CS ADR-DSN.E.345 General

ED Decision 2014/013/R

Aprons should be provided to permit the safe loading and off-loading of passengers, cargo, or mail as well as the servicing of aircraft without interfering with the aerodrome traffic.

GM1 ADR-DSN.E.345 General

ED Decision 2014/013/R

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CS ADR-DSN.E.350 Size of aprons

ED Decision 2014/013/R

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GM1 ADR-DSN.E.350 Size of aprons

ED Decision 2016/027/R

(a) The total apron area should be adequate to permit safe and expeditious handling of aerodrome traffic at its maximum anticipated density.

(b) The amount of area required for a particular apron layout depends upon the following factors:

(1) the size and manoeuvrability characteristics of the aircraft using the apron;

(2) the volume of traffic using the apron;

(3) clearance requirements;

(4) type of ingress and egress to the aircraft stand;

(5) basic terminal layout or other aerodrome use;

(6) aircraft ground activity requirements; and

(7) taxiways and apron service roads.

(c) Passenger aircraft services that are carried out during the time the aircraft is parked in a stand position include: galley; toilet and potable water service; baggage handling; fuelling; provision of air conditioning, oxygen, electrical power supply and starting air; and aircraft towing. Most of these functions have a vehicle and/or equipment associated with them, or have some type of fixed installation established to conduct these services. Further guidance is given in ICAO Doc 9157, Aerodrome Design Manual, Part 2, Taxiways, Aprons and Holding Bays, paragraph 3.4.6.

(d) Consideration should be given to providing sufficient area on the starboard side of the aircraft to support the level of activity that take place in the turnaround operation. Further guidance is given in ICAO Doc 9157, Aerodrome Design Manual, Part 2, Taxiways, Aprons and Holding Bays, paragraph 3.4.6.

[Issue: ADR-DSN/3]

CS ADR-DSN.E.355 Strength of aprons

ED Decision 2014/013/R

Each part of an apron should be capable of withstanding the traffic of the aircraft it is intended to serve, due consideration being given to the fact that some portions of the apron should be subjected to a higher density of traffic and, as a result of slow moving or stationary aircraft, to higher stresses than a runway.

GM1 ADR-DSN.E.355 Strength of aprons

ED Decision 2022/006/R

(a) Apron pavement protection against fuel: On aircraft stands, pavement surface in bituminous concrete and joints between concrete slabs should be protected from fuel effects.

(b) Fuel on bituminous concrete provokes a disintegration of the concrete which becomes a kind of dark powder. On aircraft stands, it is not rare to have fuel on the pavement surface, due to leakage from aircraft or refuelling devices or due to a wrong move during refuelling. Therefore, if the aircraft stand pavement is in bituminous concrete, a specific protection is considered. Such protection is:

(1) a surface protection consisting in an overlay with a material inert against fuel; or

(2) a product incorporated in the mass of the bituminous concrete during its fabrication, protecting aggregates and binder.

(c) The first solution has the disadvantages to be fragile against stamping effects due to aircraft at the stand but is very useful for existing pavement protection.

(d) Taking into account the stamping due to aircraft at stands and the weakness of bituminous concrete against fuel, the aircraft stand pavements are often in cement concrete, which offers a much better resistance to stamping and to fuel. Nevertheless, joints between cement concrete slabs could be also damaged by fuel. According to the location of such joints regarding aircraft location and refuelling devices location, it is preferable to manufacture such joints in a material resistant to the fuel.

(e) The method for reporting the bearing strength of the pavement is available in Part-ADR.OPS of Regulation (EU) No 139/2014.

(f) Additional information on the bearing strength, the design and evaluation of pavements is given in ICAO Doc 9157, Aerodrome Design Manual, Part 3, Pavements.

[Issue: ADR-DSN/6]

CS ADR-DSN.E.360 Slopes on aprons

ED Decision 2016/027/R

(a) Slopes on an apron, including those on an aircraft stand taxilane, should be sufficient to prevent accumulation of water on the surface of the apron but should be kept to the minimum required to facilitate effective drainage.

(b) On an aircraft stand the maximum slope should not exceed 1 % in any direction.

[Issue: ADR-DSN/3]

GM1 ADR-DSN.E.360 Slopes on aprons

ED Decision 2022/006/R

(a) The design of slopes should direct spilled fuel away from building and apron service areas. Where such slopes are unavoidable, special measures should be taken to reduce the fire hazard resulting from fuel spillage.

(b) Slopes on apron have the same purpose as other pavement slopes, meaning to prevent the accumulation of water (or possible fluid contaminant) on the surface and to facilitate rapid drainage of surface water (or possible fluid contaminant). Nevertheless, the design of the apron, especially for the parts containing aircraft stands, should specifically take into account the impact of the slopes on the aircraft during its braking at the stand and during its start for departure (with push-back or with its own engines). The aims are, on the one hand, to avoid that an aircraft passes its stop point and goes on the apron service road or to the closest building and on the other hand, to save fuel and optimise the manoeuvrability of the aircraft or of the push-back device.

(c) Where the slope limitation of 1 % on the stands cannot be achieved, the slope should be kept as shallow as possible and should be such that the operation of the aircraft and vehicles is not compromised.

[Issue: ADR-DSN/3]

[Issue: ADR-DSN/6]

CS ADR-DSN.E.365 Clearance distances on aircraft stands

ED Decision 2016/027/R

(a) The safety objective of clearance distances on aircraft stands is to provide safe separation between an aircraft using the stand and any adjacent building, aircraft on another stand and other objects.

(b) An aircraft stand should provide the following minimum clearances between an aircraft entering or exiting the stand and any adjacent building, aircraft on another stand and other objects:

Code Letter

Clearance

A

3 m

B

3 m

C

4.5 m

D

7.5 m

E

7.5 m

F

7.5 m

(c) The minimum clearance distance for code letters D, E and F can be reduced:

(1) for height limited objects,

(2) if the stand is restricted for aircraft with specific characteristics,

(3) in the following locations (for aircraft using a taxi-in, push-back procedure only):

(i) between the terminal (including passenger loading bridges) and the nose of an aircraft; and

(ii) over a portion of the stand provided with azimuth guidance by a visual docking guidance system.

[Issue: ADR-DSN/3]

GM1 ADR-DSN.E.365 Clearance distances on aircraft stands

ED Decision 2017/021/R

(a) Reduced separation at the gate is possible where azimuth guidance by a visual docking guidance system is provided, in combination with additional mitigation measures, such as:

(1) good condition of marking and signage;

(2) maintenance of visual docking systems.

(b) On aircraft stands, where reduced clearance distances are applied:

(1) Guidance by a visual docking guidance system should be provided.

(2) All objects for which reduced clearances apply should be properly marked or lighted (see Chapter Q Visual Aids for Denoting Obstacles).

(3) Aircraft stands where reduced clearance distances apply should be identified and the information published in the AIP.

(4) For code letters D, E or F, an aircraft stand equipped with a visual docking guidance system the minimum clearance of 4.5 metres may be applied between an aircraft entering or exiting the stand and any adjacent building, aircraft on another stand or other objects.

(5) For code letter C an aircraft stand equipped with a visual docking guidance system the minimum clearance of 3 metres may be applied between an aircraft entering or exiting the stand and any adjacent building, aircraft on another stand or other objects if a safety assessment indicates that such reduction would not affect the safety of operations of aircraft.

(c) Any aircraft passing behind an aircraft parked on an aircraft stand should keep the required clearance distances defined in Table D-1.

[Issue: ADR-DSN/3]

[Issue: ADR-DSN/4]