Part 2. Taxiways.

Aprons and Holding Bays

Chapter 1. Taxiways 1-49

1.5 FILLETS

General

1.5.1 Annex 14, Volume I, recommends minimum clearance distances between the outer main wheels of the
aircraft which the taxiway is intended to serve and the edge of the taxiway when the cockpit of the aircraft remains
over the taxiway centre line markings. These clearance distances are shown in Table 1-1. To meet these requirements
when an aircraft is negotiating a turn, it may be necessary to provide additional pavement on taxiway curves and at
taxiway junctions and intersections, It is to be noted that in the case of a taxiway curve the extra taxiway area provided
to meet the recommended clearance distance requirement is part of the taxiway and therefore the term "extra taxiway
width° is used rather than "fillet". In the case of a junction or intersection of a taxiway with a runway, apron or another
taxiway, however, the term "fillet" is considered to be the appropriate term. in both cases (the extra taxiway width as
well as the fillet), the strength of the extra paved surface to be provided should be the same as that of the taxiway. The
following material presents concise information on fillet design.

Methods for manoeuvring aircraft on taxiway intersections

1.5.2 Specifications in Annex 14, Volume I concerning taxiway design as well as relevant visual aids
specifications are based upon the concept that the cockpit of the aircraft remains over the taxiway centre line. Another
method for manoeuvring aircraft on taxiway intersections is based upon offsetting the guideline. Three different ways to
ensure compliance with the required clearance distances in Table 1-1 are:

a) by using the taxiway centre line as the aircraft guidelines and providing a fillet,

b) by offsetting the guidelines outwards;

c) by a combination of offset guideline and fillet.

1.5.3 Methods b) and c) would appear to be the more economical solutions but the advantages are not as great
as they seem. To obtain the maximum advantage there would have to be a separate guideline for each aircraft type and
for use in both directions. Such a multiplicity of lines is impractical particularly when the taxiway is intended to be used at
night or during poor visibility conditions, and it would thus be necessary to provide a compromise offset guideline that
could be used by all aircraft.

1.6 TAXIWAY SHOULDERS AND STRIPS

Genera I

1.6.1 A shoulder is an area adjacent to the edge of a full strength paved surface so prepared as to provide a
tansition between the full strength pavement and the adjacent surface. The main purpose of the provision of a taxiway
Eeoulder is to prevent jet engines that overhang the edge of a taxiway from ingesting stones or other objects that might
:amage the engine: to prevent erosion of the area adjacent to the taxiway; and to provide a surface for the occasional
passage of aircraft wheels. A shoulder should be capable of withstanding the wheel loading of the heaviest airport
emergency vehicle. A taxiway strip is an area, including a taxiway, intended to protect an aircraft operating on the
taxiway and to reduce the risk of damage to an aircraft accidentally running off the taxiway.

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