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Doc 9157, Part 2 Fifth Edition Corrigendum No. 1 English only 11/08/21 Doc 9157 Aerodrome Design Manual Part 2 Taxiways, Aprons and Holding Bays Fifth Edition CORRIGENDUM No. 1 1. Please replace pages 1-33, 1-39, and App 5-1 with the following replacement pages in Doc 9157, Part 2, Fifth Edition bearing the following notation 2. Please record the entry of this Corrigendum on page iii. END 11/08/21 Corr. 1
Part 2. Taxiways, Aprons and Holding Bays Chapter 1. Taxiways 1-33 d the threshold speed, braking ability and operational turn-off speed Vex of the aircraft will determine the location of the exits. 1.3.6 The location of exit taxiways in relation to aircraft operational characteristics is determined by the deceleration rate of the aircraft after crossing the threshold. To determine the distance from the threshold, the following basic conditions should be taken into account a threshold speed and b initial exit speed or turn-off speed at the point of tangency of the central exit curve point A, Figures 1-10 and 1-11. Figure 1-10. Design for rapid exit taxiways code number 1 or 2 18/6/21 No. 1 11/08/21 Corr. 1
1-34 Aerodrome Design Manual Figure 1-11. Design for rapid exit taxiways code number 3 or 4 Design, location and number of rapid exit taxiways 1.3.7 Determining the optimum location and required number of rapid exit taxiways to suit a particular group of aeroplanes is recognized as a comparatively complex task owing to the many criteria involved. Although most of the operational parameters are specific to the type of aircraft with respect to the landing manoeuvre and subsequent braked deceleration, there are some criteria which are reasonably independent of the type of aircraft. 1.3.8 Accordingly, a methodology, known as the Three Segment Method, was developed which permits the determination of the typical segmental distance requirements from the landing threshold to the turn-off point based on the operating practices of individual aircraft and the effect of the specific parameters involved. The methodology is based on analytical considerations supplemented by empirical assumptions, as described below. 1.3.9 For the purpose of exit taxiway design, the aircraft are assumed to cross the threshold at an average of 1.3 times the stall speed in the landing configuration at maximum certificated landing mass with an average gross landing mass of about 85 per cent of the maximum. Further, aircraft can be grouped on the basis of their threshold speed at sea level as follows Group A less than 169 km/h 91 kt Group B between 169 km/h 91 kt and 222 km/h 120 kt Group C between 224 km/h 121 kt and 259 km/h 140 kt Group D between 261 km/h 141 kt and 306 km/h 165 kt, although the maximum threshold crossing speed of aircraft currently in production is 282 km/h 152 kt. 18/6/21 No. 1
Part 2. Taxiways, Aprons and Holding Bays Chapter 1. Taxiways 1-39 1.3.14 Some aerodromes have heavy activity of aircraft in code number 1 or 2. When possible, it may be desirable to accommodate these aircraft on an exclusive runway with a rapid exit taxiway. At those aerodromes where these aircraft use the same runway as commercial air transport operations, it may be advisable to include a rapid exit taxiway to expedite ground movement of the small aircraft. In either case, it is recommended that this exit taxiway be located at 450 m to 600 m from the threshold. 1.3.15 As a result of Recommendation 3/5 framed by the Aerodromes, Air Routes and Ground Aids Divisional Meeting 1981, ICAO in 1982 compiled data on actual rapid exit taxiway usage. The data, which were collected from 72 airports and represented operations on 229 runway headings, provided information on the type of exit taxiway, distances from threshold to exits, exit angle and taxiway usage for each runway heading. During the analysis it was assumed that the sample size of the surveyed data was equal for each runway heading. Another assumption was that whenever an aircraft exited through an exit taxiway located at an angle larger than 45, the aircraft could have exited through a rapid exit taxiway, had there been a rapid exit taxiway on that location except the runway end. The accumulated rapid exit usage versus distance from thresholds is tabulated in Table 1-9. This means that had there been a rapid exit taxiway located at a distance of 2 200 m from thresholds, 95 per cent of aircraft in group A could have exited through that exit taxiway. Similarly, rapid exit taxiways located at 2 300 m, 2 670 m and 2 950 m from thresholds could have been utilized by 95 per cent of aircraft in groups B, C and D, respectively. The table shows the distances as corrected by using the correction factors suggested in the study carried out by the Secretariat and presented to the AGA/81 Meeting, namely, 3 per cent were 300 m of altitude and 1 per cent per 5.6C above 15C. Table 1-9. Accumulated rapid exit usage by distance from threshold metres Aircraft category 50 60 70 80 90 95 100 A 1 170 1 320 1 440 1 600 1 950 2 200 2 900 B 1 370 1 480 1 590 1 770 2 070 2 300 3 000 C 1 740 1 850 1 970 2 150 2 340 2 670 3 100 D 2 040 2 190 2 290 2 480 2 750 2 950 4 000 Geometric design 1.3.16 Figures 1-10 and 1-11 present some typical designs for rapid exit taxiways in accordance with the specifications given in Annex 14, Volume I. For runways of code number 3 or 4, the taxiway centre line marking begins at least 60 m from the point of tangency of the central exit curve and is offset 0.9 m to facilitate pilot recognition of the beginning of the curve. For runways of code number 1 or 2, the taxiway centre line marking begins at least 30 m from the point of tangency of the central exit curve. 1.3.17 A rapid exit taxiway should be designed with a radius of turn-off curve of at least 550 m where the code number is 3 or 4, and 275 m where the code number is 1 or 2 to enable exit speeds under wet conditions of 93 km/h 50 kt where the code number is 3 or 4, and 65 km/h 35 kt where the code number is 1 or 2. 18/6/21 No. 1 11/08/21 Corr. 1
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