This document specifies the technical requirements to minimize the hazards listed in Clause 4 which can arise during the commissioning, operation and maintenance of AFE when used as intended, including misuse reasonably foreseeable by the manufacturer, when carried out in accordance with the specifications given by the manufacturer or his authorized representative. It also takes into account some performance requirements recognized as essential by authorities, aircraft and ground support equipment (GSE) manufacturers as well as airlines, airports and fuelling companies.
This document applies to all types of aircraft fuelling equipment:
a)   aircraft refuellers;
b)   hydrant dispensers;
c)   defuellers;
d)   hydrant pit servicing vehicles;
e)   pit cleaner vehicles;
f)   stationary dispensing units,
intended to service aircraft with aviation fuels and to be operated on airfields, heliports and other aircraft refuelling related areas such as maintenance bases.
This document does not apply to:
g)   AFE whose only power source for aircraft refuelling is directly applied manual effort;
h)   hydrant systems, tank farms, pipework and underground tanks;
i)   specific hazards due to the operation of the AFE in a potentially explosive atmosphere;
j)   built-in fire extinguisher systems.
No extra requirements on noise and vibration are provided other than those in EN 1915-3 and EN 1915-4.
NOTE    EN 1915-3 and EN 1915-4 provide the general GSE vibration and noise requirements.
This document does not deal with hazards in respect to a standard automotive chassis and from other vehicles on the apron.
This document is not applicable to AFE which are manufactured before the date of publication of this document by CEN.
This part of the EN 12312 series when used in conjunction with EN 1915-1, EN 1915-2, EN 1915-3 (for vehicles) and EN 1915-4 provides the requirements for AFE.

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This document specifies the technical requirements to minimize the hazards listed in Clause 4 which can arise during the commissioning, operation and maintenance of aircraft movement equipment when used as intended, including misuse reasonably foreseeable by the manufacturer, when carried out in accordance with the specifications given by the manufacturer or his authorized representative. It also takes into account some performance requirements recognized as essential by authorities, aircraft and ground support equipment (GSE) manufacturers as well as airlines and handling agencies.
This document applies to:
-   aircraft tractors with driver accommodation;
-   pedestrian controlled aircraft movement equipment;
-   moveable parts of ramp integrated systems;
-   attachment bars,
used for all operations, utilizing aircraft movement equipment, e.g.:
-   push back;
-   maintenance towing.
Designers of towbarless tractors will in addition take into account the requirements of ISO 20683-1 or ISO 20683-2 as applicable (see Bibliography).
This document does not apply to:
-   ground power installations on aircraft tractors;
-   fixed ramp integrated systems;
-   special towing equipment (e.g. for recovery);
-   dispatch towing tractors.
This document deals with vibrations and noise which are considered as significant. Vibration measurements are dealt with in EN 1915-3. Noise measurements and reduction are dealt with in EN 1915-4.
This document does not deal with hazards in respect to a standard automotive chassis and from other vehicles on the apron.
This Part of EN 12312 is not applicable to aircraft movement equipment manufactured before the date of its publication.
This part of EN 12312 is intended to be used in conjunction with EN 1915-1, EN 1915-2, EN 1915-3 (for vehicles) and EN 1915-4.
This part of EN 12312 when used in conjunction with EN 1915-1, EN 1915-2, EN 1915-3 and EN 1915-4 provides the requirements for GSE.

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This European Standard specifies the technical requirements to minimise the hazards listed in Clause 4 which can arise during the commissioning, the operation and the maintenance of conveyor belt vehicles when used as intended, including misuse reasonably foreseeable by the manufacturer, when carried out in accordance with the specifications given by the manufacturer or his authorised representative. It also takes into account some requirements recognised as essential by authorities, aircraft and ground support equipment (GSE) manufacturers as well as airlines and handling agencies.
This European Standard applies to
a)   self-propelled conveyor belt vehicles with or without driver's accommodation,
b)   self-propelled conveyor belt vehicles equipped with a van body,
c)   towed conveyor belt vehicles,
intended to be used for manual loading/unloading of aircraft.
This European Standard does not apply to any extensions or appurtenances of conveyor belt vehicles entering the aircraft cargo compartment in order to facilitate loading and unloading therein ("Aircraft Bulk Loading Systems", ABLS).
This European Standard does not apply to pneumatic systems and to cable-less remote controls.
This part of EN 12312 is not applicable to conveyor belt vehicles which were manufactured before the date of publication of this European Standard by CEN.
This part of EN 12312 when used in conjunction with EN 1915-1, EN 1915-2, EN 1915-3 and EN 1915-4 provides the requirements for conveyor belt vehicles.

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This document specifies the minimum requirements for airworthiness approval of air cargo pallets, nets and containers, generally designated as air cargo unit load devices (ULD). This document is intended to provide a uniform technical reference for air cargo unit load devices approval. As a prerequisite, it is presupposed that the applicable general civil aviation requirements and the aircraft manufacturer's approved Weight and Balance Manual are followed. This document defines the minimum performance requirements and test parameters for air cargo unit load devices requiring approval of airworthiness for installation in an approved aircraft cargo compartment and restraint system that complies with the cargo restraint and occupant protection requirements of EASA CS-25 or 14 CFR Part 25, except for the 9,0 g forward ultimate inertia force of § 25.561(b) (3) (ii). This document applies to airworthiness approved air cargo unit load devices intended for carriage on board civil transport category airplanes type certificated under EASA CS-25 or 14 CFR Part 25, or equivalent. This document exclusively applies to unit load devices airworthiness approval and testing parameters. It does not apply to aircraft design or aircraft operating requirements, which are provided by the approved Weight and Balance Manual for each aircraft type. Other aspects that do not directly pertain to air cargo unit load devices airworthiness approval and testing are not covered by this document and are defined in other International Standards (see Bibliography), e.g.: — ULD design specifications, — ULD in service damage limits, — ULD restraint malfunction limitations, — ULD test methods, — ULD load distribution models, — ULD maximum allowable contours, — ULD CG (centre for gravity) location control means, — ULD pressure equalization methods, — ULD utilization guidelines. Air cargo unit load devices qualified prior to publication of this document were approved in accordance with the requirements of ISO 8097:2001. This document is intended as a TSO approval reference for all new models of unit load devices in the sizes and types it covers, in replacement of ISO 8097. For air cargo unit load devices the size or type of which is not covered in this document, see the requirements of ISO 8097:2001, if their size or type is contained therein, or other equivalent criteria, if not. NOTE 1 ISO 8097 is based on USA National Aerospace Standard NAS 3610 revision 10:1990, Specification for Cargo Unit Load Devices. NOTE 2 The requirements for cargo covers are not defined in this document, except insofar as net restraint is incorporated therein.

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This document specifies the dimensions of connections for starting aircraft engines by air, which are necessary to ensure international interchangeability of connectors with adaptors. lt also gives the minimum clearances required on the aircraft to provide adequate access for the ground adaptor.

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ISO 11532:2018 establishes common graphical symbols for use on all types of aircraft ground support equipment.
They have been compiled for the benefit of those who deal with such equipment, such as airlines, airport handling agencies, airport authorities, manufacturers, etc., in order to facilitate fast and accurate identification of controls, indicators and decals of powered and unpowered equipment.
The presentation of this document is based on the recommendations of ISO/TC 145, Graphical symbols.
ISO 11532:2018 is also intended to promote standardization of terms for controls, indicators, etc. for aircraft ground support equipment and alleviate language problems.
These graphical symbols are intended to be placed on all new equipment and retrofitted on all existing equipment as far as possible.
NOTE This document is intended to be read with the documents listed in the bibliography.

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This European Standard specifies the technical requirements to minimise the hazards listed in Clause 4 which can arise during the commissioning, the operation and the maintenance of baggage and equipment tractors when used as intended, including misuse reasonably foreseeable by the manufacturer, when carried out in accordance with the specifications given by the manufacturer or his authorised representative. It also takes into account some requirements recognised as essential by authorities, aircraft and ground support equipment (GSE) manufacturers as well as airlines and handling agencies.
This European Standard applies to self propelled baggage and equipment tractors with driver accommodation.
This European Standard does not apply to pedestrian controlled equipment.
This European Standard deals with vibrations which are considered as significant. It does not establish requirements for noise. Vibration measurements are dealt with in EN 1915-3. Noise measurements and reduction are dealt with in EN 1915-4.
This part of EN 12312 is not applicable to baggage and equipment tractors manufactured before the date of its publication.
This part of EN 12312 when used in conjunction with EN 1915-1, EN 1915-2, EN 1915-3 and EN 1915-4 provides the requirements for baggage and equipment tractors.

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This document specifies the technical requirements to minimize the hazards listed in Clause 4 which can arise during the commissioning, the operation and the maintenance of baggage and equipment tractors when used as intended, including misuse reasonably foreseeable by the manufacturer, when carried out in accordance with the specifications given by the manufacturer or his authorized representative. It also takes into account some requirements recognized as essential by authorities, aircraft and ground support equipment (GSE) manufacturers as well as airlines and handling agencies.
This document applies to self-propelled baggage and equipment tractors with driver accommodation.
This document does not apply to pedestrian controlled equipment.
This document deals with vibrations which are considered as significant. Vibration measurements are dealt with in EN 1915-3.
No extra requirements on noise are provided other than those given in EN 1915-4.
NOTE   EN 1915-4 provides the general GSE noise requirements.
This part of EN 12312 is not applicable to baggage and equipment tractors manufactured before the date of its publication.
This part of EN 12312 when used in conjunction with EN 1915-1, EN 1915-2, EN 1915-3 and EN 1915-4 provides the requirements for baggage and equipment tractors.

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This document defines the industry agreed model for load distribution on air cargo unit load devices (ULD) bases to apply the maximum allowable centre of gravity (C.G.) eccentricity. Its purpose is to establish a common reference load distribution algorithm for: a) comparable and repeatable ULD testing methods, or equivalent numeric simulations; b) aircraft structure and cargo systems design assumptions, consistent with existing airframers practices; and c) definition of operators unit load devices utilization rules and cargo build-up training programs. It applies to all types of unit load devices intended for use on board civil transport aircraft and airworthiness approved in accordance with the performance requirements and testing parameters of either ISO 21100 or, as applicable, ISO 8097. It also applies to non-airworthiness approved (non-certified) containers as defined in ISO 4118, the utilisation of which is controlled by the provisions of the aircraft type's Weight and Balance Manual and other airframe manufacturer's documents.

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This document establishes the minimum requirements for deicing/anti-icing methods on the ground of main line and regional airplanes, in accordance with ICAO, Document 9640-AN/9401) and the relevant civil aviation requirements, to facilitate the safe operation of main line and regional civil transport airplanes during icing conditions. This document does not specify requirements for specific aircraft model types. Airlines' published manuals, procedures or methods supplement the information contained in this document. Frost, ice or snow deposits, which can seriously affect the aerodynamic performance and/or controllability of an aircraft, are effectively removed by the application of the procedures specified in this document. It is the airplane operator's responsibility to consult airplane manufacturer's aircraft operations manual, aircraft maintenance manual and service letters to determine any limitations/restrictions relating to the use of deicing/anti-icing methods meeting this document for the type and model of airplane to be treated.

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This document specifies the interface requirements for tow bar attachment fittings on the nose gear (when towing operations are performed from the nose gear) of conventional tricycle type landing gears of commercial civil transport aircraft. Its purpose is to achieve tow bar attachment fittings interface standardization by aircraft mass category (which determines tow bar forces) in order to ensure that a single type of tow bar with a standard connection can be used for all aircraft types within or near that mass category, so as to assist operators and airport handling companies in reducing the number of different tow bar types used. This document is applicable to all new models of regional aircraft within the specified maximum ramp mass range which enter service or are designed after its date of publication. It does not apply to previously in service regional aircraft models, which present a considerable variety of tow bar attachment fittings. However, a simple retrofit modification is described that may make certain in-service fittings compatible with a tow bar head in conformity with this document, where deemed appropriate in order to facilitate operation of such aircraft types at airports. This document is applicable to regional commercial transport aircraft airworthiness certified under FAR/EASA-CS Parts 25 with a maximum ramp mass of ≤ 50 000 kg (110,000 lb). It does not apply to — aircraft airworthiness certified under FAR/EASA-CS Parts 23 as commuter category aeroplanes, and — aircraft airworthiness certified under FAR/EASA-CS Parts 25 but with a maximum ramp mass of > 50 000 kg (110,000 lb), which are covered by ISO 8267‑1. Where a family of existing or contemplated aircraft types bridges two mass categories, use a single tow bar attachment fitting interface for all of them, and consider the use of the standard dimensions for the higher mass category, be it part of this document or ISO 8267‑1, throughout the family. NOTE As far as practical, this document was defined in order to be compatible with as many existing aircraft types as possible in the mass category concerned.

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This part of IEC 61820 covers principles of design and installation requirements for AGL
systems including control, monitoring and transformation of energy, the cables and any
electrical component utilized to produce the light intended to be used as a visual aid for air
and ground navigation.
This document defines in general the fundamental principles to provide safe, reliable and
efficient operation of AGL systems independent of the particular system design. Where certain
aspects of design are specific to a particular type of system (e.g. series-circuit), these are
supplemented in the applicable part.
NOTE Local / national regulations can be different from the provisions of this document.

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1.1   General
This European Standard specifies the technical requirements to minimize the hazards listed in Clause 4 which can arise during the commissioning, the operation and the maintenance of maintenance stairs and platforms when used as intended, including misuse reasonably foreseeable by the manufacturer, when carried out in accordance with the specifications given by the manufacturer or his authorized representative. It also takes into account some requirements recognized as essential by authorities, aircraft and ground support equipment (GSE) manufacturers as well as airlines and handling agencies.
These machines are designed to be used as aircraft ground support equipment with the intended use to serve aircraft in outdoor conditions on the apron. They may also be used indoors at hangars. The use of such equipment for operations not in conjunction with aircraft is not defined as intended use therein. Due to the good operational conditions on the apron, deviations from some clauses of EN 280 were deemed acceptable.
This European Standard applies to:
a)   self-propelled fixed or adjustable maintenance stairs and elevating platforms;
b)   towable maintenance stairs and platforms equipped with powered means, e.g. for height adjustment, stabilizers,
designed for aircraft maintenance purposes including access to the aircraft.   
NOTE 1   Powered will be also understood as manual effort stored in springs or hydraulic accumulators, etc., the dangerous action of which can be produced or can continue after the manual effort has ceased or directly applied manual effort for lifting or lowering loads.
NOTE 2   Those clauses of this standard that can apply may also be used as a guideline for the design of towable maintenance stairs and platforms without powered means.
This European Standard does not apply to:
c)   maintenance docks either fixed to the ground or moveable only for docking procedure.
d)   ground support equipment specifically intended, built and equipped with a fluid system for aircraft de-icing and anti-icing (see EN 12312 6).
NOTE 3   This does not prevent aircraft de-icers meeting the requirements of EN 12312–6 from being used as a means of access for aircraft maintenance, e.g. windshield cleaning, etc.
e)   mobile elevating work platforms (MEWP) used at the airports for purposes other than aircraft maintenance, e.g. buildings and facilities (see EN 280).
This standard does not establish requirements for hazards caused by noise and vibration.
NOTE 4   EN 1915–3 and EN 1915–4 provide the general GSE vibration and noise requirements.
This European Standard does not deal with hazards in respect to a standard automotive chassis and from other vehicles on the apron.
This part of EN 12312 is not applicable to maintenance stairs and platforms which are manufactured before the date of publication of this standard by CEN.
This part of EN 12312 when used in conjunction with EN 1915 1, EN 1915 2, EN 1915 3 and EN 1915 4 provides the requirements for maintenance stairs and platforms.
1.2   Classification
For the purposes of this European Standard, Mobile elevating work platforms (MEWPs) to be used for aircraft maintenance access are divided into two main groups A and B:
a)   Group A: MEWPs where the vertical projection of the centre of the platform area is always inside the tipping lines.
NOTE   See 5.2 hereafter for requirements applying to Group A MEWPs.
b)   Group B: MEWPs where the vertical projection of the centre of the platform area may be outside the tipping lines.
NOTE   See 5.3 hereafter for requirements applying to Group B MEWPs.
c)   In addition, Group C consists of maintenance access stairs, where persons are not elevated by the machine but climb a flight of steps.
NOTE   See 5.4 hereafter for requirements applying to Group C maintenance stairs.
Relating to travelling, MEWPs are divided into three types:
d)   Type 1: Travelling is only allowed with the MEWP in its transport position;

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1.1   General
This document specifies the technical requirements to minimize the hazards listed in Clause 4 which can arise during the commissioning, the operation and the maintenance of maintenance or service stairs and platforms when used as intended, including misuse reasonably foreseeable by the manufacturer, when carried out in accordance with the specifications given by the manufacturer or his authorized representative. It also takes into account some requirements recognized as essential by authorities, aircraft and ground support equipment (GSE) manufacturers as well as airlines and handling agencies.
These machines are designed to be used as aircraft ground support equipment with the intended use to serve aircraft in outdoor conditions on the apron. They can also be used indoors at hangars. The use of such equipment for operations not in conjunction with aircraft is not defined as intended use therein. Due to the good operational conditions on the apron, deviations from some clauses of EN 280 were deemed acceptable.
This European Standard applies to:
a)   self-propelled fixed or adjustable maintenance or service stairs and elevating platforms;
b)   towable maintenance or service stairs and platforms equipped with powered means, e.g. for height adjustment, stabilizers;
designed for aircraft maintenance or service purposes including access to the aircraft.
NOTE 1   Powered will be also understood as manual effort stored in springs or hydraulic accumulators, etc., the dangerous action of which can be produced or can continue after the manual effort has ceased or directly applied manual effort for lifting or lowering loads.
NOTE 2   Those clauses of this standard that can apply can also be used as a guideline for the design of towable maintenance or service stairs and platforms without powered means.
This European Standard does not apply to:
c)   maintenance docks either fixed to the ground or moveable only for docking procedure;
d)   ground support equipment specifically intended, built and equipped with a fluid system for aircraft de-icing and anti-icing (see EN 12312 6);
NOTE 3   This does not prevent aircraft de-icers meeting the requirements of EN 12312 6 from being used as a means of access for aircraft maintenance, e.g. windshield cleaning, etc.
e)   mobile elevating work platforms (MEWP) used at the airports for purposes other than aircraft maintenance, e.g. buildings and facilities (see EN 280).
No extra requirements on noise and vibration are provided other than those given in EN 1915 3 and EN 1915 4.
NOTE 4   EN 1915 3 and EN 1915 4 provide the general GSE vibration and noise requirements.
This European Standard does not deal with hazards in respect to a standard automotive chassis and from other vehicles on the apron.
This part of EN 12312 is not applicable to maintenance or service stairs and platforms which are manufactured before the date of publication of this standard by CEN.
This part of EN 12312 when used in conjunction with EN 1915 1, EN 1915 2, EN 1915 3 and EN 1915 4 provides the requirements for maintenance or service stairs and platforms.
1.2   Classification
For the purposes of this document, mobile elevating work platforms (MEWPs) used for aircraft maintenance access are divided into two main groups A and B. In addition, group C is considered as described in c) hereafter:
a)   Group A: MEWPs where the vertical projection of the centre of the platform area is always inside the tipping lines.
NOTE 1   See 5.2 hereafter for the specific requirements applying to Group A MEWPs.
b)   Group B: MEWPs where the vertical projection of the centre of the platform area may be outside the tipping lines.
NOTE 2   See 5.3 hereafter for the specific requirements applying to Group B MEWPs.
c)   Group C consists of maintenance or service access stairs, where persons are not elevated by the machine but climb a flight of steps.
(...)

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ISO 11532:2018 establishes common graphical symbols for use on all types of aircraft ground support equipment. They have been compiled for the benefit of those who deal with such equipment, such as airlines, airport handling agencies, airport authorities, manufacturers, etc., in order to facilitate fast and accurate identification of controls, indicators and decals of powered and unpowered equipment. The presentation of this document is based on the recommendations of ISO/TC 145, Graphical symbols. ISO 11532:2018 is also intended to promote standardization of terms for controls, indicators, etc. for aircraft ground support equipment and alleviate language problems. These graphical symbols are intended to be placed on all new equipment and retrofitted on all existing equipment as far as possible. NOTE This document is intended to be read with the documents listed in the bibliography.

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ISO 1464:2018 specifies the minimum clear space to be provided beneath the aircraft main jacking points, in order to accommodate tripod jacks and thus ensure adequate clearance between the jacks and the adjacent aircraft structure. ISO 1464:2018 is not intended to define fully all jack clearance dimensions. In situations where clearances are critical, it is used as a design aid only. Final critical clearances are established by using actual jack dimensions.

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This document specifies the dimensions and construction of, and requirements for, four types of
hose and hose assembly for use in all operations associated with the ground fuelling and defuelling of
aircraft.
All four types are designed for:
a) use with petroleum fuels having an aromatic-hydrocarbon content not exceeding 30 % by volume;
b) operation within the temperature range of −30 °C to +65 °C and such that they will be undamaged
by climatic conditions of −40 °C to +70 °C when stored in static conditions;
c) operation at up to 2,0 MPa (20 bar) maximum working pressure, including surges of pressure which
the hose can be subjected to in service.
NOTE 1 Type C hoses are intended for general pressure applications on all vehicles used for plane fuelling.
They can also be used for vehicle/rail car loading and discharge where excessive vacuum does not occur.
NOTE 2 Type F hoses can be used for plane delivery applications on vehicles that are also used for defuelling at
high flow rates where type C hoses are not suitable.
NOTE 3 Type E and F hoses can also be used for vehicle/rail car loading and discharge, for trailer to fueller
transfer and for elevation platform supply (riser) to provide greater kink resistance.

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ISO 1825:2017 specifies the dimensions and construction of, and requirements for, four types of hose and hose assembly for use in all operations associated with the ground fuelling and defuelling of aircraft.
All four types are designed for:
a) use with petroleum fuels having an aromatic-hydrocarbon content not exceeding 30 % by volume;
b) operation within the temperature range of −30 °C to +65 °C and such that they will be undamaged by climatic conditions of −40 °C to +70 °C when stored in static conditions;
c) operation at up to 2,0 MPa (20 bar) maximum working pressure, including surges of pressure which the hose can be subjected to in service.
NOTE 1 Type C hoses are intended for general pressure applications on all vehicles used for plane fuelling. They can also be used for vehicle/rail car loading and discharge where excessive vacuum does not occur.
NOTE 2 Type F hoses can be used for plane delivery applications on vehicles that are also used for defuelling at high flow rates where type C hoses are not suitable.
NOTE 3 Type E and F hoses can also be used for vehicle/rail car loading and discharge, for trailer to fueller transfer and for elevation platform supply (riser) to provide greater kink resistance.

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ISO 6858:2017 specifies the electrical output characteristics and interface requirements between an aircraft and ground support electrical supplies. This includes all external electric power generation facilities, provided as part of a central source or in point-of-use application. Requirements for safety features are also included. Performance and safety issues under regional control are not addressed in this document. Requirements for ground traffic control purposes, such as towing points, identification and warning lights, etc. are also excluded. The electrical characteristics relate to nominal 28 V DC and either 115/200 V or 230/400 V three-phase, 400 Hz AC outputs measured at the aircraft attaching connector as indicated in Figure 1.

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ISO 1825:2017 specifies the dimensions and construction of, and requirements for, four types of hose and hose assembly for use in all operations associated with the ground fuelling and defuelling of aircraft. All four types are designed for: a) use with petroleum fuels having an aromatic-hydrocarbon content not exceeding 30 % by volume; b) operation within the temperature range of −30 °C to +65 °C and such that they will be undamaged by climatic conditions of −40 °C to +70 °C when stored in static conditions; c) operation at up to 2,0 MPa (20 bar) maximum working pressure, including surges of pressure which the hose can be subjected to in service. NOTE 1 Type C hoses are intended for general pressure applications on all vehicles used for plane fuelling. They can also be used for vehicle/rail car loading and discharge where excessive vacuum does not occur. NOTE 2 Type F hoses can be used for plane delivery applications on vehicles that are also used for defuelling at high flow rates where type C hoses are not suitable. NOTE 3 Type E and F hoses can also be used for vehicle/rail car loading and discharge, for trailer to fueller transfer and for elevation platform supply (riser) to provide greater kink resistance.

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ISO 10842:2017 specifies the locations and types of aircraft ground service connections in order to optimize ground services both fixed and mobile, for the seven different services hereafter: - 400 Hz electrical power; - preconditioned air for cabin conditioning; - pneumatic power for jet engine start; - potable water; - lavatory service (draining, flushing); - aircraft refuelling; - interphone (headset) connections. It focuses on these aircraft services because: - these connections are those most frequently used during aircraft airport turnaround operations; - in terms of economic benefit, they have the greatest impact through improved efficiency. ISO 10842:2017 is intended to apply to any new type of main line commercial transport category aircraft designed or built after its publication. In addition, it is expected that any substantially modified new derivative aircraft type in the same category (derived from a previously existing type) will, insofar as technically and economically practical, meet the requirements of this document, if specified in the aircraft type specification established between customer airline(s) and manufacturer. It is not the intent of this document to restrict in any way the basic design of any future types of civil passenger transport aircraft. It aims, however, at clarifying for aircraft design engineers the design characteristics which would make it difficult or impossible for a new type of aircraft to be adequately serviced from existing airport facilities. Should basic aircraft design requirements impose on a future model certain characteristics not complying with the present document: - either alternative methods of servicing the aircraft will have to be implemented; or - existing facilities in the airports where such a new type of aircraft is to operate will require some degree of modification/rework; or - additional interface devices/equipment will be required in order to service such a new type of aircraft; in either case resulting in increased aircraft servicing constraints and operating cost.

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ISO 9667:2017 specifies dimensional and physical requirements of tow bar connections to tractor and aircraft (see Figure 1). It is applicable to any new type of commercial transport category aircraft tow bar designed or built after publication of ISO 9667:2017. The purpose of ISO 9667:2017 is to standardize tow bar attachments to airplane and tractor according to the mass category of the towed aircraft, so that one tow bar head with different shear levels can be used for all aircraft that are within the same mass category and are manufactured in compliance with ISO 8267.

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This European Standard specifies the technical requirements to minimise the hazards listed in Clause 4 which can arise during the commissioning, operation and maintenance of lavatory service equipment when used as intended, including misuse reasonably foreseeable by the manufacturer, when carried out in accordance with the specifications given by the manufacturer or his authorised representative. It also takes into account some requirements recognised as essential by authorities, aircraft and ground support equipment (GSE) manufacturers as well as airlines and handling agencies.
This standard applies to:
a)   self-propelled lavatory vehicles;
b)   towable lavatory vehicles;
c)   moveable parts of ramp integrated systems,
designed for servicing aircraft and intended to be used under the conditions given in EN 1915-1:2013, 1.
This standard does not establish requirements for hazards caused by noise and vibration.
NOTE   EN 1915-3 and EN 1915-4 provide the general GSE vibration and noise requirements.
This part of EN 12312 is not applicable to lavatory service equipment which is manufactured before the date of publication of this standard by CEN.
This part of EN 12312 when used in conjunction with EN 1915-1, EN 1915-2, EN 1915-3 and EN 1915-4 provides the requirements for lavatory service equipment.

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This European Standard specifies the technical requirements to minimise the hazards listed in Clause 4 which can arise during the commissioning, operation and maintenance of po-table water service equipment when used as intended, in-cluding misuse reasonably foreseeable by the manufacturer, when carried out in accordance with the specifications given by the manufacturer or his authorised representative. It also takes into account some requirements recognised as essen-tial by authorities, aircraft and ground support equipment (GSE) manufacturers as well as airlines and handling agen-cies.
This standard applies to:
a)   self propelled potable water vehicles;
b)   towable potable water vehicles;
c)   moveable parts of ramp integrated systems,
designed for servicing aircraft and intended to be used under the conditions given in EN 1915-1:2013, 1.
This standard does not establish requirements for hazards caused by noise and vibration.
NOTE   EN 1915-3 and EN 1915-4 provide the general GSE vibration and noise requirements.
This part of EN 12312 is not applicable to potable water ser-vice equipment which is manufactured before the date of publication of this standard by CEN.
This part of EN 12312 when used in conjunction with EN 1915-1, EN 1915-2, EN 1915-3 and EN 1915-4 provides the requirements for potable water service equipment.

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This European Standard specifies the technical requirements to minimize the hazards listed in Clause 4 which can arise during the commissioning, operation and maintenance of potable water service equipment when used as intended, including misuse reasonably foreseeable by the manufacturer, when carried out in accordance with the specifications given by the manufacturer or his authorized representative. It also takes into account some requirements recognized as essential by authorities, aircraft and ground support equipment (GSE) manufacturers as well as airlines and handling agencies.
This European Standard applies to:
a)   self-propelled potable water vehicles;
b)   towable potable water vehicles;
c)   moveable parts of ramp integrated systems,
designed for servicing aircraft and intended to be used under the conditions given in EN 1915-1:2013, 1.
No extra requirements on noise and vibration are provided other than those in EN 1915-3 and EN 1915-4.
NOTE   EN 1915-3 and EN 1915-4 provide the general GSE vibration and noise requirements.
This part of EN 12312 is not applicable to potable water service equipment which is manufactured before the date of publication of this standard by CEN.
This part of EN 12312, when used in conjunction with EN 1915-1, EN 1915-2, EN 1915-3 and EN 1915-4, provides the requirements for potable water service equipment.

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This European Standard specifies the technical requirements to minimize the hazards listed in Clause 4 which can arise during the commissioning, operation and maintenance of lavatory service equipment when used as intended, including misuse reasonably foreseeable by the manufacturer, when carried out in accordance with the specifications given by the manufacturer or his authorized representative. It also takes into account some requirements recognized as essential by authorities, aircraft and ground support equipment (GSE) manufacturers as well as airlines and handling agencies.
This European Standard applies to:
a)   self-propelled lavatory vehicles;
b)   towable lavatory vehicles;
c)   moveable parts of ramp integrated systems,
designed for servicing aircraft and intended to be used under the conditions given in EN 1915-1:2013, Clause 1.
No extra requirements on noise and vibration are provided other than those in EN 1915-3 and EN 1915-4.
NOTE   EN 1915-3 and EN 1915-4 provide the general GSE vibration and noise requirements.
This part of EN 12312 is not applicable to lavatory service equipment which is manufactured before the date of publication of this standard by CEN.
This part of EN 12312, when used in conjunction with EN 1915-1, EN 1915-2, EN 1915-3 and EN 1915-4, provides the requirements for lavatory service equipment.

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This European Standard specifies the technical requirements to minimize the hazards listed in Clause 4 which can arise during the commissioning, the operation and the maintenance of deicers and equipment designed exclusively for deicing and washing of aircraft with deicing/antiicing/washing liquids when used as intended, including misuse reasonably foreseeable by the manufacturer, when carried out in accordance with the specifications given by the manufacturer or his authorized representative. It also takes into account some requirements recognized as essential by authorities, aircraft and ground support equipment (GSE) manufacturers as well as airlines and handling agencies.
NOTE Safety of aircraft in connection with deicing/antiicing operations is not dealt with in this European Standard. Any, even minor, aircraft deicing or antiicing operation directly affects flight safety on take-off. Prevention of aeronautical accidents resulting from in-flight icing principally concerns the fluids and methods used, but it may in certain cases also concern deicing or antiicing equipment design or operation. These aeronautical aspects are not covered in this European Standard (see also Joint Aviation authorities (JAA), Joint Aviation Regulations (JAR) JAR-OPS subpart D 1.345 and any associated material).
This standard applies to:
a) self-propelled deicers with fixed platform or hinged boom;
b) towable deicers with fixed platform or hinged boom;
c) stationary deicing/antiicing equipment (e.g. fixed boom, gantry or tower cranes equipped with aircraft deicing/antiicing fluid systems).
This standard does not apply to:
d) fixed installations, such as separate storage tanks or heating and filling stations, which are not an integrated part of the stationary deicing equipment;
e) hydraulic control systems;
f) pneumatic systems;
g) flow generating systems as such.
This standard does not establish requirements for hazards caused by noise and vibration.
NOTE EN 1915-3 and EN 1915-4 provide the general GSE noise and vibration requirements.
This standard is not dealing with hazards in respect to a standard automotive chassis and the traffic on the apron.
This part of EN 12312 is not applicable to deicers and deicing/antiicing equipment which are manufactured before the date of publication of this standard by CEN.
This part of EN 12312 when used in conjunction with EN 1915-1, EN 1915-2, EN 1915-3 and EN 1915-4 provides the requirements for deicers and deicing/antiicing equipment.

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This European Standard specifies the technical requirements to minimize the hazards listed in Clause 4 which can arise during the commissioning, the operation and the maintenance of deicers and equipment designed exclusively for deicing and washing of aircraft with deicing/antiicing/washing liquids when used as intended, including misuse reasonably foreseeable by the manufacturer, when carried out in accordance with the specifications given by the manufacturer or his authorized representative. It also takes into account some requirements recognized as essential by authorities, aircraft and ground support equipment (GSE) manufacturers as well as airlines and handling agencies.
NOTE 1   Safety of aircraft in connection with deicing/antiicing operations is not dealt with in this European Standard. Any, even minor, aircraft deicing or antiicing operation directly affects flight safety on take-off. Prevention of aeronautical accidents resulting from in-flight icing principally concerns the fluids and methods used, but it may in certain cases also concern deicing or antiicing equipment design or operation. These aeronautical aspects are controlled by the applicable Civil Aviation regulations ICAO 9640-AN/940, Manual of aircraft ground de-icing/anti-icing operations and EASA EU-OPS Subpart D 1.345 and its Acceptable Means of Compliance (AMC) and covered in ISO 11076:2012 (AEA Recommendations). They are not covered in this European Standard.
This European Standard applies to:
a)   self-propelled deicers with fixed or mobile platform or hinged boom;
b)   towable deicers with fixed or mobile platform or hinged boom;
c)   stationary deicing/antiicing equipment (e.g. fixed boom, gantry or tower cranes equipped with aircraft deicing/antiicing fluid systems).
This European Standard does not apply to:
d)   fixed installations, such as separate storage tanks or heating and filling stations, which are not an integrated part of the stationary deicing equipment;
e)   hydraulic control systems;
f)   pneumatic systems;
g)   flow generating systems as such.
No extra requirements on noise and vibration are provided other than those in EN 1915-3 and EN 1915-4.
NOTE 2   EN 1915-3 and EN 1915-4 provide the general GSE vibration and noise requirements.
This European Standard is not dealing with hazards in respect to a standard automotive chassis and the traffic on the apron.
This part of EN 12312 is not applicable to deicers and deicing/antiicing equipment which are manufactured before the date of publication of this standard by CEN.
This part of EN 12312 when used in conjunction with EN 1915-1, EN 1915-2, EN 1915-3 and EN 1915-4 provides the requirements for deicers and deicing/antiicing equipment.

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ISO 12640-1:2017 specifies mass and dimensions requirements for individual pieces of baggage checked in by airline passengers at airports to be carried in aircraft cargo compartments. ISO 12640-1:2017 does not apply to cabin baggage carried on board by passengers.

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ISO 16004:2017 specifies dimensional interface and unobstructed space requirements applicable to the aircraft mating section of either a) passenger boarding bridges, or b) passenger transfer vehicles used at airports for boarding and disembarkation of passengers on the types of civil transport aircraft which have been listed hereafter. These types of aircraft have a door sill height greater than 2,0 m (80 in) over the ground. Lower aircraft usually do not require such means of access, and have not been taken into account.

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ISO 7718-2:2016 specifies the minimum dimensional and unobstructed space requirements around future civil-passenger transport aircraft upper deck passenger doors when they are intended to be compatible with passenger boarding bridges planned in airports worldwide. This document is not applicable to existing models of civil transport aircraft, or derivative models with entry into service up to year 2000 with the same fuselage, for which the aircraft-mating section of passenger boarding bridges or passenger transfer vehicles is expected to be compatible with ISO 16004. However, it is expected that the design of such aircraft types may be taken into account for design of passenger boarding bridges capable of upper deck servicing, in addition to this document. It is not the intent of this document to restrict in any way the basic design of any future types of civil-passenger transport aircraft. It aims, however, at clarifying for aircraft design engineers the design characteristics which would make it difficult or impossible for a new type of aircraft to adequately connect with airport passenger boarding bridges. Should basic aircraft design requirements impose on a future model certain dimensional characteristics not complying with this document, note that: - either alternative methods of embarking/disembarking passengers will need to be implemented, such as using the internal aircraft stairs, etc.; - or upper deck passenger boarding bridges in the airports where such a new type of aircraft is to operate will require some degree of modification/reworking; - or additional interface devices/equipment will be required in order to connect such a new type of aircraft with existing upper deck passenger boarding bridges. Each case results in increased aircraft-handling constraints and operating cost.

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ISO 7718-1:2016 specifies minimum requirements for dimensions and unobstructed space around main deck passenger doors of future types of civil-passenger transport aircraft when they are intended to be compatible with the thousands of passenger boarding bridges and passenger transfer vehicles existing, or being planned, in airports worldwide. ISO 7718-1:2016 is not applicable to existing models of civil transport aircraft, or derivative models with entry into service up to year 2000 with the same fuselage, for which the aircraft-mating section of passenger boarding bridges or passenger transfer vehicles is expected to be compatible with ISO 16004. It is not the intent of this document to restrict in any way the basic design of any future types of civil-passenger transport aircraft. However, it aims at clarifying, for aircraft-design engineers, the design characteristics which would make it difficult or impossible for a new type of aircraft to adequately connect with existing airport passenger boarding bridges or passenger transfer vehicles. If basic aircraft-design requirements impose on a future model certain dimensional characteristics not complying with this document, note that: - either alternative methods of embarking/disembarking passengers will need to be implemented, such as integral aircraft stairs, etc.; - or existing passenger boarding bridges and/or passenger transfer vehicles in the airports where such a new type of aircraft is to operate will require some degree of modification/reworking; - or additional interface devices/equipment will be required in order to connect such a new type of aircraft with existing passenger boarding bridges and passenger transfer vehicles. Each case results in increased aircraft-handling constraints and operating cost.

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ISO 43:2016 specifies the profiles and dimensions of aircraft jacking pads and the minimum clearance to be provided around them. Aircraft jacking pads, also called adapters, can be attached to primary flight structure (PFS) or to axles.

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ISO 23748:2016 specifies the dimensions of grooves for use with O-rings for aerospace in static sealing applications: - radial sealing: rod or bore mounted O-rings; - axial sealing: internal or external pressure source.

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ISO 20683-2:2016 is applicable to towbarless aircraft towing vehicles (TLTVs) interfacing with the nose landing gear of civil transport aircraft with a maximum ramp mass comprised between 10 000 and 50 000 kg (22 000 and 110 000 lb), commonly designated as "regional aircraft." The requirements for main line transport aircraft with a higher maximum ramp mass are specified in ISO 20683‑1. It is not applicable to TLTVs which were manufactured before its date of publication. It specifies general design requirements, testing and evaluation requirements, maintenance, calibration, documentation, records, tracing and accountability requirements in order to ensure that the loads induced by the tow vehicle will not exceed the design loads of the nose gear or its steering system, or reduce the certified safe life limit of the nose gear, or induce a stability problem during aircraft push back and/or maintenance towing operations. It specifies requirements and procedures for towbarless tow vehicles (TLTVs) intended for aircraft pushback and gate relocation or maintenance towing only. It is not intended to allow for dispatch (operational) towing (see Clause 3). Dispatch towing imposes greater loads on nose gears and aircraft structure due to the combination of speed and additional passenger, cargo, and fuel loads. It does not apply to towbarless towing vehicles interfacing with aircraft main landing gear.

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ISO 20683-1:2016 is applicable to towbarless aircraft towing vehicles (TLTVs) interfacing with the nose landing gear of main line civil transport aircraft with a maximum ramp mass over 50 000 kg (110 000 lb). The requirements for regional transport aircraft with a lower maximum ramp mass are specified in ISO 20683‑2. It is not applicable to TLTVs which were manufactured before its date of publication. It specifies general design requirements, testing and evaluation requirements, maintenance, calibration, documentation, records, tracing and accountability requirements in order to ensure that the loads induced by the tow vehicle will not exceed the design loads of the nose gear or its steering system, or reduce the certified safe life limit of the nose gear, or induce a stability problem during aircraft pushback and/or gate relocation or maintenance towing operations. This document specifies requirements and procedures for towbarless tow vehicles (TLTVs) intended for aircraft pushback and gate relocation or maintenance towing only. It is not intended to allow for dispatch (operational) towing (see Clause 3). Dispatch towing imposes greater loads on nose gears and aircraft structure due to the combination of speed and additional passenger, cargo, and fuel loads. This document does not apply to towbarless towing vehicles interfacing with aircraft main landing gear.

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ISO 8267-1:2015 specifies the interface requirements for tow bar attachment fittings on the nose gear (when towing operations are performed from the nose gear) in conventional tricycle type landing gears of commercial civil transport passenger and freight aircraft. Its purpose is to achieve tow bar attachment fittings interface standardization by aircraft mass category (which determines tow bar forces) in order to ensure that a single type of tow bar with a standard connection can be used for all aircraft types within or near that mass category, so as to assist operators and airport handling companies in reducing the number of different tow bar types used. ISO 8267-1:2015 is applicable to all new models of main line aircraft within the specified maximum ramp mass range, entering service or designed after its date of publication. ISO 8267-1:2015 is applicable to main line commercial transport aircraft of airworthiness certified under FAR/EASA-CS Parts 25 with a maximum ramp mass of > 50 000 kg (110 000 lb). It does not apply to aircraft of airworthiness certified under FAR/EASA-CS Parts 25 but with a maximum ramp mass of ≤ 50 000 kg (110 000 lb), which are covered by ISO 8267‑2. Where a family of existing or contemplated aircraft types bridges two mass categories, use a single tow bar attachment fitting interface for all of them, and consider the use of the standard dimensions for the higher mass category throughout the family. NOTE As far as practical, this part of ISO 8267 was defined in order to be compatible with as many existing aircraft types as possible in the mass category concerned.

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ISO 15845:2014 specifies the minimum functional and safety requirements for enclosed self-propelled boarding vehicles designed for transporting and boarding/de-boarding persons with reduced mobility onto/from the main deck or upper deck of main line civil transport aircraft on which they are travelling as a passenger. The intent of ISO 15845:2014 is not to specify equipment design, but rather to define minimum functional and safety requirements and highlight those criteria which are known to be essential to an efficient and safe operation on civil transport aircraft in the environment of international airports. ISO 15845:2014 specifies the worldwide requirements recognized by aircraft and vehicle manufacturers as well as airlines and airport authorities. In addition, it shall be applied with due reference to the national governmental regulations of the country where the vehicle is to be operated. The main though not exclusive areas in which such national regulations can apply are: ? general requirements applicable to road vehicles, or similar local airport regulations; ? sanitary requirements regarding design, cleaning, disinfection and equipment of vehicles that can be used to carry diseased persons with or without medical attendance; ? safety requirements applicable to elevating equipment carrying persons in the elevated position. Nothing in this International Standard, however, shall be deemed to supersede any locally applicable law or regulation, unless a specific exemption has been obtained for this purpose from the appropriate Authority. See NOTE of 4.1.1 hereafter as regards legal requirements applicable in the European Union and EFTA. ISO 15845:2014 assumes that a disabled or incapacitated passenger can be accompanied by at least one attendant, and can be seated in a wheelchair or reclining on a stretcher trolley. Major factors in the design of the vehicle, with relevance to safety, are the consideration of psychological aspects, i.e. feelings of well-being and security, and the physical comfort of the passenger and the avoidance of panic. ISO 15845:2014 also assumes that any type of wheelchair, e.g. standard type with or without occupant self-restraint system, aircraft aisle width wheelchairs without armrests, non-occupant propelled wheelchairs, battery powered wheelchairs, etc., or any type of stretcher transport trolley, can be employed. NOTE It is assumed that battery powered wheelchairs will not be taken into the cabin of an aircraft. ISO 15845:2014 does not apply to other forms of aircraft loading equipment which can be used but is not specifically designed for boarding of incapacitated or disabled persons, e.g. mobile lounges, passenger boarding bridges, or externally mounted pods such as used on medical evacuation helicopters. ISO 15845:2014 does not apply to unmodified automotive parts approved for public vehicles, e.g. chassis, when used on a boarding vehicle for the purpose for which they were designed. Certain requirements of this International Standard are specifically dictated by overwing access to doors of certain aircraft types, and might not apply to other aircraft types. However, the intent of this International Standard is that any vehicle capable of reaching the upper deck of very large capacity aircraft (VLCA) shall be able to safely handle this specific situation.

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EN 12312-14 specifies the technical requirements to minimize the hazards listed in Clause 4 which can arise during the commissioning, operation and maintenance of disabled/incapacitated passenger boarding vehicles when used as intended including misuse reasonably foreseeable by the manufacturer, when carried out in accordance with the specifications given by the manufacturer or his authorised representative. It also takes into account some requirements recognized as essential by authorities, aircraft and ground support equipment (GSE) manufacturers as well as airlines and handling agencies. This European Standard defines specific safety requirements for transporters/boarding vehicles for transporting/boarding incapacitated or disabled passengers as defined under 3.1, hereafter referred to as boarding vehicles. This European Standard applies to pedestrian controlled self-propelled boarding vehicles, self-propelled boarding vehicles with integrated driver’s accommodation and towable boarding vehicles, used for moving disabled or incapacitated passengers at an airport between the terminal building and the aircraft ramp and to board and disembark those passengers to and from civil aircraft. This European Standard assumes that a disabled or incapacitated passenger may be accompanied by an attendant and may be seated in a wheelchair or reclining on a stretcher trolley.

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ISO 6966-2:2014 specifies the minimum design requirements applicable to all aircraft ground support equipment (GSE) in order to ensure safety of staff operating or maintaining the equipment or in its vicinity, and protection of aircraft against interference or damage. ISO 6966-2:2014 does not apply to automotive vehicles or parts thereof approved for public vehicles, when used on aircraft ground support equipment for the purpose for which they are designed.

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This European Standard specifies the technical requirements to minimize the hazards listed in Clause 4 which can arise during the commissioning, operation and maintenance of disabled/incapacitated passenger boarding vehicles when used as intended including misuse reasonably foreseeable by the manufacturer, when carried out in accordance with the specifications given by the manufacturer or his authorised representative. It also takes into account some requirements recognized as essential by authorities, aircraft and ground support equipment (GSE) manufacturers as well as airlines and handling agencies.
This European Standard defines specific safety requirements for transporters/boarding vehicles for transporting/boarding incapacitated or disabled passengers as defined under 3.1, hereafter referred to as boarding vehicles.
This European Standard applies to pedestrian controlled self-propelled boarding vehicles, self-propelled boarding vehicles with integrated driver’s accommodation and towable boarding vehicles, used for moving disabled or incapacitated passengers at an airport between the terminal building and the aircraft ramp and to board and disembark those passengers to and from civil aircraft.
This European Standard assumes that a disabled or incapacitated passenger may be accompanied by an attendant and may be seated in a wheelchair or reclining on a stretcher trolley.
This European Standard also assumes that the types of wheelchairs which may be employed could be:
a)   standard type wheelchairs, e.g. in accordance with EN 12183;
b)   wheelchairs with or without occupant self-restraint system;
c)   aircraft aisle-width wheelchairs;
d)   non-standard wheelchairs used at airports;
e)   non occupant propelled wheelchairs;
f)   battery powered wheelchairs, e.g. in accordance with EN 12184.
NOTE 1   It is assumed that battery powered wheelchairs would not be taken into the cabin of an aircraft.
This European Standard does not apply to other forms of aircraft loaders not specifically designed for boarding of incapacitated or disabled passengers, e.g. mobile lounges, boarding bridges or externally mounted pods such as used on helicopters.
This standard does not apply to pneumatic systems.
This standard does not establish requirements for hazards caused by noise and vibration.
NOTE 2   EN 1915–3 and EN 1915–4 provide the general GSE vibration and noise requirements.
This standard does not apply to unmodified automotive parts approved for public vehicles in the EU and E.F.T.A., when used on a disabled/incapacitated passenger boarding vehicle for the purpose for which they are designed.
This standard does not deal with hazards from other vehicles on the apron.
This part of EN 12312 is not applicable to disabled/incapacitated passenger boarding equipment which was manufactured before the date of publication by CEN of this standard.
This part of EN 12312 when used in conjunction with EN 1915 1, EN 1915 2, EN 1915 3 and EN 1915 4 provides the requirements for disabled/incapacitated passenger boarding vehicles.

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EN 12312-2 specifies the technical requirements to minimize the hazards listed in Clause 4 which can arise during the commissioning, the operation and the maintenance of catering vehicles when used as intended, including misuse reasonably foreseeable by the manufacturer, when carried out in accordance with the specifications given by the manufacturer or his authorized representative. It also takes into account some requirements recognized as essential by authorities, aircraft and ground support equipment (GSE) manufacturers as well as airlines and handling agencies. This European Standard applies to self-propelled catering vehicles, with seated driver, equipped with a liftable van body. This European Standard may be applied to catering vehicles used for other purposes provided that a suitable risk assessment is carried out to identify additional hazards or limitations in the requirements of this standard for a particular application. Similar vehicles e.g. cleaning equipment, equipment used for the exchange of aircraft seats, are also covered by this European Standard.This European Standard does not apply to pneumatic systems. This European Standard does not apply to unmodified automotive parts approved for public vehicles in the EU and EFTA., when used on a catering vehicle for the purpose for which they are designed. This part of EN 12312 is not applicable to catering vehicles which are manufactured before the date of publication of this standard by CEN. This part of EN 12312 when used in conjunction with EN 1915-1, EN 1915-2, EN 1915-3 and EN 1915-4 provides the requirements for catering vehicles. This European Standard does not establish requirements for noise and vibration.

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ISO 11077:2014 specifies the general functional, performance, and safety requirements for a self-propelled vehicle equipped with a boom type aerial device and aircraft de-icing/anti-icing fluid (ADF) spraying systems, hereinafter designated as "de-icer". ISO 11077:2014 does not specify a comprehensive set of technical design criteria for aircraft de-icing/anti-icing vehicles, but only those relating to the main functional, safety, and performance requirements. ISO 11077:2014 is not applicable to stationary equipment, e.g. gantries, cranes, used to perform de-icing/anti-icing operations on aircraft.

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EN 12312-4 specifies the technical requirements to minimize the hazards listed in Clause 4 which can arise during the commissioning, operation and maintenance of passenger boarding bridges (PBBs) when used as intended, including misuse reasonably foreseeable by the manufacturer, when carried out in accordance with the specifications given by the manufacturer or his authorized representative. It also takes into account some requirements recognized as essential by authorities, aircraft and ground support equipment (GSE) manufacturers as well as airlines and handling agencies. This European Standard applies to: a) apron-drive bridges; b) fixed-head bridges (also referred to as nose-loaders) or pedestal bridges; c) suspended bridges, for embarking/disembarking of passengers. It is applicable from the interface with the terminal building, which can be movable, e.g. on two levels to separate arrival and departure level to the connection with the aircraft including fixed tunnels. This European Standard does not apply to: d) elevating lounges; e) passenger stairs; f) other form of aircraft access equipment; g) automatic PBB positioning. This European Standard does not establish requirements for hazards caused by noise and vibration. This part of EN 12312 is not applicable to PBBs which were manufactured before the date of publication of this standard by CEN. This part of EN 12312 when used in conjunction with EN 1915-1, EN 1915-2 and EN 1915-4 provides the requirements for PBBs.

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This European Standard specifies the technical requirements to minimize the hazards listed in Clause 4 which can arise during the commissioning, the operation and the maintenance of catering vehicles when used as intended, including misuse reasonably foreseeable by the manufacturer, when carried out in accordance with the specifications given by the manufacturer or his authorized representative. It also takes into account some requirements recognized as essential by authorities, aircraft and ground support equipment (GSE) manufacturers as well as airlines and handling agencies.
This European Standard applies to self-propelled catering vehicles, with seated driver, equipped with a liftable van body.
This European Standard may be applied to catering vehicles used for other purposes provided that a suitable risk assessment is carried out to identify additional hazards or limitations in the requirements of this standard for a particular application. Similar vehicles e.g. cleaning equipment, equipment used for the exchange of aircraft seats, are also covered by this European Standard.
This European Standard does not establish requirements for noise and vibration.
NOTE   EN 1915–3 and EN 1915–4 provide the general GSE noise and vibration requirements.
This European Standard does not apply to pneumatic systems.
This European Standard does not apply to unmodified automotive parts approved for public vehicles in the EU and EFTA., when used on a catering vehicle for the purpose for which they are designed.
This part of EN 12312 is not applicable to catering vehicles which are manufactured before the date of publi-cation of this standard by CEN.
This part of EN 12312 when used in conjunction with EN 1915 1, EN 1915 2, EN 1915 3 and EN 1915 4 pro-vides the requirements for catering vehicles.

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This European Standard specifies the technical requirements to minimise the hazards listed in Clause 4 which can arise during the commissioning, operation and maintenance of passenger boarding bridges (PBBs) when used as intended, including misuse reasonably foreseeable by the manufacturer, when carried out in accordance with the specifications given by the manufacturer or his authorised representative. It also takes into account some require-ments recognised as essential by authorities, aircraft and ground support equipment (GSE) manufacturers as well as airlines and handling agencies.
This standard applies to:
a)   apron-drive bridges;
b)   fixed-head bridges (also referred to as nose loaders) or pedestal bridges;
c)   suspended bridges,
for embarking/disembarking of passengers. It is applicable from the interface with the terminal building, which
can be movable, e.g. on two levels to separate arrival and departure level to the connection with the aircraft including fixed tunnels.
This standard does not apply to:
a)   elevating lounges;
b)   passenger stairs;
c)   other form of aircraft access equipment;
d)   automatic PBB positioning.
This standard does not establish requirements for hazards caused by noise and vibration
NOTE   EN 1915-3 and EN 1915-4 provide the general GSE vibration and noise requirements.
This part of EN 12312 is not applicable to PBBs which were manufactured before the date of publication of this standard by CEN.
This part of EN 12312 when used in conjunction with EN 1915-1, EN 1915-2 and EN 1915-4 provides the requirements for PBBs.

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This European Standard specifies the technical requirements to minimise the hazards listed in Clause 4 which can arise during the commissioning, the operation and the maintenance of passenger stairs when used as intended, including misuse reasonably foreseeable by the manufacturer, when carried out in accordance with the specifications given by the manufacturer or his authorised representative. It also takes into account some requirements recognised as essential by authorities, aircraft and ground support equipment (GSE) manufacturers as well as airlines and handling agencies. This European Standard applies to: a) self-propelled stairs with seated driver; b) pedestrian controlled stairs; c) towable stairs equipped with powered means, e.g. for height adjustment, stabilisers; d) automatic levelling systems of stairs for embarking/disembarking of passengers. "Powered" should also be understood as manual effort stored in springs or hydraulic accumulators, etc., the dangerous action of which can be produced or can continue after the manual effort has ceased or directly applied manual effort for lifting or lowering loads. Those clauses of this standard that can apply may also be used as a guideline for the design of towable stairs without powered means. This European Standard does not establish additional requirements for the following: 1) persons falling out of an aircraft with the passenger stairs not in position; 2) hazards resulting from a moving stairway (escalator); 3) upper deck door access. This part of EN 12312 is not applicable to passenger stairs which are manufactured before the date of publication of this standard by CEN. This part of EN 12312 when used in conjunction with EN 1915-1, EN 1915-2, EN 1915-3 and EN 1915-4 provides the requirements for passenger stairs.

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This European Standard applies to GSE when used in civil air transport as intended by the manufacturer and contains safety requirements relating to the equipment in general. This European Standard specifies the technical requirements to minimise the hazards listed in Clause 4 which can arise during the commissioning, operation and maintenance of GSE when used as intended including misuse reasonably foreseeable by the manufacturer, when carried out in accordance with the specifications given by the manufacturer or his authorised representative. It also takes into account some requirements recognised as essential by authorities, aircraft and ground support equipment (GSE) manufacturers as well as airlines and handling agencies. This part of EN 1915 is intended to be used in conjunction with EN 1915-2, EN 1915-3 (for self-propelled GSE) and EN 1915-4, and with the relevant part of EN 12312 to give the requirements for the types of GSE within the scope of EN 12312. When EN 12312 does not contain a relevant part for a GSE, EN 1915 (all parts) gives general requirements that may apply, although additional machine specific requirements, to be determined by the manufacturer, are likely to be required. This part of EN 1915 does not apply to automotive parts approved for public vehicles in the EU and EFTA, when used on GSE for the purpose for which they are designed. This part of EN 1915 does not establish additional requirements for the following:
a) operation elsewhere than in an airport environment;
b) operation in severe conditions, e.g. ambient temperature below -20 °C or over 50 °C, tropical or saturated salty atmospheric environment, strong magnetic or radiation field;
c) operation subject to special rules, e.g. potentially explosive atmosphere except as regards operation in the vicinity of an aircraft fuel tank during fuelling operation;
d) hazards caused by power supply other than from electrical networks;
e) hazards occurring during construction, transportation, commissioning and decommissioning of the GSE;
f) hazards caused by wind velocity in excess of the figures given in this European Standard;
g) direct contact with food stuffs;
h) earthquake, flood, landslide, lightning and more generally any exceptional natural event;
i) electromagnetic compatibility (EMC);
j) hazards caused by noise and vibration, see EN 1915-3 and EN 1915-4.
While this standard gives some basic requirements for wireless remote controls, additional requirements will be necessary. This part of EN 1915 is not applicable to GSE which are manufactured before the date of publication by CEN of this Standard.

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This European Standard specifies the technical requirements to minimise the hazards listed in Clause 4 which can arise during the commissioning, the operation and the maintenance of passenger stairs when used as intended, including misuse reasonably foreseeable by the manufacturer, when carried out in accordance with the specifications given by the manufacturer or his authorised representative. It also takes into account some requirements recognised as essential by authorities, aircraft and ground support equipment (GSE) manufacturers as well as airlines and handling agencies.
This European Standard applies to:
a)   self-propelled stairs with seated driver;
b)   pedestrian controlled stairs;
c)   towable stairs equipped with powered means, e.g. for height adjustment, stabilisers;
d)   automatic levelling systems of stairs
for embarking/disembarking of passengers.
Powered should also be understood as manual effort stored in springs or hydraulic accumulators, etc., the dangerous action of which can be produced or can continue after the manual effort has ceased or directly applied manual effort for lifting or lowering loads.
Those clauses of this standard that can apply may also be used as a guideline for the design of towable stairs without powered means.
This European Standard does not establish additional requirements for the following:
1)   persons falling out of an aircraft with the passenger stairs not in position;
2)   hazards resulting from a moving stairway (escalator);
3)   upper deck door access.
This part of EN 12312 is not applicable to passenger stairs which are manufactured before the date of publication by CEN of this standard.
This part of EN 12312 when used in conjunction with EN 1915-1, EN 1915-2, EN 1915-3 and EN 1915-4 provides the requirements for passenger stairs.

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