GM1 ADR-DSN.D.260 Taxiway minimum separation distance

• ED Decision 2017/021/R found in: Aerodromes (139/2014) Part-ADR.AR Part-ADR.OR Part-ADR.OPS CS-ADR-DSN CS-HPT-DSN (Dec 2024)

GM1 ADR-DSN.D.260 Taxiway minimum separation distance ED Decision 2017/021/R (a) Guidance on factors which may be considered in the safety assessment is given in ICAO Doc 9157, Aerodrome Design Manual, Part 2, Taxiways, Aprons and Holding Bays. (b) ILS and MLS installations may also influence the location of taxiways due to interferences to ILS and MLS signals by a taxiing or stopped aircraft. Information on critical and sensitive areas surrounding ILS and MLS installations is contained in ICAO, Annex 10, Volume I, Attachments C and G (respectively). (c) The separation distances, as prescribed in Table D-1, column (10), do not necessarily provide the capability of making a normal turn from one taxiway to another parallel taxiway. Guidance for this condition is given in ICAO Doc 9157, Aerodrome Design Manual, Part 2, Taxiways, Aprons and Holding Bays. (d) The separation distance between the centre line of an aircraft stand taxilane and an object, as prescribed in Table D-1, column (13), may need to be increased when jet exhaust wake velocity may cause hazardous conditions for ground servicing. (e) It may be permissible to operate with lower separation distances at an existing aerodrome if a safety assessment indicates that such lower separation distances would not adversely affect the safety or significantly affect the regularity of operations of aeroplanes. (f) The separation distances, as prescribed in Table D-1, may have to be increased on taxiway curves to accommodate the wing sweep of the critical aeroplane or on dual parallel taxiways when, as for example, used as bypass taxiways. (g) The requirements for apron taxiways regarding strip width, separation distances, etc., are the same as for any other type of taxiway. [Issue: ADR-DSN/2] [Issue: ADR-DSN/3] [Issue: ADR-DSN/4] GM1 ADR-DSN.D.260 Taxiway minimum separation distance ED Decision 2017/021/R (a) Guidance on factors which may be considered in the safety assessment is given in ICAO Doc 9157, Aerodrome Design Manual, Part 2, Taxiways, Aprons and Holding Bays. (b) ILS and MLS installations may also influence the location of taxiways due to interferences to ILS and MLS signals by a taxiing or stopped aircraft. Information on critical and sensitive areas surrounding ILS and MLS installations is contained in ICAO, Annex 10, Volume I, Attachments C and G (respectively). (c) The separation distances, as prescribed in Table D-1, column (10), do not necessarily provide the capability of making a normal turn from one taxiway to another parallel taxiway. Guidance for this condition is given in ICAO Doc 9157, Aerodrome Design Manual, Part 2, Taxiways, Aprons and Holding Bays. (d) The separation distance between the centre line of an aircraft stand taxilane and an object, as prescribed in Table D-1, column (13), may need to be increased when jet exhaust wake velocity may cause hazardous conditions for ground servicing. (e) It may be permissible to operate with lower separation distances at an existing aerodrome if a safety assessment indicates that such lower separation distances would not adversely affect the safety or significantly affect the regularity of operations of aeroplanes. (f) The separation distances, as prescribed in Table D-1, may have to be increased on taxiway curves to accommodate the wing sweep of the critical aeroplane or on dual parallel taxiways when, as for example, used as bypass taxiways. (g) The requirements for apron taxiways regarding strip width, separation distances, etc., are the same as for any other type of taxiway. [Issue: ADR-DSN/2] [Issue: ADR-DSN/3] [Issue: ADR-DSN/4] ##### GM1 ADR-DSN.D.260 Taxiway minimum separation distance *ED Decision 2017/021/R* (a) Guidance on factors which may be considered in the safety assessment is given in ICAO Doc 9157, Aerodrome Design Manual, Part 2, Taxiways, Aprons and Holding Bays. (b) ILS and MLS installations may also influence the location of taxiways due to interferences to ILS and MLS signals by a taxiing or stopped aircraft. Information on critical and sensitive areas surrounding ILS and MLS installations is contained in ICAO, Annex 10, Volume I, Attachments C and G (respectively). (c) The separation distances, as prescribed in Table D-1, column (10), do not necessarily provide the capability of making a normal turn from one taxiway to another parallel taxiway. Guidance for this condition is given in ICAO Doc 9157, Aerodrome Design Manual, Part 2, Taxiways, Aprons and Holding Bays. (d) The separation distance between the centre line of an aircraft stand taxilane and an object, as prescribed in Table D-1, column (13), may need to be increased when jet exhaust wake velocity may cause hazardous conditions for ground servicing. (e) It may be permissible to operate with lower separation distances at an existing aerodrome if a safety assessment indicates that such lower separation distances would not adversely affect the safety or significantly affect the regularity of operations of aeroplanes. (f) The separation distances, as prescribed in Table D-1, may have to be increased on taxiway curves to accommodate the wing sweep of the critical aeroplane or on dual parallel taxiways when, as for example, used as bypass taxiways. (g) The requirements for apron taxiways regarding strip width, separation distances, etc., are the same as for any other type of taxiway. [Issue: ADR-DSN/2] [Issue: ADR-DSN/3] [Issue: ADR-DSN/4]