GM1 ADR-DSN.D.340 Location of holding bays, runway-holding positions, intermediate holding positions, and road-holding positions

• ED Decision 2022/006/R found in: Aerodromes (139/2014) Part-ADR.AR Part-ADR.OR Part-ADR.OPS CS-ADR-DSN CS-HPT-DSN (Jun 2023)

GM1 ADR-DSN.D.340 Location of holding bays, runway-holding positions, intermediate holding positions, and road-holding positions ED Decision 2022/006/R (a) Care should be taken so that propeller wash and jet blast from holding aircraft do not interfere with aircraft operations, cause damage to vehicles, or injure people. (b) Generally, when used to allow flexible departure sequencing, the most advantageous location for a holding bay is adjacent to the taxiway serving the runway end. Other locations along the taxiway are satisfactory for aircraft performing pre-flight checks or engine run-ups, or as a holding point for aircraft awaiting departure clearance. (c) An aircraft taxiing could endanger aircraft operations when the aircraft is too close to the runway during take-off and landings. It is so advised to check if the aircraft taking off or landing could be hinder. For this OLS and specially approach surfaces, take-off climb surfaces and OFZ are the first aspects to consider. An aircraft taxiing could also endanger aircraft operations when the aircraft location and orientation are so that the aircraft interfere with navigation aids. It is specific to instrument runways and especially important for precision approach runways. The non-penetration of critical/sensitive areas is the first check. The areas within which this degradable interference of course or path signals are possible need to be defined and recognised. For the purposes of developing protective zoning criteria for ILS, these areas are critical areas and sensitive areas. The ILS critical area is an area of defined dimensions about the localizer and glide path antennas where vehicles, including aircraft, are excluded during all ILS operations. The critical area is protected, since the presence of vehicles and/or aircraft inside the critical area boundaries would cause unacceptable disturbance to the ILS signal. The ILS sensitive area is an area extending beyond the critical area where the parking and/or movement of vehicles, including aircraft, is controlled to prevent the possibility of unacceptable interference to the ILS signal during ILS operations. (d) For all runways, it should be verified that the distance between a holding bay, runway-holding position established at a taxiway/runway intersection or road-holding position and the centre line of a runway is so that a holding aircraft or vehicle should not infringe the approach surface and/or take-off climb surface. (e) If the affected runway is used under precision approach procedures, it should be also verified that the distance between a holding bay, runway-holding position established at a taxiway/runway intersection or road-holding position and the centre line of a runway is so that a holding aircraft or vehicle should not infringe the obstacle-free zone and the critical/sensitive areas of precision approach navigation aids (e.g. ILS/MLS). (f) If a holding bay, runway-holding position or road-holding position for a precision approach runway code number 4 is at a greater elevation compared to the threshold, the distance specified in Table D-2 could be further increased 5 m for every metre the bay or position is higher than the threshold. (g) An aircraft taxiing could also endanger aircraft operation when the aircraft is too close to other taxiing aircraft. For this, separation distances or margins between taxiing aircraft or taxiways should be considered. (h) In radiotelephony phraseologies, the expression ‘holding point’ is used to designate the runway-holding position. (i) Further guidance is given in ICAO Doc 9157, Aerodrome Design Manual, Part 2, Taxiways, Aprons and Holding Bays. [Issue: ADR-DSN/3] [Issue: ADR-DSN/6] GM1 ADR-DSN.D.340 Location of holding bays, runway-holding positions, intermediate holding positions, and road-holding positions ED Decision 2022/006/R (a) Care should be taken so that propeller wash and jet blast from holding aircraft do not interfere with aircraft operations, cause damage to vehicles, or injure people. (b) Generally, when used to allow flexible departure sequencing, the most advantageous location for a holding bay is adjacent to the taxiway serving the runway end. Other locations along the taxiway are satisfactory for aircraft performing pre-flight checks or engine run-ups, or as a holding point for aircraft awaiting departure clearance. (c) An aircraft taxiing could endanger aircraft operations when the aircraft is too close to the runway during take-off and landings. It is so advised to check if the aircraft taking off or landing could be hinder. For this OLS and specially approach surfaces, take-off climb surfaces and OFZ are the first aspects to consider. An aircraft taxiing could also endanger aircraft operations when the aircraft location and orientation are so that the aircraft interfere with navigation aids. It is specific to instrument runways and especially important for precision approach runways. The non-penetration of critical/sensitive areas is the first check. The areas within which this degradable interference of course or path signals are possible need to be defined and recognised. For the purposes of developing protective zoning criteria for ILS, these areas are critical areas and sensitive areas. The ILS critical area is an area of defined dimensions about the localizer and glide path antennas where vehicles, including aircraft, are excluded during all ILS operations. The critical area is protected, since the presence of vehicles and/or aircraft inside the critical area boundaries would cause unacceptable disturbance to the ILS signal. The ILS sensitive area is an area extending beyond the critical area where the parking and/or movement of vehicles, including aircraft, is controlled to prevent the possibility of unacceptable interference to the ILS signal during ILS operations. (d) For all runways, it should be verified that the distance between a holding bay, runway-holding position established at a taxiway/runway intersection or road-holding position and the centre line of a runway is so that a holding aircraft or vehicle should not infringe the approach surface and/or take-off climb surface. (e) If the affected runway is used under precision approach procedures, it should be also verified that the distance between a holding bay, runway-holding position established at a taxiway/runway intersection or road-holding position and the centre line of a runway is so that a holding aircraft or vehicle should not infringe the obstacle-free zone and the critical/sensitive areas of precision approach navigation aids (e.g. ILS/MLS). (f) If a holding bay, runway-holding position or road-holding position for a precision approach runway code number 4 is at a greater elevation compared to the threshold, the distance specified in Table D-2 could be further increased 5 m for every metre the bay or position is higher than the threshold. (g) An aircraft taxiing could also endanger aircraft operation when the aircraft is too close to other taxiing aircraft. For this, separation distances or margins between taxiing aircraft or taxiways should be considered. (h) In radiotelephony phraseologies, the expression ‘holding point’ is used to designate the runway-holding position. (i) Further guidance is given in ICAO Doc 9157, Aerodrome Design Manual, Part 2, Taxiways, Aprons and Holding Bays. [Issue: ADR-DSN/3] [Issue: ADR-DSN/6] ##### GM1 ADR-DSN.D.340 Location of holding bays, runway-holding positions, intermediate holding positions, and road-holding positions *ED Decision 2022/006/R* (a) Care should be taken so that propeller wash and jet blast from holding aircraft do not interfere with aircraft operations, cause damage to vehicles, or injure people. (b) Generally, when used to allow flexible departure sequencing, the most advantageous location for a holding bay is adjacent to the taxiway serving the runway end. Other locations along the taxiway are satisfactory for aircraft performing pre-flight checks or engine run-ups, or as a holding point for aircraft awaiting departure clearance. (c) An aircraft taxiing could endanger aircraft operations when the aircraft is too close to the runway during take-off and landings. It is so advised to check if the aircraft taking off or landing could be hinder. For this OLS and specially approach surfaces, take-off climb surfaces and OFZ are the first aspects to consider. An aircraft taxiing could also endanger aircraft operations when the aircraft location and orientation are so that the aircraft interfere with navigation aids. It is specific to instrument runways and especially important for precision approach runways. The non-penetration of critical/sensitive areas is the first check. The areas within which this degradable interference of course or path signals are possible need to be defined and recognised. For the purposes of developing protective zoning criteria for ILS, these areas are critical areas and sensitive areas. The ILS critical area is an area of defined dimensions about the localizer and glide path antennas where vehicles, including aircraft, are excluded during all ILS operations. The critical area is protected, since the presence of vehicles and/or aircraft inside the critical area boundaries would cause unacceptable disturbance to the ILS signal. The ILS sensitive area is an area extending beyond the critical area where the parking and/or movement of vehicles, including aircraft, is controlled to prevent the possibility of unacceptable interference to the ILS signal during ILS operations. (d) For all runways, it should be verified that the distance between a holding bay, runway-holding position established at a taxiway/runway intersection or road-holding position and the centre line of a runway is so that a holding aircraft or vehicle should not infringe the approach surface and/or take-off climb surface. (e) If the affected runway is used under precision approach procedures, it should be also verified that the distance between a holding bay, runway-holding position established at a taxiway/runway intersection or road-holding position and the centre line of a runway is so that a holding aircraft or vehicle should not infringe the obstacle-free zone and the critical/sensitive areas of precision approach navigation aids (e.g. ILS/MLS). (f) If a holding bay, runway-holding position or road-holding position for a precision approach runway code number 4 is at a greater elevation compared to the threshold, the distance specified in Table D-2 could be further increased 5 m for every metre the bay or position is higher than the threshold. (g) An aircraft taxiing could also endanger aircraft operation when the aircraft is too close to other taxiing aircraft. For this, separation distances or margins between taxiing aircraft or taxiways should be considered. (h) In radiotelephony phraseologies, the expression ‘holding point’ is used to designate the runway-holding position. (i) Further guidance is given in ICAO Doc 9157, Aerodrome Design Manual, Part 2, Taxiways, Aprons and Holding Bays. [Issue: ADR-DSN/3] [Issue: ADR-DSN/6]