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From page 67... ... 67 This chapter provides guidance on apron planning, design implications, and related regulations/ guidance for various types of airport aprons. The guidance provided incorporates standards and guidance promulgated by the FAA and other industry organizations and sources, as well as apron planning and design best practices. Read the entire page →
From page 68... ... 68 Apron Planning and Design Guidebook It is prudent to coordinate with the airport operator to assess whether there are known or desired air service changes that could result in a change in the fleet over time. If not considered, it is possible that apron and adjacent taxiway/taxilane facilities would limit the ability to efficiently and safely accommodate larger aircraft, which could introduce a barrier to effective increases in air service. Read the entire page →
From page 69... ... Apron Planning and Design 69 Key Points: • Conceptualize aircraft access and circulation routes within and adjacent to the apron. • If available space or operational factors are limiting, consider whether creating dependencies in parking or servicing would provide for the achievement of objectives. Read the entire page →
From page 70... ... 70 Apron Planning and Design Guidebook water collection system and can be used for deicing operations. Taxilane markings on the apron also allow it to be used as a bypass taxilane if operational demand warrants. Read the entire page →
From page 71... ... Apron Planning and Design 71 Site Constraints Understanding the specific site constraints at a particular airport is crucial in planning an effective apron. Site constraints include both physical and operational conditions at an airport, such as the adjacent airfield layout; established aircraft ground flow operating configurations (particularly related to aircraft routing to and from the apron) Read the entire page →
From page 72... ... 72 Apron Planning and Design Guidebook • General aviation: Forecasts of general aviation activity are based on historical activity and on planned leases or developments at the airport that would increase aircraft operations. As general aviation activity is largely unscheduled, historical daily activity should be used to determine peak period demand. Read the entire page →
From page 73... ... Apron Planning and Design 73 and Boeing 747-8, has created apron planning challenges. Many airports do not have the depth (dimension from the building face to the aircraft parking limit line) Read the entire page →
From page 74... ... 74 Apron Planning and Design Guidebook aeronautical surfaces/areas by aircraft or the equipment serving the aircraft (e.g., deicing vehicles) have the potential to create limiting or adverse operational consequences. Read the entire page →
From page 75... ... Apron Planning and Design 75 An overview of these surfaces is presented in the following paragraphs. However, it is the responsibility of the planner/designer to use the resources identified at the end of the subsections below to definitively understand the relevant aeronautical surfaces and areas that may influence apron planning/design. Read the entire page →
From page 76... ... 76 Apron Planning and Design Guidebook Runway Protection Zone. Runway protection zones (RPZs) Read the entire page →
From page 77... ... Apron Planning and Design 77 departure RPZs are described in FAA Advisory Circular 150/5300-13A, Airport Design. The dimensions for approach and departure RPZs vary greatly and are addressed in this advisory circular. Read the entire page →
From page 78... ... 78 Apron Planning and Design Guidebook Key Points: • Identify runway and taxiway critical areas that may affect apron design. • Design apron and parking areas outside AOA critical areas, considering parked positions, aircraft maneuvering within the apron, and entry/exit movements to the airfield. Read the entire page →
From page 79... ... Apron Planning and Design 79 1,000 feet and may only include certain navigational aids and other airport structures required for air navigation. The elevation of the primary surface is the same as that of the runway centerline. Read the entire page →
From page 80... ... 80 Apron Planning and Design Guidebook Precision Approach OCS The precision approach surface, also typically referred to as the "ILS approach surface," protects arriving aircraft from near-airport objects during an approach to a runway. The precision approach surface begins 200 feet from the arrival threshold and extends for a total length of 50,000 feet. Read the entire page →
From page 81... ... Apron Planning and Design 81 in the event an aircraft cannot continue an approach to a runway, especially in poor weather conditions when CAT II/III minimums are in effect. As shown on Figure 4-9, the CAT II/III missed approach surface consists of the following five surfaces: • A surface: The A surface is centered on the runway centerline and extends from a point 200 feet prior to the arrival threshold to a point 3,000 feet down-runway from the arrival threshold. Read the entire page →
From page 82... ... 82 Apron Planning and Design Guidebook "E" is the established airport elevation. The A surface elevation is consistent with the runway centerline elevation. Read the entire page →
From page 83... ... Apron Planning and Design 83 loading in front of the aircraft. The clearance must be sufficient to allow the tug to maneuver into position and engage/disengage the aircraft nosewheel. Read the entire page →
From page 84... ... 84 Apron Planning and Design Guidebook pass while entering or exiting a position. As of the time this guidebook was prepared, the FAA does not enforce separation standards for aprons, with the exception of deicing pads. Read the entire page →
From page 85... ... Apron Planning and Design 85 is a reduction in maneuvering space for vehicles that service the aircraft forward of the wing and for emergency response vehicles. When determining wingtip clearances, planners must also consider the potential effects of incorporating a service road between aircraft parking positions. Read the entire page →
From page 86... ... 86 Apron Planning and Design Guidebook Key Points: • Identify changes or advancements in aircraft wing and wingtip design that may affect spacing between parked and taxiing aircraft. • Consider the operational requirements and procedures of aircraft operators (in some cases reduced horizontal wingtip clearance or reliance on vertical clearance may be allowed during an entry/exit maneuver as long as the clearance requirements are achieved in the final parked position) Read the entire page →
From page 87... ... Apron Planning and Design 87 to accommodate a specific aircraft model, referred to as aircraft-specific designs. For example, as a result of operating agreements or other airfield operating restrictions (e.g., runway length, taxiway OFAs) Read the entire page →
From page 88... ... 88 Apron Planning and Design Guidebook Key Points: • Determine effective size for push-back areas, considering the aircraft fleet utilizing the gates/apron and the need to remain clear of the adjacent OFA. • Where possible, utilize push-back areas for other apron operations and activities (multi-use areas) Read the entire page →
From page 89... ... Apron Planning and Design 89 Power-out maneuvers can require more apron area if aircraft turning movement must be accommodated, either at the time of gate entry or at the time of gate exit. Alternatively, some aircraft can power out of an apron or gate parking position by moving in reverse, referred to as a "power back" maneuver, although pilot visibility and jet blast can be of concern. Read the entire page →
From page 90... ... 90 Apron Planning and Design Guidebook Source: Ricondo & Associates, Inc. Figure 4-11. Read the entire page →
From page 91... ... Apron Planning and Design 91 • The aircraft fleet occupying a deicing pad can vary substantially over the course of a day or peak hour, requiring consideration of overall flexibility when planning/ designing a deicing pad facility. • Allow a minimum 12.5 feet around the entire aircraft for vehicle movement areas. Read the entire page →
From page 92... ... 92 Apron Planning and Design Guidebook and fuel trucks, to reach or exceed 100,000 pounds gross vehicle weight rating. Although most apron roads are located on pavement designed for aircraft, roadways connected to an apron on pavement not used by aircraft must be capable of accommodating sustained use by this type of equipment without damage or deterioration. Read the entire page →
From page 93... ... Apron Planning and Design 93 required to remain in the apron area. Locating these parking spaces close to the terminal building is often preferred, as such location maintains greater distances between the vehicles and maneuvering aircraft, and increases safety and convenience for users of the vehicles by limiting their need to walk in the apron environment to access their vehicles. Read the entire page →
From page 94... ... 94 Apron Planning and Design Guidebook Figure 4-14. PLB operating ranges. Read the entire page →
From page 95... ... Apron Planning and Design 95 configured with two or three telescoping tunnels that have minimum and maximum operating ranges. The PLB operating range reflects the difference between the fully extended PLB and the fully retracted PLB. Read the entire page →
From page 96... ... 96 Apron Planning and Design Guidebook Assuming that an apron adjacent to a terminal that has a second-level floor height 12.0 feet above the apron needs to accommodate four aircraft with the corresponding door sill heights: • Boeing 737-700: 8.50 feet • MD-80: 7.30 feet • CRJ-900: 6.28 feet • CRJ-200: 5.00 feet The range of PLB capability needed to accommodate these aircraft must be calculated. To determine the length of the PLB needed to accommodate the door sill height for the range of aircraft listed, use the following calculation: Required Bridge Length Building Floor Height Aircraft Door Sill Height Required Maximum Slope Percentage Apron Slope = − − The required maximum slope is 8.33 percent (1:12) Read the entire page →
From page 97... ... Apron Planning and Design 97 Required Bridge Length for CRJ-900 12.0 6.280 8.33% 1% feet78.04= − − = Required Bridge Length for CRJ-200 12.0 5.00 8.33% 1% feet95.50= − − = The required PLB length ranges from 47.75 feet to 95.50 feet. After determining the necessary operating lengths, the aircraft parking plan should be configured to ensure that the apron depth is sufficient to accommodate the aircraft tail farthest from the gate at the same time that the loading door is positioned at the point used to analyze PLB length requirements. Read the entire page →
From page 98... ... 98 Apron Planning and Design Guidebook GSE Staging and Storage Planning to accommodate the staging and storage of GSE contributes to a safer apron environment by ensuring that equipment not in use is positioned in areas that reduce the potential for aircraft and vehicle interaction. GSE staging areas are used to pre-position equipment in advance of an aircraft arrival. Read the entire page →
From page 99... ... Apron Planning and Design 99 Many GSE vehicles and fixed equipment may be used to service an aircraft simultaneously, as shown on Figure 4-17. All or some of these vehicles may be used depending on available fixed equipment, such as PCA units, GPUs, and existing hydrant fueling systems, and whether or not the APUs on aircraft are used. Read the entire page →
From page 100... ... 100 Apron Planning and Design Guidebook Source: Ricondo & Associates, Inc.; The Boeing Company, 747-400 Airplane Characteristics for Airport Planning, December 2002; Airbus S.A.S., A321 Aircraft Characteristics Airport and Maintenance Planning, June 1, 2012. Figure 4-17. Read the entire page →
From page 101... ... Apron Planning and Design 101 areas for each gate. As shown on Figure 4-19, these areas can be located adjacent to gates or in a separate area in close proximity to the apron. Read the entire page →
From page 102... ... 102 Apron Planning and Design Guidebook As planning for apron GSE staging and storage is largely driven by the equipment used by individual airlines, an inventory of GSE should be prepared through coordination with the operating airlines. Information on the aircraft service methods used on the apron is helpful. Read the entire page →
From page 103... ... Apron Planning and Design 103 Cargo operators also have a large amount of transport and loading equipment that is not in use throughout the day. Storage areas on and adjacent to cargo aircraft aprons should be provided for this equipment when not in use. Read the entire page →
From page 104... ... 104 Apron Planning and Design Guidebook Key Points: • It is critical to understand the specific line services offered by FBOs or other GA apron operators in order to plan for the necessary equipment. • GA aprons can accommodate an extensive range of aircraft, which can have widely varying GSE/line service needs. Read the entire page →
From page 105... ... Apron Planning and Design 105 Taxilanes and Taxiways. All taxilanes and taxiways have a centerline marking that provides pilots with continuous visual guidance along a designated path. Read the entire page →
From page 106... ... 106 Apron Planning and Design Guidebook Taxiway centerline lights provide enhanced visual guidance to pilots in the area between a runway and an apron area and operating on the apron. Taxiway lights are not required, but are installed where other lighting may cause confusion for pilots taxiing or parking aircraft or to improve guidance to aircraft parking positions. Read the entire page →
From page 107... ... Apron Planning and Design 107 The operator or airline exclusively leasing an apron area or parking position(s) often uses its own marking standards that were developed and implemented to support its specific operations and practices. Read the entire page →
From page 108... ... Figure 4-23. Terminal area markings: (a) Read the entire page →
From page 109... ... Source: Ricondo & Associates, Inc. Figure 4-24. Read the entire page →
From page 110... ... 110 Apron Planning and Design Guidebook Lead-in/Lead-out Lines. Lead-in and lead-out lines are gate-specific pavement markings that allow an aircraft to taxi under its own power or to be towed into a gate or aircraft parking position. Read the entire page →
From page 111... ... Apron Planning and Design 111 impede the range and safe maneuvering of PLBs. The markings should define the full operational range of the PLB necessary to accommodate the aircraft fleet serviced at the PLB. Read the entire page →
From page 112... ... 112 Apron Planning and Design Guidebook Key Points: • Incorporate specific types, designs, and colors of apron markings considering the specific user of the apron or gate area. • Clearly identify all critical aircraft hazard locations that could endanger personnel or equipment. Read the entire page →
From page 113... ... Apron Planning and Design 113 Key Points: • Due to the expansive and flexible nature of aprons, it is often difficult to install apron-level signage, emphasizing the need for clear and unambiguous pavement markings. • Apron signage to be designed for adequate visibility from numerous locations around an apron area. Read the entire page →
From page 114... ... 114 Apron Planning and Design Guidebook assess an observer's viewing perspective of movement areas. For general planning purposes, the angle of incidence for line-of-sight (or the angle of the sight line to the ground at the location of the airfield component) Read the entire page →
From page 115... ... Apron Planning and Design 115 Source: Ricondo & Associates, Inc. Figure 4-27. Read the entire page →
From page 116... ... 116 Apron Planning and Design Guidebook In the example shown on Figure 4-28, a ramp tower is being proposed to view the taxilane on the far side of a proposed concourse. What eye height is required to provide unobstructed lineof-sight to the centerline of the taxilane? Read the entire page →
From page 117... ... Apron Planning and Design 117 only; the slope, both latitudinal and longitudinal, and the elevation of the apron at several locations along the building must be verified. Key Points: • Design of apron areas should permit for unobstructed visibility from the ATCT or airline ramp tower. Read the entire page →
From page 118... ... 118 Apron Planning and Design Guidebook or buildings. Jet blast and propeller wash velocities are irregular, can introduce vibrations, and should be considered when planning structures near an apron. Read the entire page →
From page 119... ... Apron Planning and Design 119 Physical Protection Physical barriers can be used to provide protection from jet blast in and around the apron/ gate area. A physical barrier, typically referred to as a blast deflector or blast fence, as shown on Figure 4-30, deflects and attenuates the aircraft engine blast to minimize exposure to personnel and equipment. Read the entire page →
From page 120... ... 120 Apron Planning and Design Guidebook When locating a physical barrier, planners must consider the anticipated aircraft orientation during movements, the location of personnel and equipment, and the type of aircraft that will be operating in the terminal apron/gate area. It is critical that a jet blast barrier does not pose a risk to aircraft taxiing in, out, or through the protected area. Read the entire page →
From page 121... ... Apron Planning and Design 121 end of the alley located between Concourses B and C be must pulled forward to a marking on the apron before thrust in excess of idle power is applied to avoid adverse jet blast effects on the terminal building. Alternatively, operational procedures that do not rely on visual cues can be used. Read the entire page →
From page 122... ... 122 Apron Planning and Design Guidebook in-pavement taxiway centerline lights or provisions for taxiing assistance in the form of a followme vehicle, tug towing, or ground marshaling. Taxiway Guidance Signing and Marking Requirements For SMGCS operations, surface-painted location and directional signs should be positioned on apron pavement where they will enhance taxiing operations for pilots. Read the entire page →
From page 123... ... Apron Planning and Design 123 The terminal building configuration significantly influences apron and gate area planning. Several general types of terminal/concourse configurations exist, all of which have different implications for parking, accessing, and servicing of aircraft. Read the entire page →
From page 124... ... 124 Apron Planning and Design Guidebook configuration provides the most consistently defined and most flexible apron area for the parking, pre-positioning, storage, and maneuvering of GSE and other apron functions that occur outside the terminal/concourse building. Linear concourses result in loading bridges and aircraft parking positions being evenly spaced and are typically operationally efficient as there is minimal need for segmented aircraft push-back maneuvers. Read the entire page →
From page 125... ... Apron Planning and Design 125 The inside-wrap configuration with parking areas along the inside curve(s) of a terminal/ concourse generally achieve the same aircraft parking capability as a linear configuration, but are less efficient in terms of the square footage of apron area per aircraft or linear footage of terminal frontage per aircraft. Read the entire page →
From page 126... ... 126 Apron Planning and Design Guidebook Additionally, sufficient wingtip clearance must be provided for vehicles entering and exiting the apron. Widebody aircraft may hold up to 50 containers, requiring several trips by cargo container tractors and trailers to fully load and unload the aircraft. Read the entire page →
From page 127... ... Apron Planning and Design 127 Additional operational safety concerns on cargo aprons include the potential for fuel spills and foreign object debris. It is important to design a drainage system to contain potential fuel spills. Read the entire page →
From page 128... ... 128 Apron Planning and Design Guidebook Apron Layout In developing the layout of general aviation aprons, planners should take into account the existing or planned location of FBO terminal buildings, fueling facilities, other aviation-related facilities, and drainage systems. The layout should be based on the number and size of aircraft that will use the apron and the provision of efficient aircraft taxiing flows. Read the entire page →
From page 129... ... Apron Planning and Design 129 such shallow gradients. Therefore, subsurface drainage infrastructure is common for aprons, including slotted drains, trench drains, and pipes with inlet systems. Read the entire page →
From page 130... ... 130 Apron Planning and Design Guidebook Vehicles and equipment used on the apron must also be considered. Fuel trucks, which can be large, may be used on general aviation aprons lacking self-fueling facilities. Read the entire page →
From page 131... ... Apron Planning and Design 131 Key Points: • Identify the variety of GA aircraft that operate on or will utilize an apron area. • Design GA aprons for the largest aircraft that may park on the apron on a regular basis, but plan the apron to accommodate infrequent operations by larger aircraft. Read the entire page →
From page 132... ... 132 Apron Planning and Design Guidebook the level of helicopter activity affects the number of helipads and parking positions required at an airport or helicopter facility. Planners and designers should coordinate with stakeholders to determine the helicopter fleet mix at the airport to assess critical dimensions and weight. Read the entire page →
From page 133... ... Apron Planning and Design 133 include a touchdown/positioning circle marking, which is a circular marking at the center of the TLOF area to identify that the area is clear of any obstacle. • Safety Area: An area surrounding the FATO area intended to reduce the risk of damage to helicopters accidently diverging from the FATO area. Read the entire page →
From page 134... ... 134 Apron Planning and Design Guidebook and towers. These items should be reviewed on an individual basis to determine if additional marking/lighting is necessary to draw more attention to their locations. Read the entire page →
From page 135... ... Apron Planning and Design 135 offers an extensive library of both commercial and military aircraft, as well as a wide variety of airside vehicles, aircraft-specific vehicles, and landside vehicles. Available software includes, but is not limited to: • Transoft Solutions – AeroTURN • Simtra AeroTech – PathPlanner Series • Savoy Computing Services – AutoTrack Airports In general, the software capabilities can be divided into two categories: movement and servicing. Read the entire page →
From page 136... ... 136 Apron Planning and Design Guidebook various object components as they perform a range of movements, including outer engine, nose tip, nose gear, tail tip, main gear, cockpit, and wingtip. The software also is able to track pilot eye position, the extent of different jet blast categories (idle, breakaway, and takeoff) Read the entire page →
From page 137... ... Apron Planning and Design 137 Management/Operational Policies Planning of apron facilities must recognize the management and operational policies that are in place at an airport. Management policies often reflect the priorities of the airport organization and can include, but are not limited to, the following types of examples: • Restrictions/requirements in leases (e.g., development standards, minimum gate equipage, restrictions on APU usage due to noise and emissions concerns, etc.) Read the entire page →
From page 138... ... 138 Apron Planning and Design Guidebook pilot/user refusals to operate in specific apron areas (e.g., due to roughness or unevenness) , or other consequences. Read the entire page →
From page 139... ... Apron Planning and Design 139 fueling capability. Standards to be followed include, but are not limited to, those included in FAA Advisory Circulars and guidelines published by the NFPA, American Petroleum Institute, and A4A. Read the entire page →
From page 140... ... 140 Apron Planning and Design Guidebook of building overhangs. All requirements in NFPA 415 should be addressed in hydrant fueling system planning and design. Read the entire page →
From page 141... ... Apron Planning and Design 141 • Regular inspection for signs of common failure modes, such as edge spalling at slab joints or corners, which, in addition to contributing to pavement deterioration, can become a source of foreign object debris at an airport. Flexible pavements use hot mix asphalt as the main surface component. Read the entire page →
From page 142... ... 142 Apron Planning and Design Guidebook material that is a two-component system. The first component consists of a methyl methacrylate monomer, pigments, fillers, glass beads, and silica. Read the entire page →
From page 143... ... Apron Planning and Design 143 without potential glare to pilots. In some cases, particularly at airports with deep aprons or those with a need to provide other services on the apron (such as electrical power for GPUs) Read the entire page →
From page 144... ... 144 Apron Planning and Design Guidebook sodium lamps have an amber color and provide adequate color rendition for low and medium activity areas and areas where color-sensitive tasks are not performed. Metal halide lamps provide a blue-white light and are preferable for any area where color rendition is important. Read the entire page →
From page 145... ... Apron Planning and Design 145 route aircraft around construction activities. With either new development or rehabilitation of an existing apron, it is always important to involve all stakeholders early in the process. Read the entire page →
From page 146... ... 146 Apron Planning and Design Guidebook there is limited or no unobstructed line-of-sight from the ATCT. The ASDE usually consists of an antenna or radar on the roof of the ATCT or on a stand-alone tower. Read the entire page →
From page 147... ... Apron Planning and Design 147 Related Regulations/Guidance/References FAA The FAA produces advisory circulars to inform and guide airport planning and design in order to achieve acceptable levels of safety and operational efficiency and to generally standardize facilities that accommodate similar sizes and types of aircraft and passenger activity. Advisory circulars describe actions or advice that the FAA expects to be implemented or followed and links the approval of federal funding to compliance with these documents. Read the entire page →
From page 148... ... 148 Apron Planning and Design Guidebook No single definition of sustainability or quantification of being "sustainable" applies to all airports. Therefore, airport operators have responded to the need to be more sustainable with a variety of sustainability planning initiatives. Read the entire page →
From page 149... ... Apron Planning and Design 149 is available to commercial service airports located in areas that are in non-attainment or maintenance of NAAQS, which are air quality standards set by the U.S. EPA pursuant to the Clean Air Act. Read the entire page →
From page 150... ... 150 Apron Planning and Design Guidebook the action does not involve extraordinary circumstances (e.g., affect a resource covered by a special purpose law) Read the entire page →
From page 151... ... Apron Planning and Design 151 of international standards and recommended practices, including those that address aerodrome (airport) planning and design. Read the entire page →

From page 67...

... 67 This chapter provides guidance on apron planning, design implications, and related regulations/ guidance for various types of airport aprons. The guidance provided incorporates standards and guidance promulgated by the FAA and other industry organizations and sources, as well as apron planning and design best practices.