7754 Vol 1 Flyleaf - ICAO Public Maps

III-6 EUR BASIC ANP
Annex 14, Table 3-1, whereas the wingtip clearance of an
aircraft taxiing on a curved taxilane or turning from one
taxilane into another taxilane/taxiway should not be less
than 7.5 m.
Note.— Where vertical clearance criteria are being
considered, the separation distance between the taxilane
centre line and the edge of the service roads or an object,
which may not exceed a height of 3 m above the relative
taxilane centre line, should be not less than 41.5 m.
B747-400 Operations - Reduced clearance distances on
aircraft stands
48. On aircraft stands, where reduced clearance
distances exist, guidance by visual docking guidance system
should be provided.
49 All objects for which reduced clearances apply,
should be properly marked or lighted (Annex 14, Chapter
6).
50. An aircraft stand equipped with a visual docking
guidance system should provide the minimum clearance of
5 m between an aircraft using the stand and any adjacent
building, aircraft on another stand and other objects.
Note.— The clearance distance between an aircraft on
a stand provided with azimuth guidance by a visual
docking guidance system and an object or edge of a service
road may further be reduced subject to local circumstances
provided that the object (e.g. blast fence) does not exceed a
height of 3 m above the surface of the relative aircraft
stand.
56. The declared capacity/demand condition at
aerodromes should be periodically reviewed in terms of a
qualitative analysis for each system component and, when
applicable, the result of the qualitative assessment upon
mutual agreement be used for information in Table AOP
of the FASID.
57. The future capacity/demand, based on a forecast
for the next seven years, should be agreed upon after close
cooperation between airport authorities and affected users
and the relevant capacity requirements reflected in Table
AOP of the FASID.
58. Operators should consult with aerodrome
authorities when future plans indicate a significant
CAPACITY
Aerodrome capacity
51. States should ensure that adequate consultation
and, where appropriate, cooperation between airport
authorities and users/other involved parties is executed at
all inter-national aerodromes to satisfy the provisions of
56 to 66.
52. States should provide and coordinate
communication and exchange of information between the
States’ international aerodromes and international
organizations involved with aerodrome capacity issues.
53. Consultation procedures should be established
between aerodrome authorities and users commensurate
with local conditions and appropriate to the specific
purpose the consultation process is intended to serve
(capacity assessment/demand forecasting, etc.).
54. Regular consultation between airport authority and
users should preferably be effected by local working groups
composed of all parties involved, including ATS where
applicable. Alternatively, a local group may be replaced by
a national committee.
55. At aerodromes where environmental concerns
prevail with a potential impact on aerodromes capacity, a
dialogue-oriented activity with communities will be
required in which users should actively participate.
Aerodrome capacity assessment
and requirement
increased requirement for capacity resulting in one of the
elements reaching a limiting condition. This forecast should
then be shown as an updated requirement in Table AOP
of the FASID for the appropriate element.
59. Each aerodrome in the region will have its own
requirement in the mix of the above-mentioned elements.
However, if there is a capacity limitation at an aerodrome
this will have an impact on the surrounding links in the
overall capacity chain and vice versa. Therefore, it is
essential that the specific element that causes the limitation
in the traffic flow be identified and adjusted.
60. Aerodrome capacity should be assessed and
declared by aerodrome authorities in consultation with the