Aircraft movements and parking stands

1(19) Aircraft movements and parking stands Table of contents 1 General... 3 1.1 Foreword... 3 1.2 Aircraft parking stands... 3 1.3 Planning... 3 1.4 Airport CDM... 4 1.5 Push-back... 5 1.6 De-icing... 5 1.7 Compass calibration... 5 1.8 Billing of aircraft parking charge... 5 1.9 Training requirements Turn-around process... 5 2 Traffic... 6 2.1 Communication between pilot and ground handling staff... 6 2.1.1. Signalling... 6 2.1.2. Radio communication... 6 2.2 Parking stand before aircraft arrival... 7 2.3 Marshalling... 7 2.4 Docking guidance systems... 7 2.5 Push-back... 8 2.5.1 Push-back procedures... 8 2.6 Push and Hold procedure... 8 2.7 Parking stand after aircraft departure... 8 2.8 Arrivals Aprons H, J, K, L, M and S... 9 2.9 De-icing... 9 2.10 Engine test run station...10 2.11 Engine test runs at sites other than the test run station...11 3. Safety... 11 3.1 Safety distances...11 3.2 Wingtip markings...12 3.3 Chocks...12 3.4 Foreign object debris (FOD)...12 3.5 Snow removal/anti-skid treatment at parking stand...14 3.6 Avoidance of jet blasts at Apron F...14 3.7 Engine test run...14 3.8 Compass calibration...14 4. Security... 14 Environment... 15 5.1 Idle power...15 5.2 Use of APUs...15 5.3 De-icing of aircraft at Stockholm Arlanda Airport...15 5.3.1 Sites approved for de-icing...16 5.3.2 Map of sites approved for de-icing...17 5.3.3 Sites for remote de-icing...18 6. Monitoring and compliance... 19 7. References... 19 7.1 For further information...19 7.2 Reference documentation...19

Appendix A-12-2013 Tables aircraft parking stands and push-back procedures Appendix A-12-2013 Danger zones around aircraft A-12-2013 2(19)

3(19) 1 General 1.1 Foreword This Airport Regulations contains the local regulations in force in the parking, de-icing, engine test runs and compass calibration of aircraft. The regulations are based on rules in the European Aviation Safety Agency (EASA) s statutes with local additions and adjustments for Stockholm Arlanda Airport. These regulations must be followed in operations in conjunction with the parking of aircraft. In cases where the regulations below describe flight deck crew procedures, this is for informational purposes. The regulations for flight deck crew at the airport are mainly controlled through AIP and NOTAM. 1.2 Aircraft parking stands Information about the designation and size of parking stands is described in Appendix A-12-2013 and serves as documentation for the planning of aircraft parking and the allotment of parking stands. Restrictions are indicated in the notes for the stand. 1.3 Planning Swedavia Stockholm Arlanda, Stand & Traffic Planning is the unit responsible for planning aircraft parking at Stockholm Arlanda Airport. The parking stands are allotted by Traffic Planning via air traffic control. The telephone number to Traffic Planning for: Arlanda North, tel 010-109 1050 Arlanda South, tel 010-109 1051 The allotment of aircraft stands requires that Traffic Planning has an up-to-date picture of traffic at all times. The company/representative is therefore responsible for contacting Traffic Planning whenever delays are expected or when aircraft are towed from the stand. Notification shall be made to Traffic Planning in close connection with the start of every towing or technical taxiing. Notification shall be made by calling Arlanda Apron at VHF radio 131.425 MHz, SA Traffic Plan on Airport Radio, Intercom (snabbtelefon) number 03 91052 or telephone 010-109 1052. Notification shall include the aircraft registration and between what stands/areas the towing/technical taxiing is being carried out. If a parking stand is being used, for instance, temporarily for equipment or for maintenance, the request shall first be submitted to Traffic Planning, which gives approval. Aircraft parked at the terminal for turnaround longer than two hours will be towed away unless otherwise requested, including aircraft parked on the other parking areas shall, upon request of traffic planning towed away within two hours. Contact Traffic Planning for an alternative parking stand. Traffic Planning works using the following timeframes: Code C aircraft: the stand should be prepared no later than 45 minutes before estimated departure time and it should be possible, upon request, to tow the aircraft away 30 minutes after arrival time. Code D aircraft: the stand should be prepared no later than 60 minutes before estimated departure time and it should be possible, upon request, to tow the aircraft away 60 minutes after arrival time. Code E aircraft: the stand should be prepared no later than 90 minutes before estimated departure time and it should be possible, upon request, to tow the aircraft away 60 minutes after arrival time.

4(19) Ground handling companies should be informed if the stand cannot be prepared for the aircraft as above. The operator may then for its own production choose a shorter preparation time at the terminal, or choose to handle departure from a remote stand. In case of technical problems after push-back is completed, the aircraft is not normally given priority back to the original parking stand. 1.4 Airport CDM Airport Collaborative Decision Making (A-CDM) facilitates an optimal handling of turnaround processes at the airport in order to increase the efficiency of European airspace (Single European Sky). The following instructions/information apply: Ground handling company and air operator must heed any CDM warnings Ground handling company and air operator are responsible for correct TOBT (aircraft ready) The flight crew must ensure that engine start-up and push-back can be requested within TSAT -/+ 5 min. If the flight is not ready for start-up and push-back within the specified time window, this must be reported to ground handling company responsible for updating TOBT - Note that the EOBT/TOBT may not differ by more than -10/+15 minutes. If the difference is greater, the flight will not be allocated a TSAT. In that case, the A-CDM process slows down and there is a risk in cases where there is a CTOT that the flight will get a new CTOT for push-back as well. The de-icing sequence will be based on the TSAT, and if there is no TSAT there is a risk of lower priority for de-icing. - An upgrade of the visual docking guidance system (VDGS) is in progress, and after the update the system will display three rows: local time, TOBT and TSAT. The row for TOBT will switch between the text TOBT and the time for TOBT. The row for TSAT will switch between the text TSAT and the time for TSAT. The TSAT time will be displayed as soon as it is available, normally about 30 minutes before TOBT. The aim is to have all parking stands equipped with a VDGS. If the flight crew requests start-up after TSAT +5, then ATS must - Notify the flight crew that the TSAT window is closed - Notify the flight crew that they must ask their ground handling company to register new TOBT to get a new TSAT Air operators performing self-handling are responsible for reporting TOBT or changes in TOBT. Contact Stand & Traffic Planning, tel. 010-109 1050. - For other A-CDM-related matter, contact cdm@swedavia.se

1.5 Push-back A-12-2013 5(19) Push-back procedures are presented for the purpose of maintaining an orderly flow of traffic on terminal aprons. These procedures show the direction of the aircraft and where push-back should end. The end position of a push-back is also indicated in order to create the best conditions in terms of workplace health and safety with regard to jet blasts. For these reasons, the procedures shall be respected as far as possible, while taking into account aviation safety. 1.6 De-icing As the airport operator, Swedavia is obliged to ensure that the companies providing air traffic services at the airport are given the opportunity to de-ice their aircraft before take-off if necessary. Methods and procedures must be carried out in compliance with the regulations in force, such as the European Aviation Safety Agency (EASA) s statutes, Airport Regulations and applicable environmental considerations for the use and removal of de-icing fluid. Personnel who perform de-icing or related operations must possess approved, current and valid authorisation. Regardless of what de-icing site is used, the de-icing co-ordinator must be familiar with the site and have knowledge of its features and limitations. The co-ordinator shall also make sure that all personnel who perform de-icing meet the competency requirements that have been established. 1.7 Compass calibration There is currently no dedicated site for compass calibration at the airport. 1.8 Billing of aircraft parking charge When an aircraft parks in a space it is guided to by one of the marshals, Swedavia reserves the right to bill the parking charge directly to the company that towed the aircraft to the space. If the towing is performed at the request of a company other than the one that performed the towing, the company ordering the towing will be billed directly. If this involves technical maintenance, the airport may bill the company that performed the technical maintenance. In that case, direct billing will be on a weekly basis in advance. 1.9 Training requirements, turn-around process All operators who operate passenger bridges (jetties), docking guidance systems and passenger flows must be trained and approved for the tasks. The training process involves the ground handling company in question appointing one or more people that Swedavia trains as superusers. Such people then have authorisation

to train operators in their own organisation. Swedavia s training material must be used in the training of the superuser/operator. A-12-2013 6(19) 2 Traffic 2.1 Communication between pilot and ground handling staff Communication between pilot and ground handling staff (does not apply to Air Traffic Management) can take place through signalling or radio communication. 2.1.1. Signalling All signalling between ground handling staff and pilot shall take place in accordance with the Standardised European Rules of the Air (SERA) EU no 923/2012. Daylight-fluorescent wands, marshalling bats or gloves must be used by all ground handling staff for signalling during the daytime. Illuminated wands must be used in darkness or low visibility. 2.1.2. Radio communication Communication between ground handling staff (for start-up and pushback) and pilot must take place in accordance with TSFS 2013:46 chap 5.

7(19) 2.2 Parking stand before aircraft arrival Information about the allotted stand will be given to the pilot via TWR and to ground handling companies via NDS. Before the arrival of the aircraft at the parking stand and before the docking guidance system is activated, the jetty operator in charge of the aircraft is responsible for: ensuring that the parking stand is free of vehicles and equipment ensuring that the parking stand is free of foreign object debris (FOD) checking that no equipment may be damaged or may damage the jetty while the jetty is being manoeuvred. For stands that do not have a jetty, someone is delegated by the apron manager or trained marshall to ensure the above. 2.3 Marshalling With some exceptions, most aircraft parking stands at Stockholm Arlanda Airport are equipped with precision fixed parking aids (docking guidance systems). At stands where aircraft are not approved for docking guidance system use, where such aids are not present or are out of order, manual marshalling or towing will be performed. For assistance with manual marshalling, contact the Apron Tower. In case of manual marshalling, the marshall is responsible for ensuring that: before marshalling begins, the parking stand is free of objects or equipment that may damage the aircraft. marshalling is performed only by authorised personnel (a person approved by Swedavia). marshalling is performed in accordance with the marshalling signals specified in EU no. 923/2012 (SERA) and TSFS 2014:71. unless otherwise stated, the parking aid is not activated vehicles or personnel do not remain or pass between marshalling personnel and aircraft while marshalling is underway 2.4 Docking guidance systems Activation of fixed parking aids is not only a form of guidance to the pilot but also an acknowledgement that the parking stand is free from objects, equipment or personnel that may damage/suffer damage or injury from the aircraft. When a stand is equipped with a fixed parking aid, the ground handling company for each aircraft is responsible for ensuring that: the parking aid is operated only by qualified personnel the parking aid is operated according to Swedavia s training material before the arrival of the aircraft, the parking aid is activated to accommodate the right aircraft type and, as appropriate, the right version before activation of the fixed parking aid, the parking stand has been inspected and found free of equipment, objects or personnel that may damage/suffer damage or injury from the aircraft while the aircraft is taxiing in, the parking aid is checked to verify that its function will follow expected behaviour throughout the docking procedure

in case of irregularities in the docking procedure, or system error, the emergency stop button is activated any error or irregularity noted in the system is reported to the Arlanda Service Center tel 010-109 66 00. A-12-2013 8(19) no vehicles or personnel remain or pass between the aircraft and the docking system during the docking procedure. 2.5 Push-back Push-back in conjunction with towing shall be preceded by contact with TWR. The tables for aircraft parking stands provide where push-back is to be carried out, and the push-back procedures show how this is to be carried out. For push-back procedures where push-back is to be carried out, see Appendix A-12-2013 Tables aircraft parking stands and push-back procedures. Reversing of aircraft engines as an alternative to push-back is not allowed. Aircraft may not taxi or be towed between a building and another aircraft that is undergoing or has completed push-back, without conveying information about this to the pilots and the push-back supervisors by the aircraft or once pushback is completed. When push-back is being performed simultaneously from two adjacent or opposing stands and the push-back supervisors and pilots have not mutually agreed otherwise in advance, the pushback from the stand with the lower number is entitled to go first. 2.5.1 Push-back procedures Ground handling companies must ensure in their procedures for carrying out push-back and training that the operator of the TBL vehicle completely avoids operating on or over centreline lighting when driving with the cradle in the lowered position. This procedure shall ensure that the lights are not damaged. 2.6 Push and Hold procedure In order to increase availability of parking stands, when flights have received or expect a delayed off-block time, the Push and Hold procedure is available. Push and Hold applies to departing aircraft after a request from Traffic Planning. Depending on availability, both the apron and taxiways can be used for parking. Availability will depend on the traffic situation at the time. Traffic Planning takes the decision in cooperation with TWR and in dialogue with the relevant airline/handling agent. The airport can accommodate 4 aircraft for Push and Hold simultaneously. Air traffic control can reduce the number of waiting aircraft in order to avoid blocking the taxiway system. Push and Hold allows for punctual off-block times, for delays up to 90 minutes. For delays in excess of 90 minutes the flight will be given the option to park in a position suitable to the extended delay. 2.7 Parking stand after aircraft departure After the aircraft s departure, the start-up leader is responsible for ensuring that:

the parking stand is free from vehicles and materials. the parking stand is free from FOD. cables and hoses are rolled and hung up. wheel chocks and cones are properly rolled and hung up. A-12-2013 9(19) After the aircraft s departure, the jetty operator is responsible for ensuring that: the jetty has been moved to parking position and that no equipment has been left below or adjacent to the jetty that may be damaged or damage the jetty while it is being manoeuvred. the fixed parking aid has been de-activated or turned off. 2.8 Arrivals Aprons H, J, K, L, M and S Companies that conduct operations at Aprons H, J, L and M as well as in the hangar areas at Aprons K and S are responsible for meeting and receiving aircraft that will park there. These companies are responsible for reporting to Traffic Planning that this will take place. This in turn ensures that the aircraft is cleared straight to the intended apron. The following procedure shall be adhered to: Prior to landing, companies shall report to Traffic Planning that a given flight will be going to Apron H, J, K, L, M or S. A representative of the company shall ensure that the relevant requirements according to sections 2.1, 2.2, 2.3, 3.1 and 3.4 below are met. Prior to taxiing to the apron, a representative of the company shall be on the spot to signal stop at the marked position so that taxiing can be carried out without the aircraft being forced to stop so that taxiways or vehicle routes are blocked. 2.9 De-icing Aircraft movements, i.e. taxiing, towing and movements to and/or from the de-icing site, are controlled by directions in AIP/NOTAM and by instructions from the air traffic control tower (TWR). For aircraft using Runway 01L/19R, 01R/19L and 08/26 for take-off, de-icing takes place where approved at the aircraft parking stand, or at another assigned site approved for de-icing, according to sections 5.3.1 and 5.3.2 below. For aircraft that use Runway 01R/19L for take-off, it is no longer a requirement that de-icing must take place on Apron M. Given that it is no longer required that de-icing must take place on Apron M for aircraft taking off on Runway 01R/19L, Traffic Planning will no longer send out text messages (SMS) when there is a change in runways. On those occasions when there is taxiing towards Apron M so that an aircraft can be de-iced on Apron M, the pilot is assigned a de-icing pad on Apron M by calling the Arlanda Apron at VHF frequency 131.425 MHz. If de-icing is to be carried out on Apron M for aircraft taxiing in with the intention of de-icing on Apron M, the de-icing company is responsible for ensuring that the check is carried out according to section 3.4 below and then informing Traffic Planning that it is clear for aircraft to taxi in by calling the Arlanda Apron.

At any time the weather situation makes only single-runway operations (take-off from Runway 01L) possible, the airport may decide through TTF (the Tactical Traffic Forum) to perform remote de-icing at Apron S and/or R (see section 5.3.3 below). A-12-2013 10(19) 2.10 Engine test run station Booking of the engine test run station (motorkörningsplatsen) is handled by Traffic Planning, Planning Position Arlanda North (Nord). Errors, deficiencies or damage at an engine test run station must be reported without delay to Traffic Planning Arlanda North. In addition to regulations in force in the European Aviation Safety Agency (EASA) s statutes concerning test runs of aircraft engines in connection with maintenance measures, the following applies: Aircraft engine tune-up and test runs must occur at the engine test run station located at Apron H, unless otherwise stated below. If an aircraft engine is to be test run with an output of up to 70 per cent, the aircraft must be parked with its main landing gear within the marked area inside the engine test run station. If an aircraft engine is to be test run with an output of 70 per cent or more, the aircraft must be parked with its main landing gear within the marked area located about 17 m in front of the outer gate rail. Taxiing into the engine test run station using the aircraft s own engine is not allowed. Wheel chocks must be used on the aircraft during an engine test run. The following aircraft types must use a site other than the engine test run station: Aircraft with a wingspan greater than 55m. Code D and larger aircraft with a tail engine.

11(19) 2.11 Engine test runs at sites other than the test run station In case of test runs for aircraft types that are not approved or cannot be operated at the above engine test run station, the aircraft shall be referring to alternative sites. The following alternative sites have been approved 1) At 450m, beginning of Runway 26 2) At 450m, beginning of Runway 19L 3) At 450m, beginning of Runway 19R The choice of site shall be based on the following prioritisation 1. Noise 2. Traffic situation 3. Wind direction The following procedure must be applied: The person responsible for the engine testing contacts Traffic Planning, Planning Position Arlanda North (Nord) about the request at least one hour before the scheduled time. Traffic Planning submits an assignment related to the engine test run request to the Airport Technical & Operative Supervisor (ATOS). ATOS is responsible for coordinating the assignment together with TWR and the Operator. Traffic Planning keeps a logbook of the number of engine test runs that take place at alternative sites between 10.00 p.m. and 6.00 a.m. local time. This is in order to comply with the Swedish Environmental Protection Agency s general advice about national aviation noise levels. 3. Safety 3.1 Safety distances Commanding officers on board aircraft are responsible for avoiding any collision between aircraft and objects or vehicles. If the stand allocated is not suitable for practical reasons, the commanding officer shall inform Air Traffic Control Tower (TWR) that another parking stand is desired. After this, Stand & Traffic Planning makes a decision regarding the possibility of allowing a change in the parking stand allocation. Ground handling companies are responsible for ensuring that safety distances are maintained at the parking stand and that the stand is free of loose objects, both upon the arrival of the aircraft and after its departure. If safety distances cannot be maintained, the ground handling company is responsible for interrupting the procedure and correct, also inform and making the flight deck crew and ATOS aware of this. The safety area represents the area within the red painted safety line at the stand. The safety area also includes surface areas below and within the manoeuvring area of the jetty. An area marked by barriers indicates that equipment may never be placed here.

12(19) Push-back supervisors are responsible for ensuring that no collision occurs with vehicles or objects during push-back. When there is a risk of collision, interrupt the procedure and inform the commanding officer. See also Appendix A-12-2013 Danger zones around aircraft. 3.2 Wingtip markings When aircraft are parked at Stockholm Arlanda Airport, their wingtips must be marked with cones. The purpose is to increase awareness of the aircraft s dimensions in order to avoid a collision. Swedavia is responsible for supplying the cones. The responsibility for setting out and removing the cones rests with the ground handling company serving the aircraft in question. The cones are placed in accordance with the airline s regulations and procedures. If there are no such airline regulations, the IATA standards for the placement of cones are to be used. The cones shall be in contrast to the surroundings and furnished with reflective material so that they are also visible in low visibility conditions. For aircraft departure, the cones must be removed in a coordinated manner. The cones must be kept in their designated space when they are not in use. 3.3 Chocks At Stockholm Arlanda, wheel chocks are used for aircraft parking to ensure that the aircraft cannot start moving when the aircraft s brakes have been released or when the aircraft has been released from the tow or pushback tractor. The responsibility for placing and removing chocks lies with the ground handling company involved. In the placing of chocks, the ground company involved is responsible for keeping the surface free of snow, ice, sand or other material that can cause friction between the chocks and the surface to deteriorate when the chocks are being put in place. The chocks are placed as specified in the airline s rules and procedures, although the minimum requirement is that two pairs of chocks must always be used for Code C aircraft or larger. The chocks must be placed under the landing gear s two main wheels or else one must be placed under one of the main wheel and the other under the nose wheel. If chocks under the nose wheel are removed before the tow or pushback tractor is connected, chocks must be placed under both main wheels. 3.4 Foreign object debris (FOD) Everyone who is in the airside area of the airport has a responsibility and a duty to remove foreign object debris (FOD) that may cause damage to aircraft. The ground handling company at a parking stand is responsible for performing an FOD check before aircraft arrival and after aircraft departure. This check also includes inspecting for, securing and removing equipment or objects that may damage aircraft or

jetties. This responsibility also includes reporting FOD to the airport personnel in charge on those occasions when it is not immediately possible to remove the object personally. A-12-2013 13(19) At remote de-icing sites, de-icing companies are responsible for performing an FOD check. The check also includes a check for, securing and removal of equipment or objects that could damage aircraft. This responsibility also includes reporting to the airport personnel in charge on occasions when someone cannot immediately remove an object.

14(19) When strong winds are expected in the airport area, ground handling companies must ensure that all equipment and other objects cannot be blown away and cause injury or damage to aircraft or to the property of the ground handling company or others. The procedure for this shall be clearly specified in the ground handling company s procedures. 3.5 Snow removal/anti-skid treatment at parking stand Snow removal and anti-skid treatment is normally performed by the Swedavia field service at the airport in accordance with a prioritised procedure. However, the operator/ground handling company is responsible for checking before the arrival/departure of an aircraft that passenger/employees can move safely at all times, and for performing anti-skid treatment as needed, for example on the apron, stairs and passageways used by passengers, using the equipment that has been provided. For co-ordination of large-scale anti-skid treatment, the snow coordinator must be contacted, telephone 010-109 15 00. 3.6 Avoidance of jet blasts at Apron F To avoid jet blasts affecting parked aircraft at Apron F, the following procedure applies: Aircraft that have parked aircraft behind them at any time during taxiing in or out shall not use higher power than idle thrust. To avoid any use of break-away thrust, aircraft that have been stopped for any reason under these conditions must request assistance to be pulled into their final parking position or to a position where the use of break-away power no longer constitutes any hazard. 3.7 Engine test run Before any engine test run, the person responsible for the test run must ensure that an inspection of the engine test run site has been conducted with regard to persons that may be injured or equipment that may be damaged. During any engine test run, the person responsible for the test run must ensure that no person is injured or property is damaged or, if this is the case, must interrupt the procedure. 3.8 Compass calibration With this document, the rules and regulations in effect for the compass calibration base have been complied with, and any risks to aviation safety are thus mitigated. 4. Security The Swedavia Arlanda Security Department ARNMS is responsible in consultation with the Arlanda Police or the airline in question for any security arrangements for aircraft parked on the aprons.

15(19) Environment 5.1 Idle power Idle power is allowed for a limited period a maximum of 5 minutes when a brief technical inspection is needed. The procedure shall occur under the responsibility of the start-up manager. 5.2 Use of APUs Auxiliary power units (APUs) PU may be started/used no earlier than 5 minutes before the estimated time of push-back or taxiing and no more than 5 minutes after the aircraft is on block. If an APU needs to be used for a longer period, this may only occur following an agreement with the ground handling company in question. Use of APU in technical positions and in connection with the technical inspection shall be for environmental reasons minimized. 5.3 De-icing of aircraft at Stockholm Arlanda Airport All de-icing fluid spilled on the ground during de-icing of aircraft must be recovered. In addition, the following applies: The right to perform de-icing is granted only on the condition that the contractor ensures that de-icing fluid found on the ground after de-icing has been performed is immediately suctioned from the ground surface. De-icing of aircraft may only occur at the sites listed under section 5.3.1 and 5.3.2 below. Before de-icing begins, the de-icing company must be notified. This company must ensure that a suction vehicle for recovery of de-icing fluid is manned and in operation. However, during the period September 16-May 15, de-icing staff are on continuous stand-by. If de-icing is carried out between May 15 and September 16, the Arlanda Service Center shall be notified immediately when the de-icing order has been submitted. This is so that operations staff can switch the glycol valves to their winter position. Telephone Arlanda Service Center 010-1096600. De-icing fluid may only be applied just before an aircraft s departure. If de-icing fluid must be applied at a time other than directly before departure, the aircraft must immediately be moved away, once the deicing fluid has been applied, to permit recovery of de-icing fluid. Suction recovery of de-icing fluid must begin immediately after an aircraft has left its parking stand. An aircraft may not be moved to a stand where de-icing has been performed before the de-icing fluid has been recovered. Aircraft that have carried out the preventive de-icing procedure at T2 may taxi out to Runway 01R or 19L for take-off. Suctioned glycol may only be emptied at the A-glycol tip facility located southwest of the end of Runway 01L.

16(19) 5.3.1 Sites approved for de-icing At Stockholm Arlanda, the day markings for de-icing areas are marked with a double unbroken white line, within which de-icing must occur. Site Parking stand Remarks Terminal 5 1-10, 11-20 Terminal 4 31-44 Stop bar W may be used as needed when completing full body de-icing on A320. Stop bar W can be found at the following stands: 31, 32, 33, 34, 35, 37, 38, 39, 40, 41och 43. Terminal 3 50-58, 60A Terminal 2 61-68 De-icing occurs after push-back is completed. However, the preventive deicing procedure is permitted at the parking stand Terminal 2 remote 69, 69L and 69R Terminal F F28 F44 Apron D 102-112 Apron E 101-119 Apron G 141 148 Apron G remote G149 Contact Traffic Planning before taxiing to G149 for de-icing, if the aircraft has not been parked there. This is to ensure that taxiing in is possible given the use of neighbouring parking stands and the wingspan limit of 51.99 m. Apron M M5 M9 Apron R R3 R10, R9C R10A Apron R remote Marked site between the taxiing lines R5 and R6 The de-icing site is limited to aircraft with a maximum wingspan of 51.99 m Apron S remote Marked de-icing site north of SC The de-icing site is limited to aircraft with a maximum wingspan of 51.99 m

5.3.2 Map of sites approved for de-icing A-12-2013 17(19)

5.3.3 Sites for remote de-icing A-12-2013 18(19)

19(19) 6. Monitoring and compliance - 7. References 7.1 For further information Questions concerning stand availability Swedavia Stand & Traffic Planning ARNOAT 010-109 1050. Questions concerning engine test run sites Swedavia Stand & Traffic Planning ARNOAT 010-109 1050 Questions concerning CDM E-mail: cdm@swedavia.se Questions concerning compass calibration Swedavia Stand & Traffic Planning ARNOAT 010-109 1050 Other questions Stand & Traffic Planning ARNOAT 010-109 1050 Ground Operations Manager ARNOAx 010-109 12 24 7.2 Reference documentation Appendix A-12-2013 Tables aircraft parking stands and push-back procedures. Appendix A-12-2013 Danger zones around aircraft