definition of a-smgcs implementation levels

EUROPEAN ORGANISATION FOR THE SAFETY OF AIR NAVIGATION

EUROCONTROL

COOPERATIVE NETWORK DESIGN

Definition of A-SMGCS Implementation Levels

Edition Number : 1.2

Edition Date : 30/06/2010

Status : Released Issue

Intended for : General Public


Edition: 1.2 Released Issue Page 1

DOCUMENT CHARACTERISTICS

TITLE


Publications Reference:

ISBN Number:

Document Identifier Edition Number: 1.2

A-SMGCS Implementation Levels Edition Date: 30/06/2010

Abstract

This document describes the EUROCONTROL definition of Implementation Levels for A-SMGCS and the relation with the respective ICAO definitions.

Keywords

A-SMGCS Implementation Levels

ICAO EUROCONTROL

Authors

Contact(s) Person Tel Unit

Matthis BIRENHEIDE

Project Manager A-SMGCS +32 2 729 3449 CND/CoE/AT/AP

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Proposed Issue Restricted Audience Internet (www.eurocontrol.int)

Released Issue Electronic copies of this document can be downloaded from : http://www.eurocontrol.int/airports/public/standard_page/surface_library.html

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mbirenhe

Typewritten Text

10/07/15-66



DOCUMENT CHANGE RECORD

The following table records the complete history of the successive editions of the present document.

EDITION NUMBER

EDITION DATE

REASON FOR CHANGE PAGES

AFFECTED

1.0 30/09/2003 Released Issue

1.1 10/11/2005 Editorial changes 2.4

1.2 30/06/2010

Update of references and template.

Editorial changes.

Executive summary added.

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Page 4 Released Issue Edition: 1.2

Contents

DOCUMENT CHARACTERISTICS.............................................................................1

DOCUMENT APPROVAL...........................................................................................2

DOCUMENT CHANGE RECORD...............................................................................3

EXECUTIVE SUMMARY.............................................................................................6

CHAPTER 1 – Introduction .......................................................................................7 1.1 Scope of the document..............................................................................................7 1.2 Structure of the document .........................................................................................7

CHAPTER 2 – Methodology for defining implementation levels ...........................8 2.1 Urgency of the operational need ...............................................................................8 2.2 Dependencies between A-SMGCS services.............................................................8 2.3 A-SMGCS Enablers Development ............................................................................9 2.4 Airport and Users’ equipment ....................................................................................9 2.5 Cost..........................................................................................................................10 2.6 Types of airports ......................................................................................................10

2.6.1 Visibility conditions......................................................................................10

2.6.2 Traffic density..............................................................................................11

2.6.3 Aerodrome layout........................................................................................12

CHAPTER 3 – General Implementation Levels .....................................................13 3.1 Levels overview .......................................................................................................13 3.2 Level 1 .....................................................................................................................14

3.2.1 Surveillance ................................................................................................14

3.2.2 Guidance.....................................................................................................15

3.2.3 Route Planning ...........................................................................................15

3.2.4 Control ........................................................................................................15

3.3 Level 2 .....................................................................................................................15 3.3.1 Surveillance ................................................................................................15

3.3.2 Control ........................................................................................................15

3.3.3 Guidance.....................................................................................................15

3.3.4 Route Planning ...........................................................................................16


3.4.2 Control ........................................................................................................16

3.4.3 Guidance.....................................................................................................16

3.4.4 Route Planning ...........................................................................................16




3.5.2 Control ........................................................................................................17

3.5.3 Route Planning ...........................................................................................17

3.5.4 Guidance.....................................................................................................17

CHAPTER 4 – Implementation Road Map..............................................................18

CHAPTER 5 – Implementation Levels by type of Airport .....................................19

REFERENCES..........................................................................................................20

GLOSSARY ..............................................................................................................21

ABBREVIATIONS.....................................................................................................26

List of Figures

Figure 1: Dependencies between A-SMGCS services....................................................9 Figure 2: Types of Mobiles..............................................................................................24

List of Tables

Table 1: Implementation Levels ....................................................................................14 Table 2: Implementation Roadmap...............................................................................18 Table 3: A-SMGCS levels by type of airport ................................................................19



EXECUTIVE SUMMARY

This document describes the EUROCONTROL definition of Implementation Levels for Advanced Surface Movement, Guidance and Control Systems (A-SMGCS) and compares it with the relevant ICAO definitions. ICAO had chosen for a defining Implementation levels with respect to a complexity and traffic density approach while EUROCONTROL has decided for a more practical one, using a functional definition. However, there is no contradiction between the two definitions as they provide the same functionalities from a different perspective.



CHAPTER 1 –Introduction

1.1 Scope of the document

This document aims at defining the A-SMGCS implementation levels corresponding to the A-SMGCS project strategy of EUROCONTROL.

These Implementation Levels form a coherent series that:

Recognises operational needs;

Reflects the evolution of technologies and procedures;

Enables airports to equip according to local requirements.

The EUROCONTROL A-SMGCS project will focus on the A-SMGCS implementation Level 1 and 2 through the Operational Concept & Requirements documents Ref. 1 and Ref. 2. The Levels 3 and 4, proposed in this document, address medium or long-term development and implementations of A-SMGCS and will be addressed under the SESAR framework.

Note - The present document contains a draft version of the implementation levels definition to support validation activity. The document will be updated according to the validation results.

1.2 Structure of the document

Introduction

CHAPTER 1 – describes the purpose of this document, its structure, and the reference documents.

Methodology for defining implementation levels

CHAPTER 2 – provides the guidelines used to define the implementation levels.

General implementation levels

CHAPTER 3 – proposes the general implementation levels.

Implementation Road Map

CHAPTER 4 – provides the time-frame for the implementation of each A-SMGCS function and level.

Implementation levels by type of airport

CHAPTER 5 – provides the A-SMGCS target in terms of implementation level for each type of airport.



CHAPTER 2 –Methodology for defining implementation levels

This section defines the criteria used to determine the different implementation levels.

Each implementation level consists in a package of services: Surveillance, Control, Guidance, Route Planning.

2.1 Urgency of the operational need

The first criterion for implementing A-SMGCS is the operational need. The services that address urgent operational needs should be implemented first. This means that services like surveillance and Control have priority on route planning, which serves the efficiency of ground movements.

2.2 Dependencies between A-SMGCS services

The dependencies between the A-SMGCS services will also have to be taken into account. For instance, the surveillance service is a pre-requisite for implementing the Control service.



Figure 1: Dependencies between A-SMGCS services

2.3 A-SMGCS Enablers Development

The implementation of each service of the A-SMGCS will be a gradual following of the developments in procedures, technologies. A recognised issue for implementation of the Control service is the false alarms that interfere with controller operations. The difficulty is to define accurately the alarm situations in all operations cases. It does not seem feasible to directly implement an Control service detecting any hazardous situation.

Consequently, in order to reduce the false alarms, a Control service may first only detect easiest or most dangerous alarm situations, and progressively be completed, with other alarm situations when they are well understood. For instance such a tool may be first developed to detect basic runway incursions and later to deal with more complex situations or less critical hazardous situations (e.g. entry of non-authorised vehicle in the manoeuvring area).

2.4 Airport and Users’ equipment

The implementation levels must take into account that the airport or users may be equipped or not with enabler systems. As a consequence, transition periods have to be envisaged where A-SMGCS services will be fulfilled by mixed equipage. There may be a variety of technologies that could be used to meet the requirements of A-SMGCS, some examples of which are mentioned below.

One of the main implementation issues is the choice of the sensor used to retrieve surveillance data. In order to cope with any mobile in the movement

Surveillance

Route PlanningGuidance Control

Traffic Situation

Conflict Resolution Assigned Routes



area a non-cooperative sensor is needed. This non-cooperative sensor should provide a global coverage. Consequently, it cannot only rely on means like induction or magnetic loops, near-range radar or optical cells that cover specific and reduced areas. In order to provide an all-weather capability, the non-cooperative sensor should also rely on means unaffected by fog or rain. In taking into account the existing technology, the all-weather requirement points to the use of a Surface Movement Radar (SMR). However, other technologies meeting these requirements should not be excluded.

This SMR is nevertheless a primary radar and thus not able to provide an identification of the detected targets. In order to provide an automated labelling system, to monitor automatically entry of authorised vehicles onto restricted areas or to detect any intruder, the SMR should be complemented with a cooperative sensor.

The choice of a cooperative sensor depends on the type of mobile to be identified. On the one hand, the sensor dealing with aircraft should be the same for each airport in order to provide inter-compatibility. Furthermore, its price has to be affordable as airlines do not want to incur additional avionics costs without a proven benefit. In the short term period, those requirements refer to the Mode S transponder as this equipment presents the advantage of already being part of the commercial aircraft standard avionics. However, there may also be other technical solutions the can be considered.

On the other hand, the airport sensor choice for ground vehicles surveillance could be left to the initiative of the airport authorities since it will have an impact on a limited number of airport vehicles.

2.5 Cost

The costs of the systems will drive the choice of the type of A-SMGCS to be implemented. This choice will be local depending on each airport implementation: A-SMGCS services chosen, number of mobiles to be equipped, etc. Then, according to the A-SMGCS cost category (low / medium / high) targeted in each local implementation, the choice of the suitable A-SMGCS technologies will be performed.

2.6 Types of airports

As explained by ICAO in Appendix A of the A-SMGCS manual Ref. 4, to provide guidance on the level of A-SMGCS appropriate to a specific aerodrome it is necessary to consider:

Visibility conditions;

Traffic density;

Aerodrome layout.

2.6.1 Visibility conditions

If the airport operations take place in all visibility conditions, an A-SMGCS will improve the safety and maintain the runway throughput in low visibility conditions. Consequently, the number of low visibility days per year is a key factor in determining the level of A-SMGCS to implement in an airport. An airport with no low visibility conditions does not need the same type A-SMGCS level as an airport with a substantial number of days of fog for instance.



ICAO defined 4 levels of visibility conditions in the A-SMGCS manual:

Visibility Condition (Vis) 1: Visibility sufficient for the pilot to taxi and to avoid collision with other traffic on taxiways and at intersections by visual reference, and for personnel of control units to exercise control over all traffic on the basis of visual surveillance;

Visibility Condition (Vis) 2 : Visibility sufficient for the pilot to taxi and to avoid collision with other traffic on taxiways and at intersections by visual reference, but insufficient for personnel of control units to exercise control over all traffic on the basis of visual surveillance;

Visibility Condition (Vis) 3: Visibility sufficient for the pilot to taxi but insufficient for the pilot to avoid collision with other traffic on taxiways and at intersections by visual reference with other traffic, and insufficient for personnel of control units to exercise control over all traffic on the basis of visual surveillance. For taxiing this is normally taken as visibilities equivalent to a RVR less than 400 m but more than 75 m;

Visibility Condition (Vis) 4: Visibility insufficient for the pilot to taxi by visual guidance only. This is normally taken as a RVR of 75 m or less.

In order to simplify, we consider that visibility conditions 3 and 4 represent low visibility conditions and that an aerodrome is affected by low visibility conditions when conditions 3 and 4 are met during more than 15 days per year.

2.6.2 Traffic density

The second criteria by which an airport can be characterised is the structure and level of the traffic movements. ICAO defined 3 airport categories light / medium / heavy by the traffic density which takes into account the mean peak hour:

Light traffic, which is characterised by a peak not greater than 15 take-offs or landings per runway or typically less than 20 total aerodrome movements;

Medium traffic, which is characterised by a peak comprised between 16 to 25 take-offs or landings per runway or typically between 20 to 35 total aerodrome movements;

Heavy traffic, which is characterised by a peak of 26 or more take-offs or landings per runway or typically more than 35 total aerodrome movements.

The traffic density parameter could be complemented by the notion of the annual number of movements. This figure is useful to establish a ranking among airports. Above a certain threshold one can consider that the traffic management requires specific tools to achieve an efficient use of the nominal airport capacity. According to ICAO traffic density and ATC experience, we could define two thresholds to distinguish the light / medium / heavy airports, as follows:

First threshold light / medium: between 40 000 and 60 000 movements per year;

Second threshold medium / heavy: between 140 000 and 160 000 movements per year.

For instance, an airport with 100 000 movements per year is between both categories. It should be noticed that this notion is compatible with the ICAO traffic density categories.



Another aspect is the mix of arriving and departing movements on the airport that means crossing flows of aircraft going to and from different aprons or parking areas. This situation increases the risks of conflict on the airport. It could also be noticed that there is a strong correlation with the weather conditions which increase the size of the problem as they worsen to the limit of VFR operation.

In adverse weather conditions such as low visibility, the surface traffic on the aforementioned airports is further reduced by the absence of VFR flights. Therefore the tower controllers are able to focus their concentration on the guidance of the mobiles.

2.6.3 Aerodrome layout

A complex airport layout requires close attention from the air traffic controllers and from the pilots and vehicle drivers. In particular in adverse weather conditions the complexity of an airport can provoke high stress situations for the tower controllers and can lead to misinterpretations and false estimations by pilots and drivers.

ICAO defined 3 categories of aerodrome layout:

Basic: An aerodrome with one runway and one taxiway to one apron area;

Simple: An aerodrome with one runway, having more than one taxiway to one or more apron areas;

Complex: An aerodrome with more than one runway, having many taxiways to one or more apron areas.

Some other parameters could also make a layout complex:

An airport has a taxiway system with a great number of apron intersections. Especially in bad weather conditions, a false estimation by pilots or drivers is possible and likely to occur;

A taxiway has to be shared by landing and departing aircraft or by aircraft and vehicles at the same time. These situations occur when the airport has an adverse location with reference to the runway.

All the above parameters help to define a complex layout that is important to consider in order determining the A-SMGCS level for a given airport, as proposed in the last section of the present document.



CHAPTER 3 –General Implementation Levels

3.1 Levels overview

A-SMGCS should be evolutionary implemented through successive levels of implementation. These implementation levels form a coherent series that match with the criteria exposed in the glossary. The main concerns of the Levels 1 and 2 rely on further improvement of safety, whereas the efficiency of ground movement is dealt with in levels 3 and 4.

On the basis of the SMGCS provisions defined by ICAO Ref. 4, and which could be considered as the level 0 (pre-requisite), the following table shows the proposed levels for A-SMGCS implementation. Each level is further explained in the following sections. These levels are only a proposal according to the present state of the art and are subject to changes in the future.



Surveillance Control Route

Planning

Guidance

Lev

els

Users Mobiles and areas covered

Users Conflicts detected

Users Users Type

0 Strict application of SMGCS

1

Surveillance

Controller All vehicles in the manoeuvring area

All aircraft in the movement area

2

Control Guidance Controller All vehicles in the manoeuvring area


Controller RWY incursions

Drivers Airport Static Map & mobile position on a screen as an option

3

Route Planning

Controller

All participating mobiles

All vehicles in the manoeuvring area


Controller

Equipped mobiles

All conflicts

Controller

Pilots

Drivers

Airport Dynamic Map (with runway status,…), mobile position on a screen

Automatic switch of ground signals

4

Controller


All vehicles in the manoeuvring area


Controller


All conflicts + Conflict Resolution

Controller

Equipped mobiles

Pilots

Drivers

Airport Dynamic Map (with runway status,…), mobile position & route from route planning function on a screen

Automatic switch of ground signals

Table 1: Implementation Levels

3.2 Level 1

The implementation Level 1 corresponds to the shorter step in terms of urgency, technology, and cost.

3.2.1 Surveillance

At the first level, the ATCO will be assisted by a surveillance service which completes its visual observation by displaying on a screen:

The airport traffic context (Airport layout, etc);

Position of all vehicles in the manoeuvring area;

Position of all aircraft in the movement Area;

Identity of all aircraft in the movement Area;

Identity of all cooperative vehicles.

Since ATC is responsible for the manoeuvring area, the surveillance service should cover all mobiles on this area. In the same way, the surveillance service should also cover aircraft in the apron area as controllers deliver push-back clearances when aircraft are on the apron area. At Level 1, aircraft and vehicles are expected to be cooperative, so the surveillance service will automatically provide their identity.



However, it should also be possible for ATC to cope with a VERY limited number of non-cooperative mobiles (grass cutting vehicle, aircraft with transponder out of service). These non-cooperative mobiles will not be labelled.

3.2.2 Guidance

The A-SMGCS Level 1 will focus on the surveillance function. No new guidance function is foreseen at this level. The guidance will continue to be performed as in the current SMGCS.

3.2.3 Route Planning

The route planning function requires first the implementation of a planning function which is not yet operational, is more beneficial for movement efficiency than safety, and only concerns airports with a complex layout. Consequently, we do not foresee this function to be implemented in levels I and II of A-SMGCS.

3.2.4 Control

As reported from several airfields, the detection of runway incursion conflict is a particularly difficult issue to tackle. In particular, it requires an accurate definition of the conflict cases and the associated operational procedures or working methods. False alerts should be reduced to provide the controller with the necessary confidence in such automated support. Moreover, the Control service, as explained in Ref. 8, requires technical performances that may not be delivered by the technology implemented in Level 1 surveillance.

For all the above reasons, the Control function will only be implemented at Level 2.

3.3 Level 2

The implementation of Level 2 consists in the improvement of Level 1 existing functions and in the introduction of the Control and Guidance functions.

3.3.1 Surveillance

At Level 2, it is not envisaged to extend the provision of the surveillance function to pilots and drivers because the required technologies such as ADS-B / TIS-B will not yet be thoroughly available. As a consequence, the surveillance function will be the same at Levels 1 and 2.

3.3.2 Control

An initial Control function dedicated to runway incursion alerting, taking benefit of the harmonisation of local working methods (multiple line-ups, conditional clearances, etc.) in major airports, will be introduced. The function will not detect all runway conflicts, but only the more hazardous (runway incursion) and will alert controllers in due time.

3.3.3 Guidance

A guidance service, already available for cars, may be easily implemented on-board the vehicles. This technology consists in an airport map showing taxiways, runways, obstacles and the mobile position given by GNSS. With this system, driver could visualise his position and his destination on a display. This may reduce navigation mistakes which occur in low visibility conditions.



At this level, this guidance service will be provided to vehicle drivers as an option.


The route planning function requires first the implementation of a planning function which will not exist at this level. Consequently, this function will not be implemented at this level.

3.4 Level 3

Level 3 consist in the Level 2 functions complemented with the sharing of traffic situation awareness amongst pilots and drivers and the introduction of the automated routing function.

3.4.1 Surveillance

At this level, the surveillance function provided to the controller at the Level 2 will be delivered to and shared with other users: pilots and drivers. This function requires the implementation of technologies such as ADS-B / TIS-B to transmit the traffic information to pilots and drivers. All participating mobiles will be required to be co-operative in order to automatically provide the mobile identity on the users’ displays. At this level, a non-cooperative sensor will still be necessary in order to detect intruders.

3.4.2 Control

On the basis of the Level 3 surveillance function, the Control function will be able to detect any conflict concerning mobiles on the movement area. The alarms will be provided to the controller as in Level 2 but also to pilots and drivers. The conflict detection information should be customised depending on the users (controllers, vehicle drivers, and aircrew).

3.4.3 Guidance

The guidance function implemented at the Level 2, may be improved by:

Display of the airport map showing taxiways, runways, obstacles and the mobile position to aircrew and drivers;

Providing dynamic map with updates of the runway status for instance, through the use of technology like TIS-B;

Triggering automatically the dynamic ground signs (stop bars, centreline lights, etc) according to the route issued by the controller.


On the basis of a planning function which should be implemented first, the route planning function shall determine the best route to users. The best route is calculated by minimising the delay according to planning, ground rules, and potential conflict with other mobiles. This function will address airports with a complex layout. This function will be provided to controllers only, who will issue ATC clearances to pilots / vehicle drivers.



3.5 Level 4

The implementation Level 4 corresponds to the improvement of the functions implemented at the Level 3.

3.5.1 Surveillance

At this level, the surveillance function will be the same as in Level 3.

3.5.2 Control

The Control function will be provided to controllers, pilots, and drivers in the movement area. Moreover, the function will be complemented by a conflict resolution function.


The route planning function will be extended to equipped mobiles. This implies that the route proposed by the route planning function and validated by controllers will be down-linked to pilots and drivers.

3.5.4 Guidance

The guidance function will be the same as in Level 3.



CHAPTER 4 –Implementation Road Map

The following table shows the timeframe foreseen for the implementation of the four A-SMGCS levels as well as the associated introduction of surveillance, control, route, planning, and guidance services.

Note – This table reflects the status known in 2005.

For instance, the Control function will be introduced at the Level 2 and then further elaborated.

2000 01 02 03 04 05 06 07 08 09 10 11 12 13 14 15

Start

Levels 1 2 3 4

Surveillance

Control

Route planning

Guidance

Table 2: Implementation Roadmap



CHAPTER 5 –Implementation Levels by type of Airport

The need for implementing A-SMGCS on a given airport results from a trade-off between the cost of the equipment and the probability of runway incursion which depends on the following airport characteristics: traffic movements, all weather operation categories, and airport complexity.

This is clearly underlined by the current European situation, where few airports have A-SMGCS capabilities although a number of them have encountered runways incursions. When questioned about this situation, the ATM stakeholders reply is that the main impediment in equipping airports with A-SMGCS is the cost of the system.

Defining a strategy for a European A-SMGCS implementation leads to the definitions of A-SMGCS categories (low, medium, high costs) and airport typologies (mid size airport, high size airports).

This section proposes the level of A-SMGCS implementation targeted for each type of airport in terms of cost and functions. In order to implement a targeted level, each airport may start by implementing an A-SMGCS Level 1 and progressively upgrade the system to the targeted level.

Note - the table below is an indication of which A-SMGCS Levels may target which different types of airports. It will need to be updated to reflect evolutions observed during A-SMGCS implementation.

Airport type A-SMGCS

cost

Surveillance Control Route

Planning

Guidance

Light No (full)

A-SMGCS

partly partly - -

Medium Low cost 1 / 2 2 - 2

Medium with complex layout or

more than 15 low visibility days

Medium

cost

1 / 2 3 3 3

Heavy High cost 3 / 4 4 4 4

Table 3: A-SMGCS levels by type of airport



REFERENCES

Ref. 1 EUROCONTROL A-SMGCS Level 1 Operational Concept and Requirements,

Edition 2.1, 30/06/2010

Ref. 2 EUROCONTROL A-SMGCS Level 2 Operational Concept and Requirements,

Edition 2.1, 30/06/2010

Ref. 3 ICAO Manual of Surface Movement Control and Guidance Systems (SMGCS)

Doc 9476-AN/927 First Edition 1986

Ref. 4 ICAO Manual on Advanced Surface Movement Control and Guidance Systems

(A-SMGCS), Doc 9830, First Edition 2004

Ref. 5 ICAO Annex 14 – Aerodrome Design and Operations, Volume I, Fifth Edition,

July 2009

Ref. 6 ICAO Doc 4444 – Procedures for Air Navigation Services (PANS) Air Traffic

Management (ATM), Fifteenth Edition 2007

Ref. 7 ICAO Doc 7030 - European Supplementary Procedures, Fifth Edition 2008

Ref. 8 EUROCAE Minimum Aviation System Performance Specifications (MASPS) for

A-SMGCS (Level 1 and 2), Edition ED-87B, January 2008, including ED-87B

amendment No 1 of January 2009

Ref. 9 ICAO – Approval of a Proposal for Amendment of Regional Supplementary

Procedures – Doc 7030/5 (Serial No.: EUR/NAT-S 08/08 – EUR 6-5) of

12/06/2009; and

Open Proposal for Amendment to the Regional Supplementary Procedures –

Doc 7030/5 (SUPPs) (Serial No: EUR/NAT-S 08/09 – EUR 6-5) related to low

visibility procedures.

Ref. 10 EUROCONTROL Airport Operations Team, A-SMGCS Concept Justification

and User Requirements, AOT/10 WP3, June 2002

Ref. 11 ICAO Doc 9870 Manual on the Prevention of Runway Incursions, First Edition,

2007



GLOSSARY

This section provides the explanation of terms required for a correct understanding of the present document. Most of the following explanations are drawn from the A-SMGCS manual Ref. 4, the ICAO Annex 14 Ref. 5, or the EUROCAE MASPS for A-SMGCS Ref. 8, in that case it is indicated in the definition. A-SMGCS, Ref. 4 definitions are used as a first option. In general, other definitions are only used where there is no ICAO definition. If not, it is explained why another definition is preferred to the ICAO one.

Advanced Surface Movement Guidance and Control Systems (A-SMGCS)

Ref. 4 definition

Systems providing routing, guidance, surveillance and control to aircraft and affected vehicles in order to maintain movement rates under all local weather conditions within the Aerodrome Visibility Operational Level (AVOL) whilst maintaining the required level of safety.

Aerodrome

Ref. 4 and Ref. 5 definition

A defined area on land or water (including any buildings, installations, and equipment) intended to be used either wholly or in part for arrival, departure and surface movement of aircraft.

Aerodrome movement

Ref. 4 definition addresses only aircraft movement, we extended the definition to all mobiles.

The movement of a mobile (aircraft or vehicle) on the movement area.

Aerodrome Visibility Operational Level (AVOL)

Ref. 4 definition

The minimum visibility at or above which the declared movement rate can be sustained.

Airport authority

Ref. 4 definition

The person(s) responsible for the operational management of the airport.

Alert

Ref. 4 definition

An indication of an existing or pending situation during aerodrome operations, or an indication of abnormal A-SMGCS operation, that requires attention/action.

Alert Situation

Ref. 8 definition

Any situation relating to aerodrome operations which has been defined as requiring particular attention or action.

Apron


A defined area on a land aerodrome, intended to accommodate aircraft for purposes of loading or unloading passengers, mail or cargo, fuelling, parking or maintenance.

A-SMGCS capacity



Ref. 4 definition

The maximum number of simultaneous movements of aircraft and vehicles that the system can safely support within an acceptable delay commensurate with the runway and taxiway capacity at a particular aerodrome.

Conflict

Ref. 4 definition

A situation when there is a possibility of a collision between aircraft and/or vehicles.

Control

Ref. 4 definition

Application of measures to prevent collisions, runway incursions and to ensure safe, expeditious and efficient movement.

Cooperative mobile

“Cooperative target” Ref. 8 definition in which “target” is replaced by “mobile” (see mobile definition)

Mobile which is equipped with systems capable of automatically and continuously providing information including its Identity to the A-SMGCS.

Note - as several cooperative surveillance technologies exist, a mobile is cooperative on an aerodrome only if the mobile and the aerodrome are equipped with cooperative surveillance technologies which are interoperable.

Cooperative surveillance

The surveillance of mobiles is cooperative when a sensor, named cooperative surveillance sensor, collects information about the mobiles from an active element of the transponder type which equips the mobiles. This technique allows collecting more mobile parameters than the non-cooperative surveillance, for instance the mobiles identity.

The cooperative surveillance may be:

Either dependant on the cooperative mobile, when the mobile automatically generates the information and transmits it to the surveillance sensor, for instance via ADS-B;

Or Non-dependant on the cooperative mobile, when the mobile is interrogated by the surveillance sensor, for instance Mode S Multilateration.

Data Fusion

Ref. 8 definition

A generic term used to describe the process of combining surveillance information from two or more sensor systems or sources.

False Alert

Ref. 8 definition

Alert which does not correspond to an actual alert situation.

Note - It is important to understand that it refers only to false alerts and does not address nuisance alerts (i.e. alerts which are correctly generated according to the rule set but are inappropriate to the desired outcome).

Guidance

Ref. 4 definition

Facilities, information, and advice necessary to provide continuous, unambiguous, and reliable information to pilots of aircraft and drivers of vehicles to keep their aircraft or vehicles on the surfaces and assigned routes intended for their use.



Identification

Ref. 4 definition

The correlation of a known aerodrome movement callsign with the displayed target of that mobile on the display of the surveillance system.

Identity

“Aircraft identification” Ref. 6 definition extended to all mobiles.

A group of letters, figures or a combination thereof which is either identical to, or the coded equivalent of, the mobile call sign to be used in air-ground communications, and which is used to identify the mobile in ground-ground air traffic services communications.

Incursion

Ref. 4 definition

The unauthorized entry by an aircraft, vehicle, or obstacle into the defined protected areas surrounding an active runway, taxiway or apron.

Intruder

Any mobile which is detected in a specific airport area into which it is not allowed to enter.

Manoeuvring area


That part of an aerodrome to be used for the take-off, landing and taxiing of aircraft, excluding aprons.

Mobile

A mobile is either an aircraft or a vehicle.

Note - when referring to an aircraft or a vehicle, and not another obstacle, the term “Mobile” will be preferred to “Target”. The term “Target” will only be used when considering an image of a mobile or other obstacle displayed on a surveillance screen.

Modularity

Ref. 4 definition

Capability of a system to be enhanced by the addition of one or more modules to improve its technical or functional performance.

Movement area

Ref. 4, Ref. 5 and Ref. 6 definition

That part of an aerodrome to be used for the take-off, landing and taxiing of aircraft, consisting of the manoeuvring area and apron(s).

Non-Cooperative mobile

“Non-cooperative target” Ref. 8 definition in which “target” is replaced by “mobile” (see mobile definition)

Mobile which is not equipped with systems capable of automatically and continuously providing information including its Identity to the A-SMGCS.

Non-Cooperative surveillance

The surveillance of mobiles is non-cooperative when a sensor, named non-cooperative surveillance sensor, detects the mobiles, without any action on their behalf. This technique allows determining the position of any mobile in the surveillance area and in particular to detect intruders. Examples of non-cooperative surveillance sensors are the Primary Surveillance Radars.

Normal Visibility



Visibility conditions sufficient for personnel of control units to exercise control over all traffic on the basis of visual surveillance (correspond to visibility condition 1 defined by ICAO Ref. 4).

Nuisance Alert

Ref. 8 definition

Alert which is correctly generated according to the rule set but are inappropriate to the desired outcome.

Obstacle

Ref. 4 and Ref. 5 definition extended to all mobiles.

All fixed (whether temporary or permanent) and mobile obstacles, or parts thereof, that are located on an area intended for the surface movement of mobiles or that extend above a defined surface intended to protect aircraft in flight.

Participating mobile

Mobile whose identity is known by the aerodrome authority and likely to move on airport movement areas. As illustrated below, a participating mobile is either cooperative or non-cooperative.

Figure 2: Types of Mobiles

Protection area

A protection area is a virtual volume around a runway, a restricted area or a mobile. This protection area is used to detect an alert situation. For instance, an alert situation is detected when a mobile is on a runway and one or more mobiles enter the runway protection area.

Reduced Visibility

Visibility conditions insufficient for personnel of control units to exercise control over all traffic on the basis of visual surveillance (correspond to visibility conditions 2, 3, and 4 defined by ICAO Ref. 4).

Restricted Area

Aerodrome areas where the presence of an aircraft or a vehicle is permanently or temporarily forbidden.

Route

Ref. 4 definition

A track from a defined start point to a defined endpoint on the movement area.

Routing

ALL MOBILES

INTRUDERS

Cooperative mobiles

Non cooperative mobiles

PARTICIPATING MOBILES



Ref. 4 definition

The planning and assignment of a route to individual aircraft and vehicles to provide safe, expeditious, and efficient movement from its current position to its intended position.

Runway Incursion

Ref. 11 definition

Any occurrence at an aerodrome involving the incorrect presence of an aircraft, vehicle, or person on the protected area of a surface designated for the landing and take off of aircraft

Stand

Ref. 4 definition

A stand is a designated area on an apron intended to be used for the parking of an aircraft.

Surveillance

Ref. 4 definition

A function of the system which provides identification and accurate positional information on aircraft, vehicles, and obstacles within the required area.

Target

Ref. 4 definition (this definition has been preferred to the Ref. 8 definition)

An aircraft, vehicle, or other obstacle, which image is displayed on a surveillance display.

Note - when referring to an aircraft or a vehicle, and not another obstacle, the term “Mobile” will be preferred to “Target”. The term “Target” will only be used when considering an image of a mobile or other obstacle displayed on a surveillance screen.



ABBREVIATIONS

ADS Automatic Dependent Surveillance

ADS-B Automatic Dependent Surveillance Broadcast

ANSP Air Navigation Service Provider

AMAN Arrival Manager/Arrival Management

AOP Airport Operations Programme

AOPG ICAO Aerodrome Operations Group

AOT Airport Operation Team

A-SMGCS Advanced Surface Movement Guidance and Control Systems

ATC Air Traffic Control

ATCO ATC Controller

ATM Air Traffic Management

ATS Air Traffic Services

ATSU Air Traffic Service Unit

AVOL Aerodrome Visibility Operational Level

CDM Collaborative Decision Making

CFMU Central Flow Management Unit

CNS Communication Navigation Surveillance

CS Community Specification

DMAN Departure Manager

EC European Commission

ECAC European Civil Aviation Conference

EN European Norm

ESARR Eurocontrol Safety Regulatory Requirements

EUROCAE European Organisation for Civil Aviation Equipment

FAA Federal Aviation Administration

GBAS Ground based Augmentation System

GNSS Global Navigation Satellite System

GPS Global Positioning System

HMI Human Machine Interface

ICAO International Civil Aviation Organisation

LVO Low Visibility Operations

LVP Low Visibility Procedures

MASPS Minimum Aviation System Performance Specification

MLS Microwave Landing System



MOPS Minimum Operational Performance Specification

R/T Radio Telephony

RVR Runway Visual Range

SMGCS Surface Movement Guidance and Control Systems

SMR Surface Movement Radar

SRC Safety Regulation Commission

TMA Terminal Manoeuvring Area

definition of a-smgcs implementation levels

Documents