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the nose to the highest part of the tail of 62.2 m and a nose height of 10 m holding at an angle of 45O or more with respect to the runway centre
line, being clear of the obstacle free zone.
3.13 Aprons
General
that some portions of the apron will be subjected to a higher
densiv of traffic and, as a result of slow moving or stationary
aircraft, to higher stresses than a runway.
3.13.1 Recommendation.- Aprons should be provided Slopes on aprons
where necessary to permit the on- and off-loading of passengers,
cargo or mail as well as the servicing of aircrafi . 3.13.4 Recommendation.- Slopes on an apron,
without interfering with the aerodrome traftc. including those on an aircraft stand taxilane, should be
suftcient to prevent accumulation of water on the surface of
the apron but should be kept as level as drainage requirements
Size of aprons permit.
3.13.2 Recommendation.- The total apron area should 3.13.5 Recommendation.- On an aircraft stand the
be adequate to permit expeditious handling of the aerodrome maximum sbpe should not exceed I per cent.
tr@c at its maximum anticipated densiry.
Clearance distances on aircraft stands
Strength of aprons
3.13.6 Recommendation.- An aircraft stand should
3.13.3 Recommendation.- Each part of an apron provide the following minimum clearances between an aircraft
should be capable of withstanding the traftc of the aircraft it wing the stand and any adjacent building, aircraft on another
is intended to serve, due consideration being given to the fact stand and other objects:
2411 1105
No. 7
Anna 14 - Aerodromes Volume I
Code letter Clearance Location
When special cimmstances so warrant, these clearances may
be rediced at a nose-in aircrajl stand, where the code letter is
D, E or F:
a) between the terminal, including any foced passenger
bridge, and the nose of an aircraft; and
b) over any portion of the stand provided with azimuth
guidance by a visual docking guidance system.
Note.- On a p m , consideration abo has to be given to
the provision of service roadr and to manoeuvring and storage
area for ground equipment (see the Aerodrome Design
Manual, Part 2, for guidance on storage of ground
equipmenl).
3.14 Isolated aircraft parking position
3.14.1 An isolated aircraft parking position shall be
designated or the aerodrome control tower shall be advised of
an area or areas suitable for the parking of an aircraft which is
known or believed to be the subject of unlawful interference,
or which for other reasons needs isolation from normal
aerodrome activities.
3.14.2 Recommendation.- The isolated aircrdt
parking position should be located at the maximum distance
practicable and in any case never less than 100 mpom other
parking positions, buildings or public areas, etc. Care should
be taken to ensure that the position is not located over
underground utilities such as gas and aviation fuel and, to the
extent feasible, electrical or communication cables.
3.15 De-icing/anti-icing facilities
3.15.2 Recommendation.- De-icing/anti-icing facilities
should be provided either at aircraft star& or at specified
remote areas along the tm'way leading to the runway meant
for take-off; provided that adequate drainage arrangements
for the collection and safe disposal of excess de-iringhntiicing
fluids are available to pment ground water
contamination. fie efect of volume of t r a f i and departure
flow rates should also be considered.
Note 1.- One of the primary factors influencing the
location of a de-icing/anti-icing facility is to ensure that the
holdover time of the anti-icing treatment is still in &ct at the
end of taxiing and when take-of clearance of the heated
aeroplane is given.
Note 2.- Remote facilities cornpenrate fir changing
weather conditions when icing conditions or blowing snow are
expected to occur along the taxi route taken by the aeroplane
to the runway meant for take-o$
3.15.3 Recommendation.- The remote de-icing/antiicing
facility should be located to be clear of the obstacle
limitation surfaces spec@ed in Chapter 4, not cause
interference to the radio navigation aids and be clearly visible
fLom the air traflc control tower for clearing the treated
aemplane.
3.15.4 Recommendation.- The remote. de-icing/antiicing
facility should be so located as to provide for an
expeditious traffic flow, perhaps with a bypass configuration.
and not require unusual taxiing manoeuvre into and out of the
pads.
Note. - The jet blast effects caused by a moving aeroplane
on other aeroplanes receiving the anti-icing treatment or
　
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