of a

safety distance of 15 meters) shall accordingly apply until said fuel has

either evaporated or been cleaned up. In this case, the airport fire services

shall be notified without delay.

1.7 In accordance with the regulations, fuel supply vehicles shall be equipped

with fire extinguishers and at least one sack of binding agents (20 kg).

2. Operation of Aircraft Engines/Propellers

2.1 The engines/propellers of aircraft shall not be running in hangars or

workshops. An exception in this regard is Hangar 9.

2.2 The Airport Control Center (ACC) coordinates the booking and the use of

the Noise Protection Hangar (Hangar 9).

2.3 Test runs at "idle power" operating level shall not exceed five minutes.

2.4 Before starting the engines, the aircraft undercarriage shall be sufficiently

secured by means of brake blocks or landing gear brakes.


2.5 To warn of danger from running engines, the aircraft anti-collision lights

shall be switched on before starting the engines/propellers and only be

switched off following their shutdown. This procedure shall be carried both

in the daytime and at night.

2.6 Engines/Propellers shall only be started and run when the cockpit is

occupied by the pilot in command or an expert technician. Before starting

the engines/propellers, the pilot in command or expert technician shall

control the safety zone around the aircraft for obstacles or FOD and

remove said as appropriate. This shall also apply both inside and outside

hangars.

2.7 Those persons starting engines/propellers (or operating them while they

are running), shall ensure that no persons can be injured (or objects

damaged) by the propellers or jet/prop blast (airflow). The required safety

distances in front of and behind running engines shall be observed.

2.8 Engines/Propellers shall not be operated at speeds higher than are

unavoidable under the circumstances on all areas of the apron – including

at the Executive Terminal. As a matter of principle, only idle power shall be

permitted during run-ups. Authorization for run-ups shall be obtained by

telephone from the Apron Control Centre or the Duty Traffic Manager

beforehand.

2.9 To avoid false alarms caused by the automatic fire alarm systems, the

operation of auxiliary power units (APU) and ground power units (GPU)

with an aircraft completely in a hangar is prohibited. APU or GPU

operation shall only ensue when the hangar door is open and the tail of the

aircraft is in the open, or with an aircraft completely in the open.

3. Smoking Ban, Handling Naked Flames, Alcohol Ban, Working Under

the Influence of Alcohol, Medications and Psychoactive Substances


3.1 A general ban on smoking, alcohol and other drugs as well as a ban on

work involving sparking and handling naked flames categorically applies

on the entire airport premises. Smoking is solely permitted in the areas

designated for this purpose. The smoking ban also applies to electric

cigarettes.

3.2 The starting and performing of work and service activities under the

influence of alcohol or psychoactive substances is prohibited. This also

applies to medications that affect the ability of the consumer to perform his

work or endangers safety. The zero blood-alcohol limit as well as absolute

sobriety with regard to all drugs expressly applies. This also applies during

breaks.

The bringing of alcohol, psychoactive substances and other addictive

substances to the workplace is absolutely prohibited.

3.3 In the event of any violation of the above stipulations, attention is drawn to

the catalogue of measures contained in Annex 4 of the AUR.

4. Vehicles and Equipment with Combustion Engines

Vehicles and equipment used on the apron areas as well as in the aircraft

hangars and workshops shall comply with the relevant regulations and be

in roadworthy and operational condition at all times.

5. Working in Hangars and Workshops

5.1 In compliance with the safety regulations for vehicle maintenance,

cleaning work shall not be carried out using extremely or easily

inflammable liquids accordance with the Ordinance on Hazardous

Substances. Exceptions shall be permitted in those cases where the work

takes place in special, separate rooms, which fulfil the conditions laid won

for explosion-protected rooms. In this regard, the use of petrol in the

cleaning is categorically prohibited.


5.2 Inflammable, volatile substances shall only be processed in hangars or

workshops if the rooms provided for this purpose are equipped in

accordance with the applicable fire protection and industrial safety

regulations.


5.3 Lubricant and fuel residues shall be stored in accordance with the

Ordinance on Facilities for the Handling of Substances Hazardous to

Water. The residues shall be disposed of in accordance with statutory

regulations and emptied into the authorized collection containers provided

for this purpose. Suitable binding agents shall be provided in the

immediate vicinity of said collection containers.

6. Storing of Materials, Equipment, Operating Materials and Waste

6.1 Materials, equipment, operating materials as well as waste shall be stored

in such a way that no danger to persons, material goods and the

environment can ensue.

6.2 Lubricants inside or near aircraft hangars or workshops shall be stored in

containers with prescribed pump nozzles. The dispensing systems shall be

operated in accordance both with the applicable water legislation and the

technical directives applicable in each case.

6.3 Emptied fuel and lubricant containers (as well as emptied high-pressure

storage containers for hazardous materials) shall not be stored in hangars

or workshops but only in the areas designated for this purpose before

disposal.

6.4 Inflammable waste (lubricant residues, used cleaning material, etc.) shall

be collected in the metal containers with tightly closing lids labelled for this

purpose. Said containers shall be emptied as often as is necessary to

exclude any risk of spontaneous ignition of the waste. Oil catch pans and

similar containers shall be emptied and cleaned after use.

7. Fire-fighting and Rescue Services

7.1 In the event of the outbreak of fire, immediately:

activate the fire alarm or


inform the airport fire services (tel. 112 or (0211) 421-112).

7.2 In the event of accidents involving death or injury to persons, immediately

inform the airport fire services (tel. 112 or (0211) 421-112) and the Duty

Traffic Controller (tel. (0211) 421-112). All accidents involving personal

injuries shall be documented in the first-aid log.

7.3 For rescue and salvage measures in the event of aircraft accidents, the

Düsseldorf Airport Hazard Prevention Plan in its currently valid version

shall apply.

7.4 The provisions set forth in the FDG Fire Protection Regulations (as

amended) shall be binding on everybody.

8. Airport ID Card Regulations

For entering and driving on the non-public areas and the safety area, the

Personal Identification Regulations in their currently valid version shall

apply. Particular attention shall be paid to the obligation of wearing

personal identification in the form prescribed. Furthermore, the same

insurance provisions and regulations shall apply to the issuing of

daily/visitor identifications as described in Part II in Items 3.2 and 5.2.


Supplement to Annex 1

Declaration of commitment on the subject of refueling with passengers on board without fire brigade presence at Düsseldorf Airport:

Please send the entire form completed and signed to the following postal address:

Düsseldorf Airport GmbH Operations and Security Division Contract Management Flughafenstarße 105 40474 Düsseldorf

Committed Airline (Aircraft Operator):

Company name: ________________________________________________ Person responsible: ________________________________________________ Address: ________________________________________________ Phone number: ________________________________________________ E-mail: ________________________________________________

According to the relevant EU regulations – in particular regulation (EU) 965/2012 of 5 October 2009. 2012 laying down technical requirements and administrative procedures in respect of flight operations under Regulation (EC) No. 216/2008 of the European Parliament and of the Council – the airline has operating procedures for refueling while passengers are boarding, are on board or are disembarking, meeting the following requirements/criteria, which result from the named regulations (see in particular CAT.OP.MPA.195, IR + AMC1):

1. A trained person must be at a fixed place during the refueling process when passengers are on board. This person must be able to carry out the emergency procedures relating to fire protection and fire-fighting, to engage in voice communication and to initiate and direct evacuation,

2. the ground staff, who supervise the refueling operation, and the trained staff on board the aircraft must establish and maintain a two-way connection through the internal on-board intercom system of the aircraft or by other appropriate means,

3. crew, other staff and passengers must be informed that the plane is being refueled,

4. the signs indicating the use of seat belts must be switched off, 5. the no-smoking signs must be switched on, as well as the interior lighting, in

order to make emergency exits visible, 6. passengers must be instructed to unbuckle their seatbelts and stop smoking, 7. the minimum required number of crew members must be on board and ready for

an immediate emergency evacuation, 8. the refueling process must be stopped immediately if the presence of fuel vapors

in the airplane is detected or if there is any other danger during refueling, 9. the area underneath the exits intended for emergency evacuation, and areas for

the deployment of the emergency slides must be kept free, and


10. precautions must be taken for safe and rapid evacuation of the aircraft.

The airline hereby guarantees (Aircraft Operator),

that the above listed regulations (CAT.OP.MPA.195, IR + AMC1) for refueling with passengers on board are known in their entirety;

that a suitable procedure for this purpose is described in the aircraft crew's manuals, the aircraft crews have received sufficient instruction to implement this procedure, the effective delegation of duties is carried out and documented and adherence to these guidelines is regularly monitored by the air carrier themselves (e.g. through their own controls/audits);

that the aircraft crew basically ensures two escape routes and is instructed regarding the evacuation of passengers in the event of fire, kerosene vapors in the aircraft or similar;

that they regularly check the functionality of the emergency slides;

that the aircraft crew is trained in the use of fire extinguishers (incl. regular practical exercises);

that the provision of a vehicle of the airport fire fighters during the refueling process with passengers on board is expressly renounced;

that they and/or the handling agent assigned will inform the airport fire fighters in good time prior to carrying out such a refueling process with passengers on board; the exact beginning and end of the refueling process as well as the flight number and position must be reported to the airport fire fighters;

that the airport fire fighters are immediately alerted in case of an emergency;

that they are aware that, for capacity reasons, a maximum of ten refueling procedures with passengers on board are simultaneously possible in the entire apron area; they agree that the refueling operation with passengers on board may not be carried out or is to be interrupted immediately if the ICAO fire-fighting convoy of the airport fire fighters is tied up in an operation; they will not advance any legal claims of any kind whatsoever against Flughafen Düsseldorf GmbH or will respectively exempt Flughafen Düsseldorf GmbH from any claims made by third parties; the airline receives the information that the refueling process cannot take place or that it must be interrupted, directly from the duty traffic management or via the alarm system of Flughafen Düsseldorf GmbH;

that they know that defueling with passengers on board is not permitted;

that the aviation authority and Flughafen Düsseldorf GmbH reserve the right to check for compliance with the aforementioned regulations (CAT.OP.MPA.195, IR + AMC1) in individual cases at their own discretion and have access to all the necessary documents in order to do so;

that any amendments to the regulations (CAT.OP.MPA.195, IR + AMC1) or the appropriate successor regulations are independently followed, audited and implemented in their own organization and documented (including the adaptation of processes);

that compliance with all regulations of the Airport User Regulations (AUR) is observed and adhered to.


Airline (Aircraft Operator)

____________________________

responsible person

____________________________

date

____________________________

signature / stamp


Annex 2

Central Infrastructure Facilities

(supplement to the AUR, II. Part – No. 3.4)

1. Areas of the Building Facilities

Passenger boarding

bridges and 400 Hz

systems

The operation of the passenger boarding

bridges and 400 Hz systems for ground

handling purposes shall be the responsibility of

the respective ground handler. FDG shall

decide on the type of aircraft parking

positioning and the use of passenger boarding

bridges in connection with the 400 Hz systems.

For aircraft positioning at a terminal parking

position, the use of the passenger boarding

bridge and the 400 Hz systems shall be

obligatory. The passenger boarding bridges

shall be operated by a company certified by

FDG for operating passenger boarding bridges

and commissioned by the corresponding airline.

In the event of a technical malfunction of a

passenger boarding bridges or 400 Hz system,

then passenger steps as well as a mobile

ground-based power supply unit shall be

provided, as required, by a company

commissioned by the airline. The substantiated

additional costs incurred for the provision of

substitute devices by the company

commissioned by the airline shall be borne by

FDG (Central Infrastructure Management

Department), provided that the airline is not

responsible for the technical malfunction. This

shall particularly be presumed if the aircraft plug

connectors are worn and/or defect and/or if the

aircraft does not have the prescribed 28 volt


safety-control voltage. The passenger boarding

bridge service doors shall be closed

immediately after use.

PCA systems The respective ground handler shall be

responsible for the operation and connection of

the PCA systems at the passenger boarding

bridges. For aircraft positioning at a terminal

parking position, the use of the PCA system

shall be obligatory. Even at appropriate

temperatures, a technical malfunction of the

PCS system shall not necessarily lead to

permission for the use of the APU, which

exceeds a reasonable period before the

boarding of the passengers. In this regard, the

provision stipulated in Item 2.8 shall apply. Said

operation and connection shall be undertaken

by a company certified by FDG for operating

PCA systems and commissioned by the

corresponding airline.

Baggage handling

system

FDG uses fully automated, computer-based

sorting systems for the purpose of baggage

sorting. The control of baggage items in these

systems ensues on the basis of BSMs

(baggage source messages), produced by the

check-in systems (DCS) of the airlines. The use

of baggage sorting systems requires a

computer-based check-in system. Each

participating airline shall be responsible for the

timely transfer and handover of the BSM‘s in

order to ensure the smooth operation of the

baggage sorting systems. The transfer points

for this data are the computer rooms of the

baggage management computers on FDG


premises. If the airline BSMs are not available,

then FDG shall be entitled to invoice the

airline(s) concerned an additional charge for the

additional expense incurred.

The ground handler shall be responsible for

removing the baggage items from the conveyor

belts of the baggage handling systems in the

baggage sorting halls.

For the baggage reconciliation system (BRS),

FDG operates a system (bag manager), which

shall be used (against payment) to the extent to

be specified by FDG. The operation of an

individual BRS system shall require approval.

Users shall be free as to the choice of network

and operation of individual BRS handhelds,

provided that FDG does not incur additional

expenses as a result and that the devices are

SAIT-certified.

The baggage handling system is composed of

the following components:

- Facilities for check-in

- Baggage control computers

- Transport systems

- Multi-stage baggage control

- Baggage reconciliation system (BRS)

- Special baggage handling facilities

- Baggage sorting hall system

- Baggage reclaim belts

2. Apron Areas


Aircraft parking

positions

Areas, whose size and location shall be defined

by FDG, to be used exclusively for the parking

of aircraft.

Storage areas for

equipment


by FDG, to be used for the long-term storage of

ground handling equipment.

Provisioning areas Areas, whose size and location shall be defined

by FDG, to be used exclusively for the

provisioning of ground handling equipment for

the impending ground handling of the aircraft.

Container depots Areas, whose size and location shall be defined

by FDG, to be used exclusively for the storage

and management of aircraft containers.

In general, the container storage shall be used

against payment. Insofar as a container is

secured on a container dolly as prescribed, it

shall be allowed to stand on the provisioning

areas. Insofar as containers are standing

unsecured on the apron, FDG shall be entitled

to move them into the container storage area at

the expense of the owner and/or operator of

said containers and charge a fee for said

storage in accordance with the Catalogue of

Service Charges for Storage.

Central aircraft

de-icing positions


by FDG, to be used – as required – exclusively

for the de-icing of aircraft.

3. Airport Control Center Areas

Flight operation

management

Flight operation management shall be

responsible for the safe and proper operative


business of the airport in accordance with § 45

Air Traffic Licensing Regulations (LuftVZO).

Flight operation management shall determine

the operational objectives for all construction

projects on the movement areas and thereby

accompany the projects through to acceptance.

This shall ensue in close cooperation with all

parties concerned taking account of national

and international regulations. Flight operation

management arranges for the updating of the

AIP, the AUR as well as the Traffic & Safety

Regulations and the operating agreements.

Flight operation management shall be

responsible for the implementation of ICAO and

EASA regulations of an operational nature as

well as the area and traffic management for all

users of the apron area.

Apron Control Apron Control shall be responsible for the

guidance of aircraft along the movement areas,

support with the parking of aircraft at the

ground handling positions, control of

compliance with the Traffic & Safety

Regulations as well as the conducting of speed

controls.

Ground Traffic Control

Center

The Ground Traffic Control Centre shall be

responsible for the safe and proper operative

business of the airport in accordance with § 45

LuftVZO. The Ground Traffic Control Centre

represents the interests of FDG in the absence

of the executive management or business area

management and shall be responsible for

domiciliary and regulatory law.

ACC disposition The Airport Control Centre shall be responsible


for the disposition of the check-in counters,

gates and waiting rooms, the aircraft parking

and ground handling positions as well as the

baggage reclaim belts and the noise-protection

hangar.

4. Communication Systems Areas

Airport information

system

The airport information system, consisting of a

central database, software as well as input and

output devices, is managed and operated by

the airport operator and its authorized

companies. Where required, output devices for

displaying the information available can be

rented.

Communication

networks

An extensive structured cabling system is the

prerequisite for the smooth, undisturbed

operation of wireline and wireless data and

voice communication facilities, while satisfying

all relevant standards and regulations. The

deployment and maintenance of said system

shall be solely undertaken by FDG and its

authorized companies. Both wireline (VLAN)

and wireless (WLAN) data communication

networks – as well as a high-performance

telecommunication system for internal and

external voice communication are available for

a monthly fee.

Trunked radio system For the purpose of wireless voice

communication on the airport premises, FDG

(or its authorized companies) shall provide the

required systems (radio communication

coverage of all buildings, switching computers,

and software) and terminals for a monthly

usage fee.


5. Areas of the Airport Service Facilities

CUTE FDG has equipped all check-ins and gate

counters with standard CUTE equipment for

flexible use of the handling facilities. A usage

obligation on the part of the airlines shall hereby

apply. Any use of the airlines' own hardware

shall not be permitted. A charge per departure

passenger shall be calculated.

CUSS kiosks Due to the small number of installation areas as

well as fire-safety requirements for self-service

check-in devices in the terminal, FDG provides

CUSS self-service check-in devices for flexible

passenger check-in to all airlines. The

installation of new (or the upgrading of the

airlines' own) automated systems shall not be

permitted. The costs shall be charged to the

CUSS users on a pro rata basis.

Fecal waste collection

station

The waste accrued in aircraft shall solely be

disposed of using the Fecal waste collection

station at Gate 4a.

Fresh water station Fresh water for aircraft shall solely be taken

from the tapping point in the Fernbahnhof (long-

distance railway station). For the costs charge

for fresh water, refer to the Catalogue of

Service Charges.

Central waste disposal/

recycling center

waste collection

stations

For the purpose of collecting waste, FDG

operates 24 decentral waste collection stations,

at which paper, cardboard, residual waste as

well as (so some extent) DSD waste and waste

glass can be collected. For the collection of

other waste, which is not covered by the

aforementioned 24 waste collection stations

(such as construction debris, metal, oils,

batteries, etc.), FDG operates a central


recycling depot behind Hangar 1. Resulting

waste shall be delivered there, where it will be

accepted and then disposed of properly. The

acceptance of waste shall be subject to a

charge and is settled with the deliverer in

accordance with the list of charges on display.

The use of these waste collection stations shall

be obligatory. The Environmental Regulations

apply to the use of FDG waste collection

stations.

All waste delivered to the waste collection

stations shall be separated by waste category

by the deliverer in the receptacles provided for

this purpose (containers, waste compactors,

large waste containers). Any risk of fire or

explosion due to improper provision of the

waste for disposal shall be avoided at all costs.

Those materials obtained from cleaning the

interiors of aircraft shall be subject to the

provisions set forth in the Animal By-products

Disposal Act and shall be collected separately

from all other waste categories at the Disposal

Station for Aircraft Cleaning (situated behind

Hangar 1).

In all circumstances, said materials shall be

kept separately from all other waste categories

and shall not be mixed with other waste

obtained from the cleaning the interiors of

aircraft or transported mixed with other waste.

The material obtained from cleaning the


interiors of aircraft shall solely be delivered to

the Disposal Station for Aircraft Cleaning behind

Hangar 1. A total of 4 compactors are available

for the collection.

The material obtained from cleaning the

interiors of aircraft shall be collected in suitable

receptacles (non-tear PE bags).

Solid or liquid components must not freely

escape during the transport and shall only be

transported in sealable receptacles. The

vehicles and trailers used for the transport shall

be equipped in such a way as to make the

escape of solid or liquid components

impossible. Furthermore, the transport vehicles

shall be regularly cleaned and disinfected.

Residual materials obtained from on-board

catering shall also be subject to the Animal By-

products Disposal Act and shall be kept

separate from other residual materials obtained

from cleaning the interiors of aircraft and

returned to the catering companies. Said

residual materials shall be properly disposed of

by the caterers on their own responsibility.

If other waste should come into contact with

food residues obtained from cleaning the

interiors of aircraft or are contaminated by said

food residues, they shall be disposed of as

Category 1 waste material in accordance with

the regulations of the Animal By-products

Disposal Act as described above.


Paper and cardboard – particularly newspapers

taken from cleaning the interiors of aircraft –

shall be collected separately in the aircraft

before mixing with other waste material and

taken for recycling by the service provider on

his own responsibility. Said materials shall not

be contaminated with food residues or other

waste materials.

Transporting the materials collected in a loosely

filled condition is prohibited. No escape of

residual materials – particularly the leaking of

liquids – shall be permitted, either in the

collection process or in the transportation.

Transporting on the airport premises –

particularly on the apron area – shall only be

permitted in sealed transport vehicles.

The transfer of the materials obtained from

cleaning the interiors of aircraft to the transport

vehicle shall only ensue in sealed, non-tear

waste sacks or other equivalent receptacles.

The use of non-sealed sacks or other

receptacles is categorically prohibited. Throwing

or rolling the sacks out of aircraft is also

prohibited. Any storage of said sacks on the

apron area – irrespective of for how short a time

– is prohibited.

Any contamination of the transport vehicles

shall be avoided – and if should occur

notwithstanding, it shall immediately be cleaned

up. The transport vehicles and the receptacles


shall be regularly cleaned and disinfected by

the service provider. A disinfection log shall be

kept on said cleaning and disinfection. The use

of cleaning and disinfection agents as well as

the performance of cleaning and disinfection

shall be coordinated with the airport operator

beforehand. The cleaning and disinfection shall

only take place at the Disposal Depot for

Aircraft Cleaning.

The waste materials shall be accordingly

labelled when delivered to the collection

stations stipulated by the airport operator for

this purpose. Delivery of loosely filled waste

mass is prohibited. The service provider shall

follow the instructions given to him by the

personnel at the waste collection stations.

Delivery of waste mass shall only be permitted

at the waste collection stations so identified.

The service provider shall not be permitted to

set up his own waste collection station on the

airport premises.

The waste disposal station shall be left in a

clean condition on departure (clean-swept and

rinsed with water); any spilled or escaped

amounts of waste shall be gathered up and

taken to the compactors.

The airport operator shall reserve the right to

control compliance with the aforementioned

directives at irregular intervals. In this regard,

any complaints on the part of the airport


operator shall be immediately remedied by the

service provider.

For the disposal of waste from FDG premises,

which cannot ensue via the waste collection

stations allocated, there exists the possibility of

handing said waste over at the central FDG

waste collection station.


Annex 3

Reporting procedure for passengers, freight and mail

(supplement to the AUR, II. Part – No. 2.1.5)

The official flight report is an integral part of the flight operation report at Düsseldorf

Airport.

1. Reporting procedure for passengers, freight and mail

Notification shall ensue of the number of passengers on board at take-off and

on landing. Excepted from this shall be the aircrew on duty as well as children

up to two years of age who do not have their own seat. The number reported

shall include any last-minute passengers (LMCs) as well as DHCs and PADs

(passengers available for disembarkation).

In addition, the weight of the freight and post shall also be provided. Freight and

post include all consignments carried, irrespective of whether parts of the cargo

are being transported on behalf of another airline (joint-venture operation) or for

purposes of the airline itself (service and service freight/post). This shall also

include the freight transported overland as a substitute for a flight to and from

the airport (cargo trucking). The weight of the loading aids (ULDs), such as

containers, pallets, igloos, nets, etc. do not count towards the weight of the

cargo or post. The amounts shall be reported in kilograms (kg).

2. Reporting procedure

The official flight report is an integral part of the flight operation report at

Düsseldorf Airport. In addition to the statutory information required, which is

solely transmitted to the Federal Statistical Office, the flight operation report

shall also include other information, including the flight number, airports of

departure and destination, registration, transfer passengers (incl. flight number

and origin), number of seats by class, passenger structure (age and sex),

passengers by class and number, weight of the pieces of baggage and the

invoice address.

The flight operation report shall be transmitted to FDG as a file per data link.

The data structure of said file, specified by FDG and the Federal Statistical


Office, shall include all the facts in the flight operation report as well as the

official flight report. The paper form shall only be accepted in exceptional cases.

The provision and dissemination of the inbound and outbound messages

required for preparing the flight operation report and the flight report to FDG

shall be ensured by the airline or the handling agent. In general, this will consist

of messages, such as the Load Data Message (LDM), Passenger Transfer

Message (PTM), Movement (MVT), Inbound Connection List (ICL), Container

Pallet Message (CPM), Statistical Load Summary (SLS), Full Passenger

Reconcile List (PRL), amongst others. The flight origin and flight destination

airports together with the associated flight numbers shall be included in the

messages for the connecting passengers.

Personal information shall not be forwarded to FDG.

The storing of all relevant data shall be undertaken by FDG. The collecting and

forwarding of data for official statistics to the Federal Statistical Office is

regulated by the Traffic Statistics Law. The flight operation report shall be

transmitted to FDG not later than three days following landing or take-off. In the

absence of this notification, the maximum possible load quantities shall be used

as the basis for the calculation of the airport charges.

In the event of complaints in relation to invoices, the handing over of

corresponding verification concerning load data (LDM, load sheet, etc.) shall be

required to ensure a fast processing. FDG shall reserve the right to invoice

processing costs if the complaints are associated with missing or faulty flight

operation notifications. The deadline for accepting complaints is three months

following the invoice date. In the case of queries, please contact your handling

agent or FDG Revenue Accounting Department.

The computer-based system Flirt*FRA for electronic data collection and

transmission used by the airport shall be used for the joint preparation both of

the flight report for the official statistics of the Federal Statistical Office and the


flight operation report for FDG. The program shall be made available to the

airlines operating at Düsseldorf Airport or their handling agents.


Annex 4 Catalogue of Measures relating to violations of the AUR and the

Traffic & Safety Regulations for the non-public area of the airport

premises

(supplement to the AUR, II. Part – No. 4.1.1)

In accordance with § 45 Air Traffic Licensing Regulations (LuftVZO), the airport

operator shall maintain the airport in an operationally safe manner and operate the

airport properly. As the operator of Düsseldorf Airport, FDG shall therefore be

responsible for safety and order and shall undertake everything necessary to ensure

that such incidents that adversely affect the proper and safe operation of the airport

are avoided. Suitable measures shall be taken in this regard. The following

Catalogue of Measures supports compliance both with the AUR and the Traffic &

Safety Regulations for the non-public area of the airport premises.

1. Object and Purpose

The Ground Traffic Control Centre, Apron Control as well as commissioned

persons shall be responsible for the flight operation supervision and safety on

the operating area in the non-public section of Düsseldorf Airport. For

compliance with the traffic regulations, it is necessary to monitor the movement

of persons and vehicles.

The Catalogue of Measures Ensures a Standardized Procedure with

Regard to Violations of the AUR as well as Traffic Safety in the Non-public

Area of the Airport Premises.

It establishes binding sanctions, points and involved groups of persons as well

as the documentation.

2. Legal Basis of the Catalogue of Measures

Air Traffic Licensing Regulations (LuftVZO)

Airport User Regulations (AUR)

Road Traffic Regulations (StVO)

Road Traffic Licensing Regulations (StVZO)

Vehicle Registration Ordinance (FZV)


The Traffic & Safety regulations in the non-public area of the airport

premises

Licensing regulations for the driving of vehicles in the non-public area of

the airport premises

Fire protection regulations

Safety management system (SMS)

Occupational health and safety regulations

3. Scope

This Catalogue of Measures shall be applicable to all persons in the non-public

area on foot and/or driving vehicles (excepting passengers).

4. Monitoring Compliance with the Regulations

In the interests of safety, each and every person shall report violations of the

AUR as well as of the Traffic & Safety Regulations.

The instructions of the Ground Traffic Control Center and Apron Control

shall be followed unconditionally!

The Ground Traffic Control Center, Apron Control and commissioned persons

are authorized to undertake controls of persons and traffic as well as take the

measures necessary to ensure compliance with the provisions and regulations.

5. Consequences of Violations

The FDG Ground Traffic Control Center / Apron Control and commissioned

persons are authorized to withdraw the license of drivers, who violate said

provisions and regulations, to drive on the apron. This shall particularly be the

case if a driver has flouted statutory provisions and/or internal airport

regulations or instructions in an especially flagrant manner. In the case of said

violations, the perpetrator can be banned from the apron area. Any measures

possible in accordance with the AUR thereof shall remain unaffected. All

violations pursued shall result in a timely oral instruction by the Ground Traffic

Control Center. The perpetrator shall have his misconduct explained to him and

further measures be initiated:


his personal details to be ascertained by the Ground Traffic Control Centre

his supervisor to be informed in writing

a written warning to be issued to the perpetrator

the following sanctions/points to be imposed:


6. Catalogue of Points

Driving without daytime running lights or dipped lights 1 point

Disregarding the walking speed in the vicinity of an aircraft

parked in the safety zone

2 points

Parking a vehicle in an area outside of identified markings or

allocated parking spaces.

2 points

Failure to wear warning clothing / safety vests in the apron area 2 points

General violations of the StVO, unless further specified in the

Catalogue of Measures

2 points

Exceeding the permissible number of trailers for towing vehicles 3 points

Impermissible carriage of persons / improper transport of cargo /

inadequate securing of cargo

3 points

Driving a vehicle with safety defects or in a non-roadworthy

condition (also: failure to have a driving licence on the person)

3 points

Disregarding rules on priority, traffic lights and red lights 3 points

Crossing the taxiing area on foot or by bicycle 3 points

Unauthorized discharging of water during the defined winter

period

3 points

Parking on taxiways, on hatched restricted areas, in front of bus

gates, on fire service provisioning areas

4 points

Exceeding the maximum speed limit by up to 20 km/h 4 points

Driving on the apron outside the areas identified 4 points

Improper use (or use contrary to purpose) use of vehicles or

handling equipment

4 points

Not keeping clear an aircraft parking area or the aircraft roll-in or

roll-out paths in association with taxiing aircraft or pushback

obstacles

4 points

Endangering others by disregarding the due diligence

obligations required

5 points


Performing (driving) activities within the framework of ground

traffic services without appropriate valid certificate

5 points

Crossing taxiways outside marked traffic lanes 5 points

Disregarding the safety distances in the danger zones of aircraft 5 points

Polluting movement areas, airport facilities, causing FOD (or not

cleaning them up)

5 points

Blocking escape routes for tankers during the refueling process 5 points

Disregarding the "Stop when aircraft taxiing" sign 5 points

Leaving the scene of an accident without recording the accident

despite possible involvement in the accident.

5 points

Disregarding the smoking ban 5 points

Driving a vehicle/equipment without valid operating driving

license

6 points

Driving through or disregarding a piloted unit 6 points

Disregarding existing special rights for vehicles in deployment 6 points

Exceeding the maximum speed limit by more than 20 km/h 6 points

When reaching a "score" of 10 points, a new chargeable attendance in a "ramp

safety training" classroom instruction within 14 days shall be undertaken and

documented. If this deadline is missed, the operating driving license will be

withdrawn and shall have to be applied for again. In this case, a new driving test

for the apron area shall be taken.

On reaching a score of 15 points, then the operating driving license will be

immediately withdrawn and can only be regained following a successfully

completed "ramp safety training" classroom instruction.

If scores entailing the necessity of follow-up training or the withdrawal of the

operating driving license are reached more than once, then FDG can withdraw

its authorization to drive on the apron area on a permanent basis or issue a

temporary ban until a new operating driving license is issued. Scores and

sanctions shall be personally binding on the owner of the operating driving


license and shall remain valid on the owner's change of employment to another

company.

In the case of the following violations, either the operating driving license shall

be withdrawn immediately or the entering of the apron area shall be prohibited:

Driving on the apron areas outside the marked driving lanes or on the

taxiing areas in association with obstructing or endangering an aircraft

Driving on the movement areas (taxiways and/or take-off or landing

runways) without authorization

Driving a vehicle under the influence of alcohol, drugs or other narcotics

Driving on the non-public area of the airport premises without a driving

license (not an operating driving license)

Aforementioned as well as other violations in a particularly serious or

flagrant manner, or with specific endangerment to life or limb of another

person or to property of substantial value

Leaving the scene of an accident without reporting to the Ground Traffic

Control Centre (hit and run)

Smoking in the safety area on the movement areas

7. Collecting the Data

The data is intended for a specific purpose and shall be used to monitor the

operational and traffic safety. A statistical evaluation of the data/events shall be

conducted. Data protection shall be taken into account. All the data shall be

deleted three years after the final entry is nullified by reduction. Each person

concerned shall have the right to view his datasheet. Said request shall be

applied for in writing – either to the Ground Traffic Control Centre or the office

issuing the operating driving license. The data collected can be viewed there.

8. Reducing the Score

If a person with a score against him commits no further violations in a period of

18 months following the most recent entry, 4 points will be deleted. It is not

possible, however, to reduce the score to below zero. If no further violations are

determined for a period of 3 years, the score will be reduced to zero and all


entries deleted. In the event of a ramp safety training ordered (by reason of

reaching the 10-points limit) being successfully completed, the score will be

reduced to 5 points. A new application upon reaching the 15-points limit will

result in the score being reduced to 8 points.


Annex 5 Service standards and baggage handling


General regulations

The Central Infrastructure Facilities (CIFs) are operated in accordance with § 6

Ordinance on Ground Services at Airports (BADV). The specified operating

obligations and the instructions of the Operations – Central Infrastructure

Management (OZ) business unit of Flughafen Düsseldorf GmbH (FDG) shall be

followed unconditionally and immediately. This section regulates all services of the

Central Infrastructure Facilities as well as the standards and other regulations to be

complied with.

The ground handling company shall ensure that all of its employees have been

trained (and receive further training) in accordance with the applicable FDG

certification regulations.

In order to guarantee a smooth operation of the baggage conveyor systems, the

ground handling companies shall ensure that the conveying of baggage to the

planned target stations is permanently possible during the hours the airport is in

operation. Said target stations shall therefore be prepared in a timely manner

beforehand and sufficient personnel shall be provided once the first baggage items

appear. From the start of the opening hours, the baggage shall therefore be taken

and stowed on a continual basis. If this should not be possible due to large quantities

of baggage with only one employee, then additional personnel shall be provided. This

procedure shall categorically be used – particularly with regard to the baggage

storage points, which enable large amounts of early baggage to be conveyed in

parallel to the target stations in addition to the original check-in baggage.

Any disregard of these provisions may have a negative impact on the handling along

the entire baggage conveyor system, and possibly affecting other airlines and ground

handling companies. In the worst scenario, baggage backlog may occur by stretching

back to the counter sections, thus stalling the check-in process.


The ground handling companies shall undertake to make use of superordinate/senior

supervisory staff (e.g. supervisors / team leaders / loading foremen or similar) in each

sorting hall, in which current departures are being processed, for the purpose of

coordinating the processing. Said supervisory staff shall possess both appropriate

authority vis-á-vis the loading personnel used and extensive knowledge of the overall

handling process.

Operations in all sorting halls shall be conducted at walking speed as a maximum.


Flughafen Düsseldorf GmbH

Abbreviation Telephone (0211) 421-

Fax (0211) 421-

Operations and Safety Division Manager

OP

2836

2171

office

OPS 2151

3738

Central Infrastructure Management Manager office

OZ

OZS

3868

20261

2171

2171

Operations Management

OZB OZB

2382 2803

2171 2171

Quality Management Determination of Quality Standards Quality Control Baggage Span Monitoring Producing Standard Operating Procedures Producing Service Level Agreements Statistics Processing Manager of Operations Scheduling Resource Scheduling Capacity Planning Administrator and Operative Contact for the

RMS Systems, Container Tracking and BRS

Target Point Scheduling and Supervision

OZBQ

OZBG

OZBE

OZBE

21160

2061

21648

21254 88870

2171

2171

2171

2732


Table of Abbreviations

Abbreviation Meaning

ABCS Arrival baggage control system

BESS Beumer sorting system (emergency concept)

BPol BundesPolizei (Federal Police)

BRS Baggage reconciliation system

BSM Baggage source message (data packet)

COSY Container tracking system

ECAC European Civil Aviation Conference

FIDS Flight information display system

FIFO First in first out

GPS Gepäckstück (baggage item)

GVR Gepäckverwaltungsrechner (baggage management computer)

HHT Hand-held-terminal

IATA International Air Transport Association

IT Information technology

LBA Luftfahrtbundesamt (Federal Aviation Office)

LMC Last-minute check-in

LPC Licence plate code (baggage item code)

LVG Luftverkehrsgesellschaft (airline)

MA Mitarbeiter (employee)

MES Manual Encoding Station

ONB On block

OPS Operations

RMS Resource Management System

RWA Technical workshop automation/conveyor technology

SAC Sort allocation computer

ZI Zentrale Infrastruktur (Central Infrastructure / CI)


Contents

Operating obligations

1. Outbound baggage handling – Use of the sorting halls

Target point scheduling Use of computer hardware and software Immediate reporting obligation in the event of any damage Cleaning of halls Waste disposal Smoking areas

2. Outbound baggage handling – Special Baggage

Special baggage counters Special baggage

3. Outbound baggage handling – No-read/Other coding stations (MES)

No-read stations Fallback procedures for MES stations to the toploads

4. Outbound baggage handling – emergency discharge/target point at conveyor belt 12

Emergency discharge at target point 12, boarding Gate B Emergency discharge at boarding Gate C List of target point 12

5. Outbound baggage handling – preparation areas for the sorting halls

Preparation areas for loading units for placement in sorting halls B and C

6. Outbound baggage handling – Baggage Reconciliation (BRS) + Container tracking

Baggage reconciliation (BRS) Container tracking (COSY) Container depot

7. Baggage handling - Transfer Baggage

8. Inbound baggage handling – Baggage claim

Inbound Baggage span quality standards Unloading times

9. Permissible baggage train lengths and operating arrangements

10. Rights and obligations of FDG supervisors in the sorting halls

11. Sanctions/Penalties


1. Outbound baggage handling – Use of the sorting halls

Target point scheduling

Capacity planning ensues via Process Planning (OZBE) – both for the flight schedule

season and special events (e.g. trade fairs, major events, etc.). Late-night baggage is

also planned by OZBE. The seasonal schedule planning shall be made available to

the ground handling companies 14 days before each change of schedule

(summer/winter).

All target stations shall be scheduled by the hall schedulers (OZBE) depending on

the estimated check-in duration per flight and the scheduled aircraft departure times.

The pre-planning for the halls prepared by the OZBE shall be discussed with the

ground handling companies and made available on a daily basis The ground

handling companies shall undertake to ensure sufficient personnel is available at the

target stations at all times during the operating hours of the airport. FDG shall not

take account of any staff shortages of the ground handling companies. In exceptional

cases (and assuming resource availability), FDG may meet special wishes at its own

discretion. In the event that any disruptions to the baggage system occur due to said

staff shortages, the costs of remedying said shall be borne by the perpetrating party.

A hall and target station allocation plan shall be provided by OZBE to the ground

handling companies in the form of a text file. Furthermore, OZBE shall produce a text

document on a daily basis to serve as an aid for the ground handling companies in

preparing for late-night handling. It may happen that the planned schedule is

changed at short notice due to the current traffic situation. Any changes in this regard

shall be immediately transmitted to the ground handling companies. All FDG

instructions relating to the target station scheduling shall be followed unconditionally.

If the early baggage storage facility has reached a critical filling level, this may result

in a premature relocation of baggage. In this regard, OZBE shall notify the ground

handling companies in a timely manner. In the event that it is not possible to

discharge said early baggage at the pre-planned target point, the relocation to Target

Station 12, Sorting Hall B shall begin. If for various reasons baggage has to be


picked out, then OZBE and the ground handling company schedulers shall agree on

a relocation.

The target stations shall be manned by qualified staff in accordance with personal

deployment scheduling on the part of the ground handling companies. An immediate

clearing of the target stations shall be ensured and a smooth operating procedure

guaranteed at all times. The preparation stations in and in front of the sorting halls

shall be accordingly made ready chronologically by departure flight using transport of

the ground handling companies on their own responsibility. Following the end of the

use of the target stations, the ground handling companies shall leave them in a

clean-swept condition.

All OZBE instructions relating to hall scheduling shall be followed unconditionally.


Use of computer hardware and software

All system programs required for the handling shall be closed (ending the system

programs) by the respective user following the end of use by the ground handling

company. Access authorization to the PCs in the halls shall be provided by means of

an individual login code. Any malfunctions or damage shall be immediately reported

to FDG Scheduling (OZBE), tel. 21254 or 88870. OZBE shall then inform the SAIT

hotline 55055 or the responsible on-call standby (to be ascertained via OZV). OZBE

shall also be informed with regard to problems relating to the BRS system.

Furthermore, FDG shall also provide information monitors for the various working

areas. These include the line allocation displays, FIDS monitors as well as the

baggage information monitors at the jettisoning points.

Consumables (toners, container cards, etc.) shall be provided by the ground handling

companies.

Immediate reporting obligation in the event of any damage

Any damage or irregularities in the area of the sorting halls shall be immediately

reported to OZBE. OZBE shall assume the further processing thereof. In the event of

damage, FDG shall be entitled to invoice the perpetrator with the costs incurred.

Camera surveillance is installed in the stations known to the ground handling

company. The ground handling company shall declare its agreement to the

installation of said cameras and undertake to obtain a corresponding agreement from

its employees.

Cleaning of halls

The cleaning of the halls shall ensue on a daily basis following the completion of the

handling according to the market share of the respective ground handling companies.

(The market share is calculated as a percentage by FDG at suitable intervals based

on the number of flights handled per day/week/month. The result determines what

percent of the area the respective ground handling company shall clean. On this


basis, FDG shall establish the cleaning zones. In this regard, the working areas shall

be thoroughly cleaned – and the areas under the target stations up to a broom's

length.

Target stations used on a rotational basis by various ground handling companies

shall – on handover (including on an intraday basis) – be left in a clean-swept

condition (refer to Target station scheduling).

In the event of any contravention, FDG shall reserve the right to engage a cleaning

company to perform the cleaning and distribute the costs incurred to the ground

handlers concerned in accordance with their market share (calculated as detailed

above).

FDG shall undertake a thorough cleaning of the sorting halls several times a year.

Waste disposal

The working areas – particularly the sorting halls, arrival areas, and the nearest

external area of the sorting halls (as far as the beginning of the driveway) shall be

kept in a clean-swept condition. Waste and packaging material (pallets, plastic

sheets, etc.) shall be disposed of by the ground handling companies. Lashing

materials shall be stored in a suitable form.

In the event of any contravention, FDG shall reserve the right to engage a specialist

company to perform the waste disposal and distribute the costs incurred to the

ground handlers concerned in accordance with their market share (calculated as

detailed above).

Smoking areas

FDG shall provide (against rental payment) designated smoking areas in each sorting

hall to be solely used by the employees working in the sorting halls. These smoking

areas shall be cleaned on a daily basis by a company commissioned by FDG; the

cleaning costs shall be invoiced to the ground handling companies in accordance

with their respective market shares.


Smoking outside said designated areas is strictly prohibited. Any contraventions can

result in the employees concerned being barred from access to the sorting halls.

2. Outbound baggage handling – Special Baggage

Special baggage counters

The special baggage counters shall be constantly manned by baggage handlers at

Counters 100, 211 and 250 during the operating hours of the airport with the

following minimum number of employees:

Special Baggage Counter 100: from 4 am to 10 pm 2 qualified employees


(during the summer flight schedule - from 3:30 am to 10 pm)


The acceptance at the counter, the weight comparison as well as the transport of

special baggage to the apron using the elevators shall be ensured on behalf of FDG

by FDGHG. The handing over of the baggage shall take place at the apron level on

ready standing baggage carts of the ground handling companies at the elevator by

the apron on a designated storage area of the respective special baggage counter.

The ground handling companies shall be responsible for the regular and timely

collection of special baggage. In this regard, the regulations and contractual penalties

laid down in the license agreement (in accordance with § 9 BADV) and the

performance specifications for providing ground handling services shall be complied

with.

Large quantities (i.e. quantities that exceed the storage capacities at the counter) of

special baggage shall be collected ahead of schedule by the respective ground


handling companies. The transfer of special baggage into the specified areas of the

sorting halls shall be conducted by the ground handling companies themselves.

Special Baggage

The automatic baggage conveyor systems can only process items of baggage that

are within the bounds of specific size and weight limits.

Minimum Maximum

Length 250 mm 850 mm

Width 250 mm 450 mm

Height 50 mm 650 mm

Weight 1 kg 40 kg

Any baggage items deviating therefrom shall be handled as special baggage. The

acceptance and weighing of special baggage shall ensue during the scheduled

check-in period. In accordance with the provisions specified by BPol (i.e. Federal

Police), special baggage may not exceed a maximum weight of 200 kg and a

maximum size of 1,200 x 800 mm when being accepted. Special baggage in excess

of these limits shall generally be manually controlled.

Unclean transfer baggage items, which cannot be channeled into the sorting facility

on account of their weight or dimensions, shall be checked using the X-ray machine

for special baggage situated in the Nako B area. In the event that this device is not

working, then Special Baggage Counters 250 (tel.: 85250), 211 (tel.: 85211) or 100

(tel.: 85100) shall be used for the control.

3. Outbound baggage handling – No-read and MES workplaces

No-read stations

No-read functions

Baggage items that – for various reasons – cannot be read by the scanners (e.g. due

to creased, torn or dirty tags, multi-reads, no BSM), accumulate at the no-read

working areas, where they are manually reworked. This shall ensue via a hand-

scanner or by using a touchscreen. To do this, the LPC and flight number are entered


in the baggage management computer system, following which the baggage items

are directed to the target stations.

These workplaces shall be manned by qualified FDG employees during the entire

operating period.

Sorting Hall B = 2 employees

Sorting Hall C = 2 employees

FDGHG shall perform this work on behalf of FDG. As a matter of principle, all no-

read workplaces are manned from 4 am to 10 pm. In the summer flight schedule, one

no-read workplace in Sorting Hall B will be already manned at 3:30 am.


Fallback procedures at MES workplaces

The malfunctions are divided into external malfunctions – supply with BSMs / airlines

– and internal malfunctions (SAC). In the event of such malfunctions occurring, up to

7 emergency workplaces shall be manned. In the first step, the manning of these

workplaces shall ensue – depending on availability – with FDG personnel. The

remaining emergency workplaces shall be manned by the respective ground handling

company in accordance with its market share (calculated as detailed above). The

personnel costs can be invoiced to FDG. The market shares shall be regularly

checked for the purpose of adjusting the personnel to be used when required.

Furthermore, two no-read workplaces are permanently manned by qualified FDGHG

personnel on behalf of FDG.

For the fallback procedures, trained ground handling personnel (or such personnel to

be provided with a brief training) shall be used where necessary to man the fallback

levels in the proportion of the current market share (calculated as detailed above) of

the competitors. This principally relates to downtimes in the GVR-C, SAC, network

and BSM supply.

In the event of malfunction of the conveyor technology, the bridging of the out-of-

service sections shall be compensated, as appropriate, by the appropriate use of

personnel (such as manning the discharge points 7-8). The activation of the

procedures shall primarily be initiated by the Technical Operator (TO) – this is

essentially to ensue in conformity with FDGHG and OZBE schedulers. Brief training

sessions shall be undertaken by employees of the RWA troubleshooting service or

OZBE.

4. Outbound baggage handling – emergency discharge / target points at

conveyor belt 12

Emergency discharge at target point 12, boarding Gate B

Once the maximum capacity of the early baggage facility has been reached, all

further baggage items for flights, whose target points are still closed, will be fed to


emergency discharge. Baggage items that have lost their bag tag before reaching the

scanner gate will also be discharged at target point 12. The reasons for discharging

at target point 12 may include:

• target point full

• no BSM

• no bag tag

• rush baggage

• target point not opened

Said baggage will be processed by qualified FDGHG employees at target point 12.

These tasks will be continually conducted by FDGHG on behalf of FDG during the

operating hours of the airport from 4 am to 10 pm by 2 loaders and 1 driver.

Up to 5 baggage items per flight will be simultaneously processed by FDG personnel.

Amounts in excess of this shall be processed by the respective ground handler

himself. In these cases, the respective ground handling supervisors shall be

immediately notified by OZBE to enable the GPS to be processed at target point 12.

For this purpose, the ground handling companies will be allocated an appropriate

storage area for baggage carts at target point 12.

Emergency discharge at boarding Gate C

At the emergency discharge point in boarding Gate C, a flashing warning light at the

upper loading consoles of carousels 1 and 2 will announce that baggage items are

accumulating and it is necessary for the workplace to be manned by qualified

FDGHG personnel. The reasons for discharging at emergency discharge point C may

include:

• target point full

• no BSM

• no bag tag

• rush baggage

• target point not opened


Target point 12 list

On behalf of FDG, FDGHG shall mark all baggage items that for various reasons

have not been loaded (left behind) in the "Conveyor Belt 12 list". This list shall be

promptly transmitted to OZ everyday (timely transmission shall be complied with

without fail for the purpose of being able to perform a prompt investigation based on

still existing log files). This will enable weak points in the IT/technology of the sorting

(or handling) systems to be identified and remedied as quickly as possible.

A separate standard operating procedure (SOP) exists for work processes, in which

the work processes are fully described.


5. Outbound baggage handling – preparation areas for the sorting halls

Preparation areas for loading units for placement in sorting halls B and C

Each sorting hall is allocated a storage area suitable for requirements for empty units.

This area shall solely serve for preparing the respective sorting hall. Specifically,

these are the areas at:

*B 01 = 1,133 m² with 16 storage lanes

*C 07 = 330 m² with 6 storage lanes

These surfaces shall be divided up in accordance with the market shares of the

ground handling companies (calculated as detailed above) and adjusted as required.

*Storage position B01 is the work preparation zone for Sorting Area A/B

*Storage position C07 is the work preparation zone for Sorting Area C


6. Outbound baggage handling – Baggage Reconciliation (BRS) + Container

tracking

Baggage Reconciliation

The baggage reconciliation system (BRS) is intended to ensure that the baggage is

always on board the aircraft together with the passenger it belongs to. BRS allows a

fast comparison between the loaded baggage and the embarked passenger (BRS

provides immediately printable baggage lists). On request, airlines can receive up-to-

date information on the loading status (acceleration in the unloading of baggage). A

fast unloading of baggage helps in minimizing delays and missed slots.

Implementation in the baggage sorting halls:

Baggage sorting ensues at the target stations (entrance band or carousels), while

respecting the airlines' own sorting criteria, with the help of BRS. BRS enables the

electronic registering of checked-in baggage and transfer baggage.

The BRS system is made available by FDG as a central infrastructure. For the costs

incurred for making use of it, refer to the List of Charges.


The handhelds shall be rented from the SAIT, or alternatively, acquired by the ground

handlers themselves. In the latter case, the devices shall be certified in advanced by

the SAIT.

Container tracking (COSY)

The COSY system is designed to provide data acquisition in relation to the storing,

transferring and relocation of empty containers temporarily stored by airlines at

Düsseldorf Airport in the FDG container depot. In addition to the pure storage

management, the software also included functions that generate extensive statistics

enabling the tracking of container movements. These include the producing of

storage reports for sending to the corresponding airlines for the purpose of providing

information on their respective inventories. This data is required for a precise

calculation of the container storage period.

All container movements in the FDG container depot are recorded or manually

processed by qualified FDGHG staff during the first container arrival and the last

container arrival.

These services fall under the Central Infrastructure Facilities (CIF) and are performed

by FDGHG on behalf of FDG.

Container depot

The CIF employees commissioned by FDG are responsible for a smooth container

circulation, the inventory maintenance for all containers stored by airlines as well as

the associated data maintenance for a binding invoicing basis.

The container depot is currently open from 5 am to 10:30 pm. The container depot is

manned by two employees as well as a supervisor during the entire operating period

of the airport on a day service (Mon - Fri). All containers are visually checked for

damage and cleanliness. Any damage is entered in the container program as a

defect. If damage to containers is detected, then the procedures set forth in


accordance with the existing requirements and regulations of the airline concerned

shall be carried out.

At the present time, the whole container depot possesses a capacity of 507 AKE /

AKH / AVA containers.

The cargo storage position only contains the container provision for this area.

The personnel working in the container depot on behalf of FDG can also deliver or

collect containers on behalf of the airlines or their authorized representative. This

special service shall be subject to a charge.

Any containers left standing on the ground outside the container depot shall be

stored with costs. In this regard, the regulations and contractual penalties laid down

in the license agreement in accordance with § 9 BADV and the specifications for the

provision of ground handling services shall be complied with.

7. Baggage handling - Transfer baggage

The ground handling companies shall undertake to provide the personnel necessary

for the transfer baggage handling (incl. equipment) in sufficient quantities. In addition

to transfer drivers for bringing transfer baggage to the sorting halls, drivers for the

clean baggage runway transfer as well as a scheduler for the pre-planning shall also

be used.

Baggage shall be screened in accordance with official regulations. Close cooperation

with OZBE is absolutely imperative in order to have screening units manned by the

BPol (i.e. Federal Police) – where appropriate.

It is absolutely necessary to sort transfer baggage by time slice in order both to

ensure fast baggage handling and avoid left-behind baggage.


8. Inbound baggage handling – baggage claim

Inbound

The baggage span (the time from on-block of the aircraft to the delivery of the

baggage to the passengers at the destination baggage claim belts) has a significant

impact on customer satisfaction at Düsseldorf Airport. This service provided by the

ground handling companies must therefore correspond to FDG quality standard. A

separate service level agreement (SLA) concluded by the ground handling

companies with the respective airlines can differ from FDG specifications. The

ground handling companies shall undertake to disclose the airlines' specifications to

FDG. In the event that the specifications change, FDG shall be immediately informed

of the changes.

In this regard, the services provided by the ground handling companies shall

particularly relate to the maintenance and provision before on-block of the ground

handling equipment required and sufficient personnel, the unloading of the baggage

from the aircraft as well as the transport to (and placing the baggage on) the

baggage claim belt allocated for the flight concerned.

The scheduling of the baggage claim belts shall ensue via the Airport Control Centre

depending on the estimated baggage claim duration per flight as well as

organizational, technical and official requirements. The manning of the claim belts

can change at short notice due to the current situation. For all information in this

regard, refer to the flight information monitors (FIDS).

Following aircraft on-block, the unloading of the baggage shall start as soon as

possible. When full, the loading units shall be immediately driven away from the

aircraft parking position, whereby the number of journeys depends on the airlines'

specifications and the permissible baggage train lengths in accordance with Item 9 in

Appendix 5. In the absence of airline specifications, then for reasons of passenger

convenience the first loaded container dolly or the first two loaded baggage carts

shall always be immediately transported to the baggage claim belt. In this regard, the


unloading/issuing of the baggage to the passengers shall immediately begin involving

the ABCS.

The bringing of special baggage to the areas designated in the arrival hall shall be

performed by the ground handling companies themselves in compliance with the

applicable EU regulations. In particular, wheelchairs, walking aids, prams and AVIs

shall be made available to the passengers in a timely manner.

For the tracking of baggage spans and the control of flight information displays at the

baggage claim belts and the public pickup area, the ABCS monitors available at each

claim belt should be operated in the following sequence:

Immediately before the start of the unloading process at the baggage claim

area, press the "Start" button.

If the baggage unloading process is interrupted, press the "Pause" button.

When the unloading is continued, press the "Start" button again.

At the end of the unloading process, press the "last suitcase" button.

By pressing the buttons, timestamps are created and recorded. These are then –

amongst other things – fed into the evaluation of the baggage spans. Any

manipulation of the timestamps (e.g. too early starting of the conveyor belt) is

therefore prohibited and can result in sanctions (penalties).

In the event that it is not possible to start the baggage claim belt using the ABCS

monitor, then the telephone number provided on the ABCS monitors should

immediately be rung and the malfunction reported. The starting of the baggage claim

belt will be arranged and a corresponding malfunction message sent to SAIT.


The starting of the claim belts by means of key-activated switches shall only ensue in

exceptional cases and only after information has been sent to OZBE by an employee

of the ground handling company. Any damage to the claim belts (incl. the ABCS

monitors) shall be immediately reported on establishing the damage.

Delays affecting the first baggage item shall be immediately entered in the ABCS

Inspector by the respective ground handling company, so that the passenger waiting

at the claim belt is informed about a possible delay.

In the event of a delay during the unloading affecting the last baggage item, a note

shall be entered in the ABCS Inspector and announcement made at the claim belt

area.

The reasons for the delay entered by the respective ground handling companies will

be evaluated on a quarterly basis and then sent to the ground handling companies.

The baggage spans recorded by the ABCS system will be evaluated by FDG and

made available to the airlines and the ground handling companies.

The publication of the baggage spans shall solely be made by FDG.

Baggage span quality standards

For reasons of passenger convenience, FDG shall specify baggage spans

coordinated with the ground handling companies. If required, timing will be modified

by FDG at its discretion.

The span for the 1st baggage are composed of two parts:

1. The time from ONB to the removal of the 1st loading unit.

2. The transit time from the aircraft parking position to the baggage claim belt.

The span for the last baggage is dependent on the number of passengers of the

respective flight and is calculated on the basis of the departure readiness time of the


1st loading time and the travel time plus duration per bag-pax interval according to

the number of bag-pax units.

The specified span for the 1st baggage and the last baggage can be gathered from

the following tables. The times indicated are binding. FDG reserves the right to make

unilateral changes to the information at its sole discretion at any time, e. g. due to

construction work.

Ground handlers shall be obliged to pay a penalty per delayed unloading to FDG if

they exceed the specified spans for the 1st baggage and/or for the last baggage.

This does not apply if the respective ground handling company is not responsible for

the delay.

The amount of the penalty is calculated according to the following scale:

Delay up to 5 min: no penalty

Delay from 6-10 min: 20,00 €.

Delay from 11-20 min: 100,00 €.

Delay from 21 min: 300,00 €

If there is a delay in the course of the unloading process, both for the 1st baggage

and the last baggage, the penalty is payable only once. The amount is determined by

the greater delay, which is considered separately.

Unloading times

Unloading times by aircraft type

Aircraft type

Description

Readiness to leave

1st loading unit [min]

Bag/Pax interval

Duration per bag-

pax interval [min]

Minimum unloading

period [min]

A3103 AIRBUS A 310-300 13 50 4 10

A3004 AIRBUS A 300-B4 13 50 4 10

A3006 AIRBUS A 300-600 13 50 4 10

A3103 AIRBUS A 310-300 13 50 4 10

A3181 AIRBUS A 318 12 50 4 10

A318S AIRBUS A318 SHARKLET 12 50 4 10


A3191 AIRBUS A 319 13 50 4 10

A319S BOEING A319 SHARKLET 13 50 4 10

A3201 AIRBUS A 320-100 12 50 4 10

A3202 AIRBUS A 320-200 12 50 4 10

A320S A320-200 SHARKLETS 12 50 4 10

A3211 AIRBUS A 321-100 11 50 4 10

A3212 AIRBUS A 321-200 12 50 4 10

A3213 AIRBUS A 321-231 12 50 4 10

A321S AIRBUS A321 SHARKLET 12 50 4 10

A3302 AIRBUS A 330-200 14 50 4 10

A3303 AIRBUS A 330-300 14 50 4 10

A340 AIRBUS A 340-600 12 50 4 10

A3402 AIRBUS A 340-200 12 50 4 10

A3403 AIRBUS A 340-300 12 50 4 10

A3405 AIRBUS A 340-500 12 50 4 10

A3406 AIRBUS A 340-600 12 50 4 10

A3808 AIRBUS, A-380-800 16 50 4 10

ACJ AIRBUS CORP. JETLINE 9 50 4 10

AN148 ANTONOV 148 10 50 4 10

AN81 ANTONOV 148 10 50 4 10

AT42 ATR42-300 9 50 4 10

AT425 ATR42-500 9 50 4 10

AT72 ATR72-200 10 50 4 10

AT722 ATR 72-210, 211, 212 10 50 4 10

AT725 ATR 72-500,210A,212A 10 50 4 10

AT726 ATR 72-600,210A,212A 10 50 4 10

B7172 BOEING 717-200 12 50 4 10

B733W BOEING 737-300 WINGL 10 50 4 10

B735W BOEING 737-500 WINGL 11 50 4 10

B7372 BOEING 737-200 10 50 4 10

B7373 BOEING 737-300 10 50 4 10

B7374 BOEING 737-400 12 50 4 10

B7375 BOEING 737-500 11 50 4 10

B7376 BOEING 737-600 12 50 4 10

B7377 BOEING 737-700 13 50 4 10

B7378 BOEING 737-800 14 50 4 10

B7379 BOEING 737-900 14 50 4 10

B737A BOEING 737-200 ADV. 12 50 4 10

B737W BOEING 737-700 WINGL 13 50 4 10

B738W BOEING 737-800 WINGL 14 50 4 10

B739W BOEING 737-900 WINGL 14 50 4 10



ID Description

Readiness to leave 1st loading unit

[min]

Bag/Pax interval

Duration per bag-

pax interval [min]

Minimum unloading

period [min]

B7474 BOEING 747-430 13 50 4 10

B7474F BOEING 747-400 13 50 4 10

B753W BOEING 757-300 WINGL 14 50 4 10

B7572 BOEING 757-200 14 50 4 10

B7573 BOEING 757-300 14 50 4 10

B7672 BOEING 767-200ER 12 50 4 10

B7673 BOEING 767-300ER 12 50 4 10

B772L BOEING 777-200LR 13 50 4 10

B773E BOEING 777-300ER 13 50 4 10

B7772 BOEING 777-200 / ER 13 50 4 10

B7773 BOEING 777-300 13 50 4 10

B777L BOEING 777-200 / LR 13 50 4 10

B777W BOEING 777-300ER 13 50 4 10

B7878 BOEING 787-8 13 50 4 10

BA31 BAE JETSTREAM 31 9 50 4 10

BA32 BAE JETSTREAM BA31S 9 50 4 10

BA460 BAE RJ AVROL 100/115 11 50 4 10

BA461 BAE 146-100 11 50 4 10

BA462 BAE 146-200 10 50 4 10

BA463 BAE 146-300 10 50 4 10

BA467 BAE RJ AVROLINER 70 11 50 4 10

BA468 BAE RJ AVROLINER 85 11 50 4 10

CARK REGIONAL JET CRJ1000 12 50 4 10

CL65 CANADAIR REGION. JET 10 50 4 10

CL70 CANADAIR REGION. JET 11 50 4 10

CL90 REGIONAL JET CRJ-900 12 50 4 10

CRJ1 RJ-100 REGIONAL JET 10 50 4 10

CRJ2 RJ-200 REGIONAL JET 10 50 4 10

CRJX CRJ 1000 12 50 4 10

D328 DORNIER 328-100 11 50 4 10

D3283 DORNIER 328 JET 11 50 4 10

DH8 3 9 50 4 10

DH81 DHC-8 DASH 8-100 9 50 4 10

DH82 DHC-8 DASH 8-200 9 50 4 10

DH83 DHC-8 DASH 8-300 9 50 4 10

DH84 DHC-8 DASH 8-400 9 50 4 10

E120 EMBRAER, EMB-120 Bra 9 50 4 10

E135 EMBRAER EMB-135 9 50 4 10

E145 EMBRAER EMB-145 9 50 4 10

E170 EMBRAER 10 50 4 10

E175 EMBRAER 175 10 50 4 10


E190 EMBRAER EMB-190 13 50 4 10

E195 EMBRAER E195 13 50 4 10

FK10 FOKKER 100 12 50 4 10

FK50 FOKKER F50 10 50 4 10

FK70 FOKKER 70 10 50 4 10

MD801 MCD.-DOUGLAS MD-81 12 50 4 10


ID Description

Readiness to leave 1st loading unit

[min]

Bag/Pax interval

Duration per bag-

pax interval [min]

Minimum unloading

period [min]




RJ100 AVRO RJ100 11 50 4 10

SB20 SAAB 2000 8 50 4 10

TU54M TUPOLEV TU154M 12 50 4 10

Journey time matrix

Claim belt

Parking position

1 2 3 4 5 6

7 8 9 10 11 12 13 14

16 17 18 19 20

A01 3 3 3 3 3 3 4 4 4 4 4 4 4 4 5 5 5 5 5

A02 3 3 3 3 3 3 4 4 4 4 4 4 4 4 5 5 5 5 5

A03 3 3 3 3 3 3 4 4 4 4 4 4 4 4 5 5 5 5 5

A04 3 3 3 3 3 3 4 4 4 4 4 4 4 4 5 5 5 5 5

A05 3 3 3 3 3 3 4 4 4 4 4 4 4 4 5 5 5 5 5

A06 3 3 3 3 3 3 4 4 4 4 4 4 4 4 5 5 5 5 5

A07 3 3 3 3 3 3 4 4 4 4 4 4 4 4 5 5 5 5 5

A08 3 3 3 3 3 3 4 4 4 4 4 4 4 4 5 5 5 5 5

A09 3 3 3 3 3 3 4 4 4 4 4 4 4 4 5 5 5 5 5

A10 2 2 2 2 2 2 3 3 3 3 3 3 3 3 4 4 4 4 4

A11 2 2 2 2 2 2 3 3 3 3 3 3 3 3 4 4 4 4 4

A12 2 2 2 2 2 2 3 3 3 3 3 3 3 3 4 4 4 4 4

A12A 2 2 2 2 2 2 3 3 3 3 3 3 3 3 4 4 4 4 4

A13 2 2 2 2 2 2 3 3 3 3 3 3 3 3 4 4 4 4 4

A14 2 2 2 2 2 2 3 3 3 3 3 3 3 3 4 4 4 4 4

A15 2 2 2 2 2 2 3 3 3 3 3 3 3 3 4 4 4 4 4

A16 2 2 2 2 2 2 3 3 3 3 3 3 3 3 4 4 4 4 4


B01 2 2 2 2 2 2 2 2 2 2 2 2 2 2 3 3 3 3 3

B02 2 2 2 2 2 2 2 2 2 2 2 2 2 2 3 3 3 3 3

B03 2 2 2 2 2 2 2 2 2 2 2 2 2 2 3 3 3 3 3

B04 2 2 2 2 2 2 2 2 2 2 2 2 2 2 3 3 3 3 3

B05 2 2 2 2 2 2 2 2 2 2 2 2 2 2 3 3 3 3 3

B06 2 2 2 2 2 2 2 2 2 2 2 2 2 2 3 3 3 3 3

B07 2 2 2 2 2 2 2 2 2 2 2 2 2 2 3 3 3 3 3

B08 2 2 2 2 2 2 2 2 2 2 2 2 2 2 3 3 3 3 3

B09 2 2 2 2 2 2 2 2 2 2 2 2 2 2 3 3 3 3 3

B10 2 2 2 2 2 2 2 2 2 2 2 2 2 2 3 3 3 3 3

B11 2 2 2 2 2 2 2 2 2 2 2 2 2 2 3 3 3 3 3

C01 2 2 2 2 2 2 2 2 2 2 2 2 2 2 3 3 3 3 3

C02 2 2 2 2 2 2 2 2 2 2 2 2 2 2 3 3 3 3 3

C02A 2 2 2 2 2 2 2 2 2 2 2 2 2 2 3 3 3 3 3

C03 2 2 2 2 2 2 2 2 2 2 2 2 2 2 3 3 3 3 3

C03A 2 2 2 2 2 2 2 2 2 2 2 2 2 2 3 3 3 3 3

C04 3 3 3 3 3 3 3 3 3 3 3 3 3 3 2 2 2 2 2

C05 3 3 3 3 3 3 3 3 3 3 3 3 3 3 2 2 2 2 2

C06 3 3 3 3 3 3 3 3 3 3 3 3 3 3 2 2 2 2 2

C07 3 3 3 3 3 3 3 3 3 3 3 3 3 3 2 2 2 2 2

C08 3 3 3 3 3 3 3 3 3 3 3 3 3 3 2 2 2 2 2

V01 6 6 6 6 6 6 7 7 7 7 7 7 7 7 8 8 8 8 8

V02 6 6 6 6 6 6 7 7 7 7 7 7 7 7 8 8 8 8 8

V02A 6 6 6 6 6 6 7 7 7 7 7 7 7 7 8 8 8 8 8

V03 6 6 6 6 6 6 7 7 7 7 7 7 7 7 8 8 8 8 8

V03A 6 6 6 6 6 6 7 7 7 7 7 7 7 7 8 8 8 8 8

V04 6 6 6 6 6 6 7 7 7 7 7 7 7 7 8 8 8 8 8

V04A 6 6 6 6 6 6 7 7 7 7 7 7 7 7 8 8 8 8 8

V05 6 6 6 6 6 6 7 7 7 7 7 7 7 7 8 8 8 8 8

V05A 6 6 6 6 6 6 7 7 7 7 7 7 7 7 8 8 8 8 8

V06 6 6 6 6 6 6 7 7 7 7 7 7 7 7 8 8 8 8 8

V07 6 6 6 6 6 6 7 7 7 7 7 7 7 7 8 8 8 8 8

V07A 6 6 6 6 6 6 7 7 7 7 7 7 7 7 8 8 8 8 8

V08 6 6 6 6 6 6 7 7 7 7 7 7 7 7 8 8 8 8 8

V08A 6 6 6 6 6 6 7 7 7 7 7 7 7 7 8 8 8 8 8

V08B 6 6 6 6 6 6 7 7 7 7 7 7 7 7 8 8 8 8 8

V08C 6 6 6 6 6 6 7 7 7 7 7 7 7 7 8 8 8 8 8

V11 5 5 5 5 5 5 6 6 6 6 6 6 6 6 7 7 7 7 7

V11A 5 5 5 5 5 5 6 6 6 6 6 6 6 6 7 7 7 7 7

V11B 5 5 5 5 5 5 6 6 6 6 6 6 6 6 7 7 7 7 7


V11C 5 5 5 5 5 5 6 6 6 6 6 6 6 6 7 7 7 7 7

V12 5 5 5 5 5 5 6 6 6 6 6 6 6 6 7 7 7 7 7

V13 5 5 5 5 5 5 6 6 6 6 6 6 6 6 7 7 7 7 7

V14 5 5 5 5 5 5 6 6 6 6 6 6 6 6 7 7 7 7 7

V15 5 5 5 5 5 5 6 6 6 6 6 6 6 6 7 7 7 7 7

V16 5 5 5 5 5 5 6 6 6 6 6 6 6 6 7 7 7 7 7

V17 5 5 5 5 5 5 6 6 6 6 6 6 6 6 7 7 7 7 7

V18 5 5 5 5 5 5 6 6 6 6 6 6 6 6 7 7 7 7 7

V19 5 5 5 5 5 5 6 6 6 6 6 6 6 6 7 7 7 7 7

V20 5 5 5 5 5 5 6 6 6 6 6 6 6 6 7 7 7 7 7

V21 5 5 5 5 5 5 6 6 6 6 6 6 6 6 7 7 7 7 7

V22 5 5 5 5 5 5 6 6 6 6 6 6 6 6 7 7 7 7 7

V23 4 4 4 4 4 4 5 5 5 5 5 5 5 5 6 6 6 6 6

V24 4 4 4 4 4 4 5 5 5 5 5 5 5 5 6 6 6 6 6

V25 4 4 4 4 4 4 5 5 5 5 5 5 5 5 6 6 6 6 6

V26 4 4 4 4 4 4 5 5 5 5 5 5 5 5 6 6 6 6 6

V27 4 4 4 4 4 4 5 5 5 5 5 5 5 5 6 6 6 6 6

V28 4 4 4 4 4 4 5 5 5 5 5 5 5 5 6 6 6 6 6

V29 4 4 4 4 4 4 5 5 5 5 5 5 5 5 6 6 6 6 6

V29A 4 4 4 4 4 4 5 5 5 5 5 5 5 5 6 6 6 6 6

H9 5 5 5 5 5 5 6 6 6 6 6 6 6 6 7 7 7 7 7

H9V 5 5 5 5 5 5 6 6 6 6 6 6 6 6 7 7 7 7 7

H8 5 5 5 5 5 5 6 6 6 6 6 6 6 6 7 7 7 7 7

H8V 5 5 5 5 5 5 6 6 6 6 6 6 6 6 7 7 7 7 7

H7 5 5 5 5 5 5 6 6 6 6 6 6 6 6 7 7 7 7 7

H7V 5 5 5 5 5 5 6 6 6 6 6 6 6 6 7 7 7 7 7

V38 5 5 5 5 5 5 6 6 6 6 6 6 6 6 7 7 7 7 7

V38A 5 5 5 5 5 5 6 6 6 6 6 6 6 6 7 7 7 7 7

V39 5 5 5 5 5 5 6 6 6 6 6 6 6 6 7 7 7 7 7

V39A 5 5 5 5 5 5 6 6 6 6 6 6 6 6 7 7 7 7 7

V40 5 5 5 5 5 5 6 6 6 6 6 6 6 6 7 7 7 7 7

V41 5 5 5 5 5 5 6 6 6 6 6 6 6 6 7 7 7 7 7

V41A 5 5 5 5 5 5 6 6 6 6 6 6 6 6 7 7 7 7 7

V42 5 5 5 5 5 5 6 6 6 6 6 6 6 6 7 7 7 7 7

V43 4 4 4 4 4 4 5 5 5 5 5 5 5 5 6 6 6 6 6

V44 4 4 4 4 4 4 5 5 5 5 5 5 5 5 6 6 6 6 6

V45 4 4 4 4 4 4 5 5 5 5 5 5 5 5 6 6 6 6 6

V46 4 4 4 4 4 4 5 5 5 5 5 5 5 5 6 6 6 6 6

V47 4 4 4 4 4 4 5 5 5 5 5 5 5 5 6 6 6 6 6

V48 4 4 4 4 4 4 5 5 5 5 5 5 5 5 6 6 6 6 6

V49 4 4 4 4 4 4 5 5 5 5 5 5 5 5 6 6 6 6 6

V50 4 4 4 4 4 4 5 5 5 5 5 5 5 5 6 6 6 6 6

V51 4 4 4 4 4 4 5 5 5 5 5 5 5 5 6 6 6 6 6

V52 4 4 4 4 4 4 5 5 5 5 5 5 5 5 6 6 6 6 6


V53 4 4 4 4 4 4 5 5 5 5 5 5 5 5 6 6 6 6 6

V61 5 5 5 5 5 5 5 5 5 5 5 5 5 5 4 4 4 4 4

V61A 5 5 5 5 5 5 5 5 5 5 5 5 5 5 4 4 4 4 4

V62 5 5 5 5 5 5 5 5 5 5 5 5 5 5 4 4 4 4 4

V63 5 5 5 5 5 5 5 5 5 5 5 5 5 5 4 4 4 4 4

V63A 5 5 5 5 5 5 5 5 5 5 5 5 5 5 4 4 4 4 4

V64 5 5 5 5 5 5 5 5 5 5 5 5 5 5 4 4 4 4 4

V65 5 5 5 5 5 5 5 5 5 5 5 5 5 5 4 4 4 4 4

V66 5 5 5 5 5 5 5 5 5 5 5 5 5 5 4 4 4 4 4

V67 5 5 5 5 5 5 5 5 5 5 5 5 5 5 4 4 4 4 4

V68 5 5 5 5 5 5 5 5 5 5 5 5 5 5 4 4 4 4 4

V69 5 5 5 5 5 5 5 5 5 5 5 5 5 5 4 4 4 4 4

V70 5 5 5 5 5 5 5 5 5 5 5 5 5 5 4 4 4 4 4

V71 5 5 5 5 5 5 5 5 5 5 5 5 5 5 4 4 4 4 4

V72 5 5 5 5 5 5 5 5 5 5 5 5 5 5 4 4 4 4 4

V73 5 5 5 5 5 5 5 5 5 5 5 5 5 5 4 4 4 4 4

V74 5 5 5 5 5 5 5 5 5 5 5 5 5 5 4 4 4 4 4

V81 5 5 5 5 5 5 5 5 5 5 5 5 5 5 4 4 4 4 4

V82 5 5 5 5 5 5 5 5 5 5 5 5 5 5 4 4 4 4 4

V83 5 5 5 5 5 5 5 5 5 5 5 5 5 5 4 4 4 4 4

V84 5 5 5 5 5 5 5 5 5 5 5 5 5 5 4 4 4 4 4

V85 5 5 5 5 5 5 5 5 5 5 5 5 5 5 4 4 4 4 4

V86 5 5 5 5 5 5 5 5 5 5 5 5 5 5 4 4 4 4 4

V91 5 5 5 5 5 5 5 5 5 5 5 5 5 5 4 4 4 4 4

V92 5 5 5 5 5 5 5 5 5 5 5 5 5 5 4 4 4 4 4

V93 5 5 5 5 5 5 5 5 5 5 5 5 5 5 4 4 4 4 4

V94 5 5 5 5 5 5 5 5 5 5 5 5 5 5 4 4 4 4 4

V95 5 5 5 5 5 5 5 5 5 5 5 5 5 5 4 4 4 4 4

V96 5 5 5 5 5 5 5 5 5 5 5 5 5 5 4 4 4 4 4

V101 6 6 6 6 6 6 5 5 5 5 5 5 5 5 4 4 4 4 4

V102 6 6 6 6 6 6 5 5 5 5 5 5 5 5 4 4 4 4 4

V103 6 6 6 6 6 6 5 5 5 5 5 5 5 5 4 4 4 4 4

V104 6 6 6 6 6 6 5 5 5 5 5 5 5 5 4 4 4 4 4

V105 6 6 6 6 6 6 5 5 5 5 5 5 5 5 4 4 4 4 4

V106 6 6 6 6 6 6 5 5 5 5 5 5 5 5 4 4 4 4 4

V111 6 6 6 6 6 6 5 5 5 5 5 5 5 5 4 4 4 4 4

V112 6 6 6 6 6 6 5 5 5 5 5 5 5 5 4 4 4 4 4

V113 6 6 6 6 6 6 5 5 5 5 5 5 5 5 4 4 4 4 4

V114 6 6 6 6 6 6 5 5 5 5 5 5 5 5 4 4 4 4 4

V115 6 6 6 6 6 6 5 5 5 5 5 5 5 5 4 4 4 4 4

V116 6 6 6 6 6 6 5 5 5 5 5 5 5 5 4 4 4 4 4


9. Permissible baggage train lengths and operating regulations


10. Rights and obligations of FDG supervisors in the sorting halls

The supervisor (OZBE) is responsible for a smooth operational procedure in the

sorting halls as well as the monitoring of all existing operating obligations and

standards.

He is the direct operative contact partner for on-site problems (including at the

check-in counters) for all airlines and ground handlers.

OZBE shall check the existing premises and systems (plus those in the area of

responsibility) and arrange for the remedy of any defects and hazards in

coordination with the FDG CI-management.

These tasks also include the monitoring of a correct workflow taking into account

the accident prevention regulations.

OZBE shall be present at work safety inspections, in order to arrange an

immediate remedy in coordination with the FDG CI-management in the events of

any complaints.

Further OZBE activities include the monitoring and control of the:

- no-read workplaces - container storage activities - jettisoning activities - special baggage handling

On-site quality control of quality standards specified by OZQ shall be conducted

by OZBE.

OZBE issues specifications and conducts the monitoring of the loading unit

storage space (setting up the loading units at the conveyor systems in the

direction of travel to enable an unimpeded exchange of loading units) as well as

of the provisioning area in front of the sorting halls made available by FDG.


OZBE is responsible for the monitoring and documentation of order and

cleanliness in the sorting halls as well as the careful handling of CI-facilities.

(such as BRS hardware, etc.).

Further tasks include the tracking of damage with the associated testimony of

witnesses and photos as well as the investigation and forwarding to OZ.

On becoming aware of (or identifying) any irregularities, OZBE shall conduct its

own investigations, including consultation with all parties involved and – as far as

possible – provide a remedy.

Damage to CI handling facilities (to be determined by regular visual controls)

shall be monitored by OZBE and – following a check to determine the perpetrator

– reported to the FDG CI-management.

Maintenance measures and repairs shall be arranged by the FDG CI-

management and the perpetrator billed.

OZBE conducts a daily inspection and documentation of the sniffer halls for

customs dogs at the arrival systems as well as the dog pound.

OZBE is responsible for preparing and sending a daily report.

OZBE documents each operational malfunction as well as a tracking of the daily

baggage volume, broken down according to the individual check-in areas and

airlines.

OZBE supports the TO emergency concepts in the event of technical

malfunctions and BSM downtime and gives instructions to the ground handling

companies.

11. Penalties


Culpable violation of the duties under Nos. 1 (Cleaning of halls, Waste disposal,

Smoking areas), 5, 7, 8 and 9 lead to the obligation to pay a penalty of up to

€1,000 to FDG. The separately determined penalties within the framework of

the quality standards for baggage spans under No. 8 remain unaffected. The

respective amount of the remaining penalties will be determined by FDG at its

reasonable discretion.

Insofar as the service provider proves that he is liable to the airline concerned

for compensation or contractual penalties in relation to the same infringement,

contractual penalty payments or compensation payments to the airline shall be

offset against the penalty to be paid to FDG.

Further claims – particularly FDG claims for performance – shall remain

unaffected by the above regulations.

All FDG instructions relating to operating obligations shall be followed

unconditionally!


Annex 6

Service level specification (SLS) for the use of check-in counters


1. Preliminary Remarks

The Central Infrastructure Facilities (CIFs) are operated in accordance with § 6

BADV. The agreed operating obligations and the resulting instructions of the

Flughafen Düsseldorf GmbH (FDG) / Central Infrastructure Management (CIF)

shall be immediately followed. The SLS regulates all CIF services at a check-in

counter as well as the defined standards and other agreements between the

contractual parties.

This service agreement supplements existing agreements and contracts, which

shall retain their validity.

FDG and its vicarious agents (its authorized companies) shall be entitled to

conduct independent controls to ensure compliance with said agreement.

The check-in counter (CCI) at Düsseldorf Airport:

CCI System 1:

Consists of 20 individual counters

Counter Nos. 101 to 120

CCI System 2:



CCI System 3:




CCI System 4:



CCI System 5:



CCI System 7:



CCI System 8:



The renting of check-in counters ensues directly with FDG via the Airport

Control Centre (ACC). Check-in counters may only be used for the checking-in

of passengers or for services directly associated with the check-in process.

Other areas (e.g. ticket counters, offices, etc.) can be rented for other

functions/tasks.

In principle, the airline is responsible for compliance with the SLA.

2. Renting Check-in Counters

The airlines shall rent the check-in counters required directly from the ACC (tel.:

0211/421-51012). The check-In counters shall then be allocated taking into

account the requirements and available possibilities/capacities.


The minimum number of counters to be rented is based on the passenger

volumes expected. At Düsseldorf Airport, one check-in counter per 50

passengers is basically calculated (e.g. a Boeing 737-800 with 160 passengers

means 3-4 counters). If the airline requests more than the minimum number of

counters required, then their availability shall be clarified with the ACC.

Provided that there are sufficient counters available, the ACC shall provide

them. Insofar as sufficient counters are not available, then a solution shall be

worked out in close collaboration with the ACC. Free capacities in close

proximity to the counters desired shall be checked and – where appropriate –

counters shall be allocated, which do not directly adjoin each other.

To prevent conflicts from happening, the pre-planning for the season shall be

sent to the ACC together with the corresponding requirements in good time.

Based on this, the allocation of counters shall ensue at an early stage.

Due to the known passenger numbers, an optimal reservation of the number of

counters shall be undertaken so that the renting of counters at short notice will

represent a special or exceptional case. A regular exchange of the updated

passenger forecasts is required. The current booking figures can be sent to the

OZA department or FDG with one week's notice. In the event that the

requirement requested in the framework of the planning cannot be provided by

the airport, then consultation on the part of the ACC with the airlines shall

ensue.

3. FDG Equipment at the Check-in Counters

FDG shall make a neutral counter area available with the required equipment:

CUTE equipment consisting of:

1 monitor

1 tag printer

1 keyboard with card reader

1 optical laser mouse

1 desktop scanner


Counter equipment consisting of:

1 telephone

1 chair

1 lockable cupboard

several storage compartments

1 display monitor

1 pre-counter lightbox (FDG logo) or pre-counter monitor with selectable

displays

Queueing points are marked on the floor in front of each counter.

4. Airline Handling Equipment

The use of any airline equipment shall be coordinated with FDG before the

counter is used. This includes both the technical fire-protection authorization

and the approval by Central Infrastructure (CI).

Airline-specific material shall be set up by the airline (or their representative)

before the start of the check-in (resulting from the CCI renting agreement,

variable between 2 and 3 hours before STD) and completely dismantled after

the end of the check-in (resulting from the CCI renting agreement, variable

between 0.5 and 1 hour before STD).

The material shall be stored in a suitable room protected from unauthorized

access. The fire-protection regulations shall be complied with. If the airline has

no rooms of its own available (or already rented rooms are not sufficient to store

the material), then – on request by the airline – the FDG NM Department can

provide information on the availability of rooms (for rent).

Permissible equipment

Baggage contour frames

Information stela

Floor covering (e.g. carpet)

Banners (roll-ups)

Desks for document control


Due to the restricted space, only one baggage contour frame with the maximum

dimensions of 1.6 m x 0.8 m x 0.4m (H x W x D) is permitted per airline and

associated check-in area in the public terminal area.

By the middle of 2016, the airport is setting up belt stanchions in front of each

check-in section, which will be fixed to the floor (e.g. magnetic bases) and

therefore cannot be changed in their position. The airlines shall be entitled to

set up various variants of passenger queueing – without, though, changing the

position of the belt stanchions. Only one change of the belt positions is

necessary and permissible.

If any damage is noticed, the airport fault desk (0211/421-20022) shall be

immediately informed and the damaged belt stanchion be kept in a safe place to

avoid any accidents, until the fault-clearing service arrive. No further use is

permitted.

Stelae required for class identification shall not exceed the following

dimensions: 2.3 m x 0.5 m x 0.1 m (H x W x D). Any flat pedestal used shall be

excluded from the dimension specifications.

The use of other stelae (including temporary use) shall require the prior

approval from the terminal management.

Only one stele shall be set up per entrance. Concepts allowing for the use of

one stela for two entrances shall be selected in coordination with FDG.

Moveable floor coverings (e.g. carpets) to distinguish between the flight classes

shall only be permitted for the premium class. Floor coverings shall not exceed

the dimensions 2.0 m x 1.2 m (L x W).

The use of baggage trolleys to transport the materials required is prohibited.

LVG-specific banners set up in the area of the counter may only be attached at

the start of the check-in. These items shall be removed directly the check-in has

finished and securely stored (like the rest of the equipment) in a locked room in

accordance with the respective renting and usage conditions. The size of the


banners shall correspond to the situation in the respective counter area. The

banners shall not obstruct the technical facilities or obscure/restrict the escape

routes. Coordination with the FDG Terminal Management shall be also required

in this regard.

Desks for the purpose of document control should be mounted on (lockable)

rollers. As a matter of principle, their dimensions may not exceed 1.3 m x 1.0 m

x 0.5 m (H x W x D).

The respective airlines shall ensure that the intended use of the counters and

the associated technology is not impaired by any of said set-ups. Escape and

routes may not be restricted or obscured. Important operating elements (such

as the EMERGENCY OFF key, DGR notices, etc.) shall also be kept clear.

Other material in the pre-counter area is not permitted.

Any defect materials (contour frames, advertising banners or similar) shall be

immediately replaced and be provided for repair or disposal. On the omission of

said measures, FDG shall be entitled to remove said equipment – for the

purpose of avoiding accidents – at the expense of the corresponding airline.

Said equipment shall be provided for collection for up to 5 working days. If said

equipment is not collected in this period by the airline, then a chargeable

disposal shall be undertaken by FDG.

For LVG-specific check-in material (label rolls, boarding passes, baggage tags,

etc.), FDG shall provide lockable steel cupboards in the counter area. After the

check-in is finished, these shall be kept either there or in another location

secured against unauthorized access.

Any faults or defects in the equipment provided by FDG shall be immediately

reported to the FDG fault report desk (0211/421-20022).

5. Alternative Passenger Guidance

5.1 Single-row queuing:


The passengers to form single-row queues per rented check-in counter in front

of the occupied counters. This is only permitted when a small number of

counters are used or in relation to the individual service counters. The belts of

the belt stanchions provided shall be accordingly used for this purpose.

5.2 Multi-row queuing along the counters used:

With multi-row queuing, one entrance shall be provided that can be marked

(e.g. by means of corresponding attachments on the belt stanchions). This is

where the possibly needed baggage contour frame and/or the classification

stela can stand. One or more exits (at an approx. 2-metre distance from the

counters) shall also be provided.

5.3 Mixed procedure:

A mixed procedure is aimed at for premium and economy subdivision.

The premium counter to be optically separated by belt stanchions and

information stelae. Here no queueing is necessary (or single-row queuing).

The queueing for the economy counter is structured as described above.

A minimum of 5 counters are required for the mixed procedure.

6. Length of Waiting Queues

In any case, the length of the queues shall be kept as short as possible.

Queues over 20 meters in length in front of the counters extending in the

direction of the terminal shall be avoided. This shall be achieved by means of

an optimal renting and manning of the counters. One counter should be rented

per 50 passengers – as described above.

Each counter rented shall be manned by one employee. Once 70% of the

passengers have checked in, the personnel deployment can be adjusted to the

volume of passengers. If, notwithstanding this, queues continue in front of the

counters that exceed the length described and extend into the terminal, then the

maximum manning shall be maintained. Both of the above shall be coordinated


with the FDG Counter Scheduling (ACC tel.: 0211/421-51012). By means of

suitable passenger marshalling (queuing), the lengths of the queues extending

in a disorderly manner into the terminal can be controlled. If the number of

counters rented is not sufficient to shorten the queues, adjacent free counters

shall be rented from the ACC at short notice. In general, this is only required at

peak times and shall not apply to the whole duration of use.

Congested queues extending more than 10 meters outside the queueing area

shall be avoided.

FDG CI shall reserve the right to order a required passenger marshalling insofar

as is necessary for the operational processes.


Annex 7

Standard Operating Procedure OP (SOP)

(supplement to the AUR, II. Part – no. 2.7)

1. Purpose

This SOP defines the processes, tasks and responsibilities for the conducting

and tracking of engine run-ups of aircraft at Düsseldorf Airport.

2. Scope

The SOP shall apply to all airlines and their employees or vicarious agents who

perform engine run-ups at Düsseldorf Airport.

3. Responsibility and Users

The respective person authorized for run-ups shall be responsible for the proper

processing and performing of aircraft engine run-ups on the airport premises.

Compliance with the SOP shall be the responsibility of the Flight Operation

Manager (OZF), who is the contact partner for all parties involved.

In his absence, OZF shall be represented by the Duty Traffic Manager.

The document will be provided to all authorized persons and responsible groups

of persons and shall only be used for internal purposes. Reproduction and

passing on to third-parties shall only be permitted with the written consent of the

Flight Operation Manager (OZF).

4. Definition of Engine Run-ups

Engine run-ups are all performance and system control run-ups on aircraft.

As a matter of principle, run-ups above operating stage “idle power” or such

with operating stage “idle power” lasting longer than five minutes shall ensue in

the effective area of the noise-protection hangar. All necessary measures shall


be taken to limit the duration of the run-up to the minimum time absolutely

required. As a matter of principle, approval for the conducting of run-ups shall

be obtained from the Duty Officer at the Airport Control Center (tel. 0211-421

51000), where the run-ups are documented.

5. Processes

5.1 Run-ups in the period from 10 pm to 6 am local time

Subject to the local noise protection regulations, run-ups for maintenance work

that are absolutely necessary for operational reasons shall only be carried out

during the night period (10 pm to 6 am), if needed to check the safety of aircraft

for the purpose of being able to comply with the flight schedule of an airline.

Applications for run-ups shall be made to the Duty Traffic Management (tel.

0211-421 2220). The noise-protection hangar is to be used during this period

for run-ups above “idle power”. The high revving of engines shall be limited to

the furthest possible extent. Maintenance work is not permitted in the noise-

protection hangar.

5.2 Run-ups in the period from 6 am to 10 pm local time

During day-time, run-ups are in general to be conducted in the noise-protection

hangar. Applications for run-ups shall be made to the ACC Duty Officer (tel.

421-51000).

5.3 Run-ups outside of the noise-protection hangar

If the noise-protection hangar can demonstrably not be used for technical

reasons (wind conditions), run-ups shall only be permitted after prior approval

and following relevant instructions from the Ground Traffic Control Centre (tel.

0211-421 2220) in the taxiing area in front of the noise-protection hangar or on

the north runway (Head 23R in the TWY K2 area).


5.4 Conducting run-ups

When conducting run-ups, the safety regulations of the airline and the AUR

(Airport User Regulations) shall be complied with.

5.5 Procedures and responsibilities

The person authorized for run-ups shall be principally responsible for the proper

conduct of the run-up.

5.6 Safety regulations for the conducting of run-ups, liability

The person authorized for run-ups shall be responsible for complying with the

measures prescribed for the test-running of engines as well as with the

regulations of the airline and the aircraft manufacturer.

Due to the traffic on the ring road, moving the aircraft into or out of the noise-

protection hangar shall be monitored on site and guided and accompanied by

an employee of the airline using the hangar, for safety reasons.

The person authorized for run-ups shall be solely responsible for taking the

wind conditions into account. On completion of the engine run-ups, the noise-

protection hangar shall be left in a clean and proper condition.

The use of the noise-protection hangar for the test-running of engines shall be

at the risk of the airline or the company commissioned. The use shall be liable

for all damage arising from non-compliance with the SOP (or other general

recognized regulations).

FDG shall undertake no liability whatsoever for any material damage, property

damage or personal injury resulting from a breach of the safety regulations –

particularly from run-ups undertaken in unfavorable or hazardous wind

conditions /winds. As a matter of principle, approval by FDG to the conducting


of run-ups shall include no statement whatsoever on whether the respective

run-up is possible from a technical/safety perspective.

5.7 Run-ups in the noise-protection hangar

Test runs of aircraft types up to the B747-400 (max. wingspan 65 meters) can

be conducted in the noise-protection hangar.

The use of the noise-protection hangar shall be coordinated with the Airport

Control Centre (telephone 0211-421 51013) and is subject to a charge. (refer to

the Catalogue of Service Charges in its applicable version for the charges).

Aircraft shall be positioned backwards (tail in) into the hangar until matching the

marking on the hangar floor and the engine intakes.

The representative of the airline shall be responsible for moving the aircraft into

the noise-protection hangar.

The warning lights shall be switched on before starting the run-up.

5.8 Safety facilities in the noise-protection hangar

5.8.1 Observation rooms

The noise-protection hangar is equipped with 2 observation rooms. One is

situated on the western side and the other on the eastern side of the noise-

protection hangar. A wind direction display is available in the western

observation room.

5.8.2 Emergency exits


A total of 6 emergency exits are provided in the noise-protection hangar – 3 on

the western side and 3 on the eastern side. In addition, there is also a sliding

door on each side of the hangar for the evacuation of vehicles.

The emergency exist shall be kept closed. The blocking or locking of the

emergency exits is prohibited.

5.8.3 Lighting

The side lighting in the hangar can be activated from each entrance to the

noise-protection hangar. The ceiling floodlights are controlled from the eastern

observation room.

5.8.4 Warning lights

The warning lights shall be switched on for each run-up and switched off on

completion! There is a switch for them in each observation room.

5.8.5 Fire alarm and fire-extinguishing system

2 x 50 kg ABC powder extinguishers

In each of the two observation rooms at the sides of the hangar, there is a

pushbutton alarm (red) available for the purpose of alarming the fire service

(direct connection to the airport fire service).

6. Relevant documents

Site plan of the safety facilities

General site plan (scale 1:500)


Site plan of the safety facilities


General site plan with the leading edge of the engine intake marked