-e

- 27 f:.ar S.J':!--?T° and pavement eovrses in shoulder and

as s, antes &void be _se:, as 'or- full strength pavement areas. tt is recommended that a drop-off of
approxrrzaa:ay 2.5 an be used at the edge of the full strength pavement, shoulders and blast pads to
provide a definrte kne of demarcation.

1.7 FUTURE AIRCRAFT DEVELOPMENTS

General

Annex 14. Volume I sets forth the minimum aerodrome specifications for aircraft that have the
.=-5 of those which are currently operating or for similar aircraft that are planned for introduction in the
F.-a 'a-7.ms- The current specifications are therefore intended to accommodate aeroplanes with wing spans of up
 E7: e ; Airbus A380-800. Accordingly, any additional safeguards that might be considered appropriate to provide

zemanding aircraft are not taken into account in the Annex. Such matters are left to appropriate authorities to
a•-•-a Lae and take into account as necessary for each particular aerodrome.

The following information may assist these authorities and airport planners to be aware of the way in which
2
a
= :action of larger aircraft may alter some of the specifications. In this respect. it is worth noting that it is probable
7-a". am me increase in current maximum aircraft size may be acceptable without major modifications to existing
2-e7 t7—es. However, the upper limit of aircraft size which is examined below is, in all probability, beyond this :-
.7a-sale-ation unless aerodrome procedures are altered, with resulting reduction in aerodrome capacity.

Future aircraft trends

.3The trends for future aircraft designs may be obtained from various sources, including the aircraft
'7
manufacturers and me International Coordinating Council of Aerospace industries Associations. For the purpose at
banning future airport development, the following aircraft dimensions may be used:

wing span up to 84 m
outer main gear wheel span up to 20 m
overall length 80 m or more
tail height up to 24 m
maximum gross mass 583 000 kg or more

Aerodrome data

 7.4 Using the rationale developed for implementation of certain specifications related to the aerodrome
reference code, it is possible that aircraft with the dimensions shown in the previous paragraph could have the effects on
the taxiway system described below.

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Part 2. Taxiways, Aprons and Holding Bays
Chapter 1. Taxiways 1-53

Taxiway width

1.7.5 It is expected that taxiing characteristics of future large aircraft will be similar to those of the largest current
aircraft when considering the straight portion of the taxiway. The taxiway width, WT, for these aircraft is represented by
the relationship:

WT = Tm + 2C

where:

TM = maximum outer main gear wheel span

C = clearance between the outer main gear wheel and the taxiway edge (maximum allowable lateral
deviation).

This geometry is shown in Figure 1-18.

1.7.6 Assuming the expected growth of outer main gear wheel span to 20 m and a wheel-to-edge clearance of
4.5 m, the taxiway width for planning purposes comes to 29 m.

Figure 1-18. Taxiway width geometry

-
•

C
TM

WT

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