ADR.OPS.B.030 Surface movement guidance and control system

PARAMETERS TO BE CONSIDERED FOR THE DESIGN AND OPERATION OF A SURFACE MOVEMENT GUIDANCE AND CONTROL SYSTEM A surface movement guidance and control system should take into account:

(a)the density of air traffic, and the operational needs of air traffic services;

(b)the visibility conditions under which operations are intended;

(c)the need for pilot, vehicle and pedestrians orientation;

(d)the complexity of the aerodrome layout; and

(e)movements of vehicles.

GENERAL The SMGCS is an appropriate combination of visual aids, non-visual aids, procedures, control, regulation and information facilities. Systems range from a very simple SMGCS at small aerodromes, with light air traffic density operating in good-visibility conditions, to complex systems necessary at large aerodromes with heavy air traffic density operating in low-visibility conditions. The system selected for an aerodrome will be appropriate to the operational environment in which the aerodrome will operate.

USE OF VISUAL AIDS FOR SURFACE MOVEMENT GUIDANCE AND CONTROL SYSTEM (SMGCS) Where an SMGCS is provided by selective switching of stop bars and taxiway centre line lights, the following should apply:

(a)taxiway routes, which are indicated by illuminated taxiway centre line lights, are capable of being terminated by an illuminated stop bar;

(b)the control circuits are so arranged that when a stop bar located ahead of an aircraft is illuminated, the appropriate section of taxiway centre line lights beyond it is suppressed; and

(c)the taxiway centre line lights are activated ahead of an aircraft when the stop bar is suppressed.

SURFACE MOVEMENT RADAR AND OTHER SURVEILLANCE EQUIPMENT

(a)Surface movement radar or any other suitable surveillance equipment for the manoeuvring area is used at an aerodrome intended for use in runway visual range (RVR) conditions less than a value of 350 m.

(b)Surface movement radar or any other suitable surveillance equipment for the manoeuvring area may also be used at an aerodrome other than that in (a), when the traffic density and operating conditions are such that regularity of traffic flow cannot be maintained by alternative procedures and facilities.

STANDARD TAXI ROUTES

(a)Where established, such routes should:

(1)cover aircraft taxiing between runways, aprons, and maintenance areas (if available);

(2)be direct, simple and, where practicable, designed to avoid conflicts with the routes of other aircraft or vehicles and capable of being used in all weather conditions;

(3)be identified by designators distinctively different from those of the runways and air traffic services routes; and

(4)be adequate and suitable for the largest aircraft likely to use them, taking as a minimum into account its interaction with the aerodrome facilities, navigation aids, aerodrome surfaces, jest blast effects, and the operation of other aircraft.

(b)Where standard taxi routes are provided, details of such routes should be published in the AIP and shown on aerodrome charts, or ground movement chart, depending on the complexity of the movement area, available aids and facilities. Where a route includes taxiing between different areas of responsibility, (e.g. areas under control of air traffic services and the apron management services), the transition points should be indicated on either the aerodrome chart or ground movement chart.

STANDARD TAXI ROUTES Standard taxi routes may be provided in order to maintain or increase safety, regularity, and efficiency of operations especially in low-visibility conditions or high traffic, by minimising the amount of control intervention and the consequent volume of radiotelephony communications and workload. However, as not all aerodromes:

(a)serve the same level of traffic or have the same traffic density;

(b)are operated in the same pattern, or under the same visibility conditions;

(c)have the same size, design and complexity, the aerodrome operator needs to assess, in coordination with the air traffic services provider, the need to establish standard taxi routes. In this process, the views of the aerodrome users may also be sought, through the aerodrome’s local runway safety team. Further guidance for the development of standard taxi routes may be found in Chapters 3 and 6 of ICAO Doc 9476 ‘Manual of Surface Movement Guidance and Control Systems (SMGCS)’.

USE OF AIRCRAFT TRANSPONDER The transponder operating procedures and the relevant information that need to be sent to the aeronautical information services provider for publication in the AIP should include: the phases and areas of the aerodrome at which the transponder needs to be used when an aircraft is on the movement area of the aerodrome; and measures to prevent causing false ACAS II Resolution Advisories to airborne aircraft in the vicinity of the aerodrome. Such information should be published in the local aerodrome regulations in the AIP, following coordination with the Competent Authority. Until the publication of the information in the AIP, the aerodrome operator may additionally request the broadcast of relevant information via the local automated terminal information service (ATIS).