_BACG Common Agreement Doc (CAD)

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Common Agreement Document

Boeing 747-8 Airport Compatibility Group(BACG)

October 2008


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Common Agreement Document Boeing 747-8 2

Table of Content

1. INTRODUCTION................................................................................................................... 3

1.1 BACG Terms of Reference ........................................................................................... 3

1.2 Purpose of the document ............................................................................................. 3

1.3 Primary condi tions of appli cation ............................................................................... 3

1.4 Abbreviations ................................................................................................................ 4

2. METHODOLOGY OVERVIEW.............................................................................................. 5

3. AIRFIELD ITEMS REVIEW ................................................................................................... 5

3.1 Introduct ion ................................................................................................................... 5

3.2 Runways ........................................................................................................................ 7

3.3 Taxiways ........................................................................................................................ 8

3.4 Runway Separat ions ..................................................................................................... 9

3.5 Taxiway and Taxilane separations ............................................................................. 11

3.6 Other items ................................................................................................................... 13

4. BACG PARTICIPATING MEMBERS....................................................................................15

Annex 1 Recommendation Let ter from BACG Aviation Author it ies

At tachment A Safety Analys is of Ai rf ield ItemsSafety analysis that led to the BACG conclusions

At tachment B Physical Characterist ics and Per formance of 747-8Airplane dimensional data; low speed flying characteristics; jet-blast contours; 747historical runway veer-off data, etc.

At tachment C Reference Mater ial Stud ies , Analysis, Working Papers, and ReportsAvailable documentation on aircraft operations

At tachment D AOPG vs. AACGOperational guidelines for 747-400 developed through Aerodrome OperationsPlanning Group (ICAO European Region) vs. AACG (A380)

At tachment E AOP Doc 7754 ExtractExtract from EUR ANP Part III-AOP

At tachment F Runway-Taxiway SeparationsTaxiway separation data of world airports

At tachment G Runway-Tax iway Separat ions U.S. FAA StandardFAA Advisory Circular 150/5300-13, Change 10, dated 29 September 2006

At tachment H U.S. FAA Modif ication of Standards (MOS) ProcessProcess and procedures for deviating from published FAA standard

At tachment I 45M Wide Runway Operational ApprovalCurrent status on 747-8 approval process with FAA


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1. Introduction

1.1 BACG Terms of Reference

The BACG is an informal group consisting of Aviation Authorities, Airport, and Industryrepresentatives. It is formed to agree and promote a common position among the group members,

with respect to operation of the 747-8 at existing airports that currently do not meet ICAO CodeLetter F specifications.

Recognizing that the ideal for 747-8 operations would be to provide a level of aerodromeinfrastructure at least equal to the generic ICAO specifications, the BACG should, in particular:

- Agree and promote that any deviation from these ICAO specifications should be supportedby appropriate aeronautical studies and relevant risk analysis.

- Report its work and findings to ICAO through the appropriate channels so that the latter mayuse such data for the development of future provisions

- Seek to influence the application of the agreed specifications for the operation of the 747-8aircraft within national regulatory frameworks

-Co-operate with other international organizations and working groups dealing with NLAoperations

- Enable the work of the BACG to be disseminated globally

1.2 Purpose of the document

The purpose of BACG common agreement document is to develop 747-8 operational guidancematerial that include,

- Items of aerodrome infrastructure that may be affected by the introduction of the Boeing747-8 aircraft

- ICAO Recommended Practices relating to those items, and- For any areas of non-compliance, to show appropriate mitigation, if required, proposed by

the BACG to ensure the safe operation of the 747-8 aircraft at aerodromes currently unableto meet ICAO Code Letter F aerodrome Standards and Recommendations.

Operational guidelines developed for the 747-8 are recommendations proposed by an informalgroup. It is stressed that the authority to approve any deviation from ICAO Annex 14 specificationsshall rest solely with the state having jurisdiction over the aerodrome.

No provision contained herein shall be construed so as to have a binding effect on any suchAuthority with respect to the approval of any such deviation.

1.3 Primary conditions of application

The operational guidelines discussed and agreed by the BACG and listed in this document onlyapply to the 747-8 aircraft as defined in Attachment B. The guidelines were developed inaccordance with the principle and methodology outlined in ICAO Circular 305, Operation of NewLarger Aeroplanes at Existing Aerodromes (June 2004).


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These guidelines are intended to permit the 747-8 to operate at existing aerodromes withoutadversely affecting safety or significantly affecting the regularity of operations. However, it isstrongly recommended to provide facilities meeting Annex 14 requirements, in full, on all relevantparts of the movement area whenever new construction or major redevelopment is undertaken.When planning such construction or redevelopment, it may be prudent to consider the requirements

of aeroplanes larger than the 747-8 types or even future aeroplane types needing facilities inexcess of Code F.

The BACG guidelines have been developed to be generically applicable to airports to perform

aeronautical studies for the introduction of 747-8 operations at existing airport facilities. However, itmay be permissible to operate with lower separation margins than agreed in this document if anaeronautical study taking into account local conditions indicates that such lower margins would notadversely affect the safety or significantly affect the regularity of operations of the 747-8.

The recommendations in this document assume that the 747-8 will be the largest aircraft using theairport. The recommendations may not be applicable for other Code Letter F aircraft for which aseparate Aeronautical Study will be needed.

Application of the different level of aerodrome infrastructure recommendations for 747-8 operationscompared to Code Letter F requirements is subject to:

For runway width and runway separations items (See 3.2 & 3.4), the 747-8 aircraft beingapproved for the use of Code Letter E runways (minimum width 45m) for each type of operation.

For taxiway separations items (See 3.5), where reduced margins exist compared to CodeLetter F recommendations, proper guidance such as centre line lights or equivalent guidance(e.g. marshaller, etc.) to be provided for night, or low visibility operations.

The ICAO Baseline refers to Annex 14, Volume 1 up to and including amendment 9, dated 15 th ofJune 2006.

1.4 Abbreviations

[RP] A14 P3.8.3 = ICAO Recommended Practices Annex 14 Paragraph 3.8.3[Std] = ICAO StandardADM Pt2 = Aerodrome Design Manual part 2SARP = Standards And Recommended PracticesRwy = RunwayTwy = TaxiwayNLA = New Large AircraftFOD = Foreign Object DamageOPS = OperationsARFF = Aircraft Rescue and Fire Fighting

OFZ = Obstacle Free ZoneOLS = Obstacle Limitation SurfaceOCP = Obstacle Clearance PanelIIWG = International Infrastructure Working GroupJAR 25 = Joint Aviation Requirements for Large AeroplaneJAR AWO = Joint Aviation Requirements All Weather OperationsOCA/H = Obstacle Clearance Altitude/HeightRTO = Rejected Take-OffRESA = Runway End Safety AreaWP = Working Paper


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2. Methodology Overview

The methodology used by BACG follows the basic scope of risk assessment process described inICAO Circular 305, Operations of New Larger Aeroplanes at Existing Aerodromes (June 2004).

This circular provides guidance on conducting aeronautical studies in the following steps:- Baseline identification of relevant ICAO SARPS and rationale/justification

-Hazard identification and analysis

- Risk assessment and possible mitigation measures- Conclusion

This circular provides guidance that allows aerodromes that do not meet the relevant Annex 14,Volume I, Code Letter F criteria to accommodate a specific NLA, such as the 747-8.

This circular was used as the primary reference source for safety analysis in accommodating the747-8 as outlined in the Section 3, Airfield Items Review, and in developing the Safety Analysis ofAirfield Items in Attachment A of this document.

3. Airfield Items Review

3.1 Introduction

The items of aerodrome infrastructure that may be affected by the introduction of theBoeing 747-8 aircraft have been identified as shown in the tables below as follows:

- Runways ( 3.2)

Runway width

Runway shoulder

- Taxiways ( 3.3)

Width of straight taxiwayWidth of curved taxiwayTaxiway shoulder width

- Runway separation ( 3.4)

Runway to parallel Taxiway Separation

Obstacle Free ZoneRunway Holding Positions

- Taxiway and Taxilane Separations ( 3.5)

Parallel Taxiway SeparationTaxiway/Apron Taxiway to Object Separation

Aircraft Stand Taxilane to Object SeparationClearance at the Gate


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- Other Items ( 3.6)

Visual aid implicationsTaxiways on bridgesRunway End Safety Area (RESA) width

Those infrastructure items are presented into tables (see below) and reviewed according to fourpoints:

1. ICAO SARPs and ADM

Standards and Recommended Practices contained in Annex 14, Volume 1 (Fourth Edition,July 2004) up to and including Amendment 9, dated 15th of June 2006 and material from theAerodrome Design Manuals (ADM Part 1, 2006; ADM Part 2, 2005) published by ICAO.

2. ICAO Justification Material

Information and formula used to elaborate ICAO SARPs and ADM (applicable to CodeLetter F aircraft as defined in Annex 14 Chapter 1).

3. BACG Agreement

Common position among BACG members on the application of ICAO requirements withrespect to the 747-8 aircraft for infrastructure and operations at existing airports thatcurrently do not meet the Code Letter F specifications.

4. Justification Material

Major information used for the safety analysis found in Attachment A to justify the proposedguidelines for the 747-8 operations.


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3.2 Runways

Item Runway width Width of Runway shoulder

ICAOS

ARPsandADM

The width of a rwy should be not less than 45m where thecode letter is E, 60m where the code letter is F.[RP] A14 P3.1.10

Strength of rwys: A rwy should be capable of withstanding

the traffic of aeroplanes the rwy is intended to serve.[RP] A14 P3.1.21

The rwy shoulders should extend symmetrically on eachside of the rwy so that overall width of rwy and itsshoulders is not less than 60m where the code letter is Eand 75m where the code letter is F.[RP] A14 P3.2.3

Strength of rwy shoulders:- A rwy shoulder should be prepared or constructed so

as to be capable, in the event of an aeroplane runningoff the rwy, of supporting the aeroplane withoutinducing structural damage to the aeroplane and ofsupporting ground vehicles which may operate on theshoulder.[RP] A14 P3.2.5

- A rwy shoulder should be prepared or constructed soas to minimize any hazard to an aeroplane running offthe rwy.

ADM Pt1 P5.2.3- In some cases, the bearing strength of the natural

ground may be sufficient, without special preparation,

to meet the requirements for shoulders.ADM Pt1 P5.2.4

- When designing shoulders, prevention of the ingestionof stones or other objects by turbine engines should bean important consideration.

ADM Pt1 P5.2.5- In case of special preparation, visual contrast between

rwy and rwy shoulders may be needed.ADM Pt1 P5.2.6

ICAO

Rationale

Planning to Accommodate Future Aircraft Development,discusses increasing the rwy width to 60m for NLA due to20m main gear wheel span and other (undefined)factors

ADM Pt1 P6

- No specific justification material available on rwyshoulder width.

BACGA

greement

A minimum central 45m of pavement of full load bearingstrength shall be provided.(equal to Code Letter E runway)

- Compliance with the minimum 60m ICAO Code LetterE runway + shoulders width

- Minimum of 2x7.5m wide shoulders on existing 45mwide rwys

Depending on local conditions, decision on thecomposition and thickness of rwy shoulders to be taken byeach national authority and/or airport operator.

If relevant to local conditions, snow removal and icecontrol as recommended by ICAO (Doc 9137-AN/898)

JustificationMaterial

- Planned FAA operational approval on 45m wide runway.- Outer main gear wheel span of 12.7m is similar to the

747-400 (12.6m) and well within the Code Letter E limitof 14m.

- Numerous design changes from the 747-400 to improvelateral handling qualities during takeoff or rejectedtakeoff.

- Otherwise, design commonality with the 747-400.- Flight deck features that improve situation awareness.- ICAO Circ. 301 - NLA balked landing study shows

maximum lateral deviation (7.6m) is similar betweenlanding at sea level vs. 6500 ft (1981m) altitude (higherapproach speed) in autoland.

- Aborted takeoff max lateral deviation requirement forcertification of 30 ft (9.1m) applies to all aircraft size.

- Same outer engine span as other 747 models.- 56 km/h exhaust wake velocity contour width of 58.5m

at takeoff thrust for 747-8 (with planned GE engines)and 56.1m for 747-400ER, both are within 60m CodeLetter E shoulder width.


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3.3 Taxiways

Item Width of straight taxiway Width of curved taxiwayTaxiway shoulder width(straight and curved)

ICAOS

ARPsandADM

Unless otherwise indicated, therequirements are applicable to alltypes of twys.

A14 P3.9

Minimum clearance between outermain wheel and twy edge: 4.5m forboth E and F[RP] A14 P 3.9.3

Width of a straight portion:- 23m for code letter E- 25m for code letter F[RP] A14 P 3.9.5

Curves to ensure that when cockpitover twy centerline, outer main wheeledge maintains 4.5m clearance fromtwy edge.

[RP] A14 P3.9.6

ADM Pt2 p1.2.9 and ADM Pt2p1.2.22 + table 1-3

Overall width of twy + shoulders onstraight portion:- 44m where code letter is E- 60m where code letter is F

[RP] A14 P3.10.1

The surface should be so prepared asto resist erosion and ingestion of thesurface material by aeroplaneengines.[RP] A14 P3.10.2

Intended to protect an a/c operatingon the twy and to reduce the risk ofdamage to an a/c running off the twy.

ADM Pt2 p1.6.1ADM Pt2 p1.6.2+ table 1-1

ICAO

Rationale

- Twy width = 2 x clearance distancefrom wheel to pavement edge +

max wheel trackCode Letter E: 23m=2x4.5m+14mCode Letter F: 25m=2x4.5m+16m

ADM Pt2 p1.2.7+ table 1-1- Origin of the 4.5m clearance

distance unknown

Origin of the 4.5m clearance distanceunknown

- No specific justification materialavailable on taxiway shoulder width

-60m was agreed at ICAO ADSG/1based on 56km/h breakawayvelocity contour width for the NLA(747-600X) with outer engine spanof 54m.

BACG

Agreement

- Minimum taxiway width of 23meters (equal to Code Letter Erequirements)

- Wheel-to-edge minimum clearanceof 4.5m for Code Letter E and Faircraft

Wheel-to-edge minimum clearance of4.5m for Code Letter E and F aircraft

- On straight portions, Code Letter Ecompliant: 44m wide strip to beprotected against shoulder erosionand engine ingestion (paved ornatural surface)

Depending on local conditions,

decision on the width for curvedportions, composition and thicknessfor straight and curved portions byeach national authority and/or airportoperator.


- Outer wheel span of 12.7m resultsin outer tire edge to pavement edge(for 23m twy) compliant with theICAO requirement of 4.5mclearance.

- Various taxiway deviation studiesconducted to date show that 4.5mclearance is adequate for safetaxiing.

No specific justification needed (referto Airplane Characteristics for AirportPlanning for 747-8)

- 747-8 outer engine span (41.7m) issame as other 747 models.

- 747-8 breakaway exhaust velocitycontour width of 46.9m at 56 kph(35 mph) is same as the 747-400ER.*

- Height of outer engine center ofthrust above ground is slightlyhigher than 747-400ER.

*Note: Breakaway thrust is

momentary since the pilot will reducepower as soon as a/c starts to roll,well before reaching the contour sizeshown.


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3.4 Runway Separations

ItemRWY to parallel TWYseparation

Obstacle Free Zone Runway hold ing posi tions

ICAOS

ARPSandA

DM

190m for instrument rwy or 115m fornon-instrument runway (may bereduced subject to aeronauticalstudy).

[RP] A 14 P3.9.8 + table 3-1columns 5 & 9

ICAO Circular 305, section 4.70(Hazard identification and analysisICAO ADM part 2, section 1.2.31-32)

OFZ half width =- 60m for code letter E- 77.5m for code letter F- Inner transitional surface slope 1:3

[Std] A14 P4.1.11 & 4.1.12 + 4.1.17to 24, Table 4-1

Note e) to Table 4-1Where the code letter is F (Column (3) ofTable 1-1), the width is increased to 155m. For information on code letter Faeroplanes equipped with digital avionicsthat provide steering commands tomaintain an established track during thego-around manoeuvre, see Circular 301"New Larger Aeroplanes, Infringement ofthe Obstacle Free Zone: OperationalMeasures and Aeronautical Study"

Take-off rwy, non-instrument & non-precision approach minimum holdingposition distances - no changecompared with Code Letter E (75m).

Precision approaches all CATs:Minimum holding position distancesincreased to 107.5m for Code Letter F(90m for Code Letter E).[RP] A14 table 3-2 footnote c

A/C at precision approach holds notto interfere with the operation of Nav.

Aids[Std] A14 P3.12.6

ICAO

Rationale

- Separation = wing span + stripwidth: Code Letter E: 182.5m =x65m+x300m Code Letter

F:190m = x80m+x300m forinstrument rwy.

- Origin of 300m rwy strip widthunknown

ADM Pt2 p1.2.19+ table 1-5

Justifications in OCP meetingsmaterial and Circular 301, Part II,paragraph 1.3.1: 155m

(Code Letter F) and 120m (CodeLetter E)

107.5m based on Code Letter F OFZdefinition and on an aircraft with 24mtail height, 62.2m distance nose-

highest tail part, 10m nose height, 45or more holding

BACGA

greement

Collision risk:For instrument runways:- ICAO Code Letter E separation of

182.5m.- Lower separation could be

envisaged on the basis of a safetyassessment,

For non-instrument runways:

-Minimum separation is 75m + halfwingspan

ILS effects:Need for specific runway studies toevaluate ILS interference risks in allcases (no difference in 747-8 and747-400 vertical tail size).

Code Letter E OFZ width of 120mbased on ICAO OCP work.

Collision risk:- For take off and non-precision

approach runways, minimum value75m to be applied.

- For precision approach runways,minimum value of 90m to beapplied.

- Need of specific runway studies to

evaluate ILS interference risks in allthe cases (no difference in 747-8and 747-400 vertical tail size).


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Collision risk:- Declining trend of 747 runway

veeroff frequency over the years- Wingspan being 68.4m, Code Letter

E design separation is degraded byonly 1.7m increase in half-wingspan(182.5m 184.2m)

- Separation based on OFZ is(60+[3x19.6]) = 118.8m

- Separation based on taxiing 747-8clear of precision rwy graded strip is

(105+34.2) = 139.2m

Note: assumes 747-8 is largest aircraftusing the airport

ILS effects:- Recent studies and ICAO work

indicate that vertical tail size iscritical, not span, and that the sizeof the sensitive and critical areasand the operational impact ofinfringement of CSAs should bereassessed. Hence, the need forspecific runway studies.

- However, the vertical tail size of

747-8 is same as 747-400 whichwould imply an identical impact for747-8 and 747-400.

ICAO Circular 301 states that whendigital autopilot or flight director withtrack hold guidance is used for theapproach, a Code Letter F airplanecan be contained within the CodeLetter E OFZ.

Collision risk:- 747-8 meets Code Letter E OFZ

applicability.- 90m for Code Letter E for precision

rwy is applicable based on samenose and tail height as 747-400

A14 table 3-2 footnote b note 1.- Lower collision risk than 747-400,

since the tail is further away fromrwy centerline compared to aircraftin A14 table 3-2 footnote b note 1.

ILS effects:- Recent studies and ICAO work

indicates that vertical tail size iscritical, not span, and that the sizeof the sensitive and critical areasand the operational impact ofinfringement of CSAs should bereassessed. Hence, the need forspecific runway studies.

- However, the vertical tail size of747-8 is same as 747-400 whichwould imply an identical impact for747-8 and 747-400.


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3.5 Taxiway and Taxilane separations

ItemParallel TaxiwaySeparation

Taxiway / Aprontaxiway to ObjectSeparation

Ai rc raf t StandTaxilane to ObjectSeparation(including service road andheight limited object)

Clearance at the gate

ICAOS

ARPSandADM

Code Letter F twycenterline to twy centerline

separation = 97.5m.Possibility to operate withlower separation distancesbased on an aeronauticalstudy.[RP] A 14 P3.9.8 + table 3-1 column 10

No specific safety buffersfor curved portion.

A14 P3.9.8 Note 3

Code Letter F twycenterline to object

separation = 57.5m.Possibility to operate withlower separation distancesbased on an aeronauticalstudy.[RP] A14 P3.9.8 + table 3-1 column 11

The taxiway strip shouldprovide an area clear ofobjects which mayendanger a/c[RP] A14 P 3.11.3

Taxilane centerline toobject separation = 50.5m.

Possibility to operate withlower separation distancesbased on an aeronauticalstudy.[RP] A14 P3.9.8 + table 3-1 column 12

The distance shown(above) may need to beincreased if jet exhaustlikely to be hazardous. [RP]

A14 P3.9.8 note 4

Minimum distance betweena/c and obstacle = 7.5m but

special circumstances onnose-in stands may permitreductiona) between terminal

(including fixed paxbridge) and a/c nose and

b) over any portion of standprovided with azimuthguidance by a visualdocking guidancesystem.

[RP] A14 P3.13.6

ICAO

Rationale

- Separation = wingspan +

max lateral deviation +increment

Code Letter E: 80m =65m+4.5m+10.5mCode Letter F:97.5m =80m+4.5m+13m

ADM Pt2 p1.2.13 +p.1.2.15 + tables 1-1and 1-4 + Figure 1-4

- Wingtip clearanceincrease from CodeLetter E (15m) to CodeLetter F (17.5m) is basedon applying thepercentage of wingspan

increase to the CodeLetter E increment Z(80/65 x 10.5 = 13)

- Separation twy to object =

wingspan + max lateraldeviation + increment

Code Letter E: 47.5m =x65m+4.5m+10.5mCode Letter F: 57.5m =x80m+4.5m+13m

ADM Pt2 p1.2.13 top1.2.18 + tables 1-1 and1-4 + Figure 1-4

- Wingtip clearanceincrease from Code LetterE (15m) to Code Letter F(17.5m) is based onapplying the percentageof wingspan increase to

the Code Letter Eincrement Z (80/65 x10.5)

- Separation = wingspan

+ max. dev. + incrementCode Letter E: 42.5m =x65m+2.5m+7.5mCode Letter F: 50.5m =x80m+2.5m+8m

ADM Pt2 p1.2.13 top1.2.17 + table 1-1 and1-4 + Figure 1-4

- Wingtip clearanceincrease from Code LetterE (10m) to Code Letter F(10.5m) is based on theincrease in wingtip track-out when the aircraft turnsinto the gate using

oversteer technique(typical).

Origin of the 7.5m

clearance distanceunknown


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ItemParallel TaxiwaySeparation

Taxiway / Aprontaxiway to ObjectSeparation

Ai rc raf t StandTaxilane to ObjectSeparation(including service road andheight limited object)

Clearance at the gate

BACGAgreement

- Minimum tip-tip clearancemargin of 11m withaircraft assumedcentered on straighttaxiways and positioned

cockpit over centreline incurved sections.

- For planning purposesCode Letter E paralleltaxiway separation (80m)should be the minimum.

Lower figures could beaccepted subject toaeronautical study

See notes 1a, 2 & 3

- Minimum tip-objectclearance margin of 9mwith aircraft assumedcentered on straighttaxiways and positioned

cockpit over centreline incurved sections.

- For planning purposesCode Letter E taxiway toobject separation (47.5m)should be the minimum.

Lower figures could beaccepted subject toaeronautical study

See notes 1b, 2 & 3

- Minimum tip-objectclearance margin of7.5m with aircraftassumed centered onstraight taxiways and

positioned cockpit overcentreline in curvedsections.

- For planning purposesCode Letter E taxilane toobject separation(42.5m) should be theminimum.

Distance may be reducedfor height limited object. Allobjects to be properlymarked or lighted.Depending on localconditions, decision onreduced margins for height

limited objects by eachauthority and/or airportoperator.

See note 2 & 3

ICAO SARPs to befollowed (7.5 m)

Possibility of reduceddistance with appropriate

measure such as visualdocking guidance system,marshaller(s), etc.

See note 2 & 3

Distance may be reducedfor height limited object. Allobjects to be properlymarked or lighted.Depending on localconditions, decision onreduced margins for heightlimited objects by each

authority and/or airportoperator.

Jus

tificationMaterials

- Air Navigation Plan ICAO European Regionrecommended reducedseparation distances for747-400 operations with11m wingtip clearance.

- Taxiway deviationstatistics analysis

- AACG agreement of 11mfor A380, if taxiwaycentre line lighting orequivalent guidance isavailable

- Air Navigation Plan ICAO European Regionrecommended reducedseparation distances for747-400 operations with9m wingtip clearance.


- AACG agreement of 9mfor A380, if taxiway centreline lighting or equivalentguidance is available

- Air Navigation Plan ICAO European Regionrecommended reducedseparation distances for747-400 operations with7.5m wingtip clearance.


- AACG agreement of 7.5mfor A380, if taxiway centreline lighting or equivalentguidance is available

Not applicable

Note 1a:The ICAO Aerodromes Panel has recommended to the Air Navigation Commission that theincrement for Code Letter F be reduced to 10.5 meters, hence, a reduction of the parallel taxiwayseparation to 95m.

Note 1b:The ICAO Aerodrome Panel has recommended to the Air Navigation Commission that theincrement for Code Letter F be reduced to 10.5 meters, hence, a reduction of the taxiway to objectseparation to 55m.

Note 2:For taxiway separations, where reduced margins exist compared to Code Letter Frecommendations, proper guidance such as centre line lights or equivalent guidance e.g.marshaller, etc.) is to be provided for night or low visibility operations.It may be permissible to operate with lower separation margins than agreed in this document if anaeronautical study taking into account local conditions indicates that such lower margins would notadversely affect the safety or significantly affect the regularity of operations of the 747-8.

Note 3:To ensure that the minimum tip-object margins above are respected on curved sections of taxiway,it is recommended to use appropriate tools (such as simulation or the analytical method in ICAO

ADM)


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3.6 Other items

Item Visual aids Taxiways on bridgesRESA (Runway End SafetyArea) width

ICAOS

ARPSandADM

Elevated Edge lights- Elevated rwy lights shall be

frangible + clear of propellers &engine pods.[Std] A14 P5.3.1.7

- Surface (inset) lights shallwithstand being run over by aircraft.[Std] A14 P5.3.1.8

- Rwy edge lights shall be placedalong the edge of the area declaredfor the use as rwy or outside byless than 3m.[Std] A14 P5.3.9.4

Signals shall be frangible + clear ofpropellers & engine pods.[Std] A14 P.5.4.1.3

PAPI- Where a PAPI or APAPI is installed

on rwy without ILS or MLS they

shall be sited to ensure guidancefor the most demanding aircraftregularly using the rwy. Where aPAPI or APAPI is installed on rwywith ILS or MLS they should besited to provide guidance for thoseaircraft regularly using the rwy.

A14 Chap 5 Figure 5-18 P a) & b),A14 Chap 5 Table 5-2 note a.

- The location of PAPI units dependson eye-to-wheel height of the groupof aircraft that use the systemregularly & by using the mostdemanding aircraft of the group.

A14 Chap 5 Table 5-2 note a.

-Wheel clearances may be reducedsubject to aeronautical study butnot less than values indicated inTable 5-2 column 3.

A14 Chap 5 Table 5-2 not e c

The width of the portion of a taxiwaybridge capable of supportingaeroplanes, as measureperpendicularly to the taxiwaycenterline, shall not be less than thewidth of the graded area of the stripprovided for that taxiway, unless aproven method of lateral restraint isprovided which shall not behazardous for aeroplanes for whichthe taxiway is intended.Code Letter E: 44mCode Letter F: 60m[Std] A14 P3.9.20 &

ADM Pt 2 P1.4.4

Access should be provided for ARFFvehicles to intervene in bothdirections.[RP] A14 P3.9.21

If a/c engines overhang the bridgestructure, protection of adjacent areasbelow the bridge from engine blastmay be required.[RP] A14 P3.9.21 Note

ADM Pt2 p1.4.4

The width of a RESA shall be at leasttwice that of the associated runway.120m for associated Code Letter Frwy; 90m for Code Letter E rwy.[Std] A14 P3.5.4

The width of a RESA should,wherever practicable, be equal to thatof the graded portion of theassociated runway strip. 150m forCode number 3 and 4.[RP] A14 P3.5.5

ICAO

Rationale

Work of ICAO Visual Aids Panel/Working Group

No specific justification available ontaxiway on bridge

Protection beyond the rwy strip tominimize damage when aircraftundershoot or overshoot the rwyduring landing or takeoff.

ADM Pt1 P5.4.1


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Item Visual aid impl ications Taxiways on bridgesRESA (Runway End SafetyArea) width

BACGAgreement

- For Rwy edge lighting position,ICAO SARPs to be followed(placed along the edge of the areadeclared for the use as Rwy oroutside by less than 3 m).

- Inset Rwy edge lights; possibility ofelevated runway edge lightsaccording to preliminary engine

outputs. Snow clearance to beconsidered in the choice.

- PAPI: No specific 747-8requirement; ICAO compliant.

- Not less than 44m for width of theportion capable of supporting the747-8 and for passengerevacuation.

- Possibility of reduced width marginsif proven method of lateral restraintis provided.

- Not less than 44m for jet blast

protection, slide and passengermovement support duringevacuation in case full bearingstrength width is reduced by provenmeans of lateral restraint.

-Alternative path for ARFF vehicles(whatever the bridge width).

Minimum 90m based on 45m CodeLetter E associated runway width, ortwice that of the actual associatedrunway width.

Justification

Materials

- 747-400 engine position- Similar exhaust wake velocity

contours as 747-400- Similar glide slope approach

attitude

- 747 outer main gear wheel span- 747 outer engine span- 747-8 Jet blast velocity contours at

taxiing similar to 747-400

- FAA/EASA planned approval tooperate on 45m wide rwy.

- History of satisfactory 747operations on 45m wide rwys.

- Frequency of 747 rwy veeroffs hasdeclined significantly over itsservice history.


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4. BACG Participating Members

List of BACG Participants

Organization Name Position

Airports, their Authori ties, and Air lines

Austral ia

Civil Aviation Safety Authority

Australia Frank Leonardi

Airspace and Aerodrome

Regulation GroupFrance

ADP Philippe Laborie Technical Director, CDG airport

ADP Isabelle Wallard Deputy Director, Planning Divison

DGAC Jean-Louis PiratScientific & International Advisor,Civil Aviation Technical Center

DGAC Laurent Osty Airport Certification

DGAC Pierre TheryUnit Chief, Airport Certification,Civil Aviation Technical Center

Germany

BMVBS Susanne HofmannAirport Policies, Federal Ministry ofTransport

Fraport Holger SchwenkeHead, Airside Development and

ATC

Fraport Ibrahim Zantout Head, Apron InfrastructureHMWVL Egon Grsslein Head Section Aerodromes

Italy

Italian Civil Aviation Authority Alessandro Cardi Director of Airport Infrastructure

Netherlands

Civil Aviation AuthorityThe Netherlands

Sietse JagerSenior Advisor, Aerodromes and

Airspace Division

Amsterdam Schiphol Rob ten HoveSenior Advisor, Airport CapacityManagement

Poland

Warsaw Airport Jan MalawkoHead of Airport OperationsSupervision and SMS

United Kingdom

British Airports Authority Andrew Badham Head of Central Airside Operations

Airl inesCargolux Sten Rossby Captain, Chief Technical Pilot

Lufthansa Michael DietzGeneral Manager, ATS &International Organizations

Lufthansa Matthias Schmitt Manager, Airports & Infrastructure

Industry Organization

ACI David Gamper (Chairman)Director, Safety and Technical

Affairs

Boeing Kaz Konya (Secretary)Senior Principal Engineer, AirportTechnology

Boeing Marc Schoen Manager, Airport Technology

Boeing Ed GervaisTechnical Fellow, AirportTechnology

Boeing Jerry RobinsonSenior Engineer, AirportTechnology

Boeing Karen Dix-Colony Senior Engineer, AirportTechnology

IATA Ton Van der VeldtAssistant Director, Safety,Operations & Infrastructure


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Annex 1

Recommendation Letters from BACGAviation Authorities

Germany

France

Australia

Italy

Netherlands


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