EUROPEAN ORGANISATION

FOR THE SAFETY OF AIR NAVIGATION

EUROCONTROL

Definition of A-SMGCS
Implementation Levels

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1.2

Edition Date

30/06/2010

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Definition of A-SMGCS Implementation Levels

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TITLE

Definition of A-SMGCS Implementation Levels

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Edition Number: 1.2

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Edition Date: 30/06/2010

A-SMGCS Implementation Levels

Abstract

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

Keywords
Implementation
Levels

A-SMGCS

ICAO

EUROCONTROL

Authors

Contact(s) Person

Tel

Matthis BIRENHEIDE

+32 2 729 3449

Project Manager A-SMGCS

Unit
CND/CoE/AT/AP

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Definition of A-SMGCS Implementation Levels

DOCUMENT CHANGE RECORD

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

EDITION
NUMBER

EDITION
DATE

1.0

30/09/2003

Released Issue

1.1

10/11/2005

Editorial changes

REASON FOR CHANGE

PAGES
AFFECTED

2.4

Update of references and template.

1.2

30/06/2010

Editorial changes.

All

Executive summary added.

Publications
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Edition: 1.2

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Definition of A-SMGCS Implementation Levels

Contents
DOCUMENT CHARACTERISTICS.............................................................................1
DOCUMENT APPROVAL ...........................................................................................2
DOCUMENT CHANGE RECORD...............................................................................3
EXECUTIVE SUMMARY.............................................................................................6
CHAPTER 1 Introduction .......................................................................................7
1.1
1.2

Scope of the document..............................................................................................7

Structure of the document .........................................................................................7

CHAPTER 2 Methodology for defining implementation levels ...........................8

2.1
2.2
2.3
2.4
2.5
2.6

Urgency of the operational need ...............................................................................8

Dependencies between A-SMGCS services .............................................................8
A-SMGCS Enablers Development ............................................................................9
Airport and Users equipment ....................................................................................9
Cost..........................................................................................................................10
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
3.2

3.3

3.4

3.5

Page 4

Levels overview .......................................................................................................13

Level 1 .....................................................................................................................14
3.2.1 Surveillance ................................................................................................14
3.2.2

Guidance.....................................................................................................15

3.2.3

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

3.2.4

Control ........................................................................................................15

Level 2 .....................................................................................................................15
3.3.1 Surveillance ................................................................................................15
3.3.2

Control ........................................................................................................15

3.3.3

Guidance.....................................................................................................15

3.3.4

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

Level 3 .....................................................................................................................16
3.4.1 Surveillance ................................................................................................16
3.4.2

Control ........................................................................................................16

3.4.3

Guidance.....................................................................................................16

3.4.4

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

Level 4 .....................................................................................................................17
3.5.1 Surveillance ................................................................................................17
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Definition of A-SMGCS Implementation Levels

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:
Figure 2:

Dependencies between A-SMGCS services....................................................9

Types of Mobiles..............................................................................................24

List of Tables
Table 1:
Table 2:
Table 3:

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Implementation Levels ....................................................................................14

Implementation Roadmap...............................................................................18
A-SMGCS levels by type of airport ................................................................19

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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.

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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 ASMGCS 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.

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CHAPTER 2 Methodology for

defining implementation levels
This section defines
implementation levels.

the

criteria

used

to

determine

the

different

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.

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Surveillance

Traffic Situation

Control

Conflict Resolution

Guidance

Assigned Routes

Route Planning

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

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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 ASMGCS 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:

2.6.1

Visibility conditions;

Traffic density;

Aerodrome layout.

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 ASMGCS level as an airport with a substantial number of days of fog for
instance.

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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.
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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.

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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.

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Levels

Surveillance

Control

Route

Guidance

Planning
Users

Mobiles and areas

covered

Users

Conflicts
detected

Users

Users

Type

Strict application of SMGCS

1
Surveillance
Controller

All vehicles in the

manoeuvring area
All aircraft in the
movement area

2
Controller

All vehicles in the

manoeuvring area
All aircraft in the
movement area

Control
Controller

Guidance

RWY
incursions

Drivers

Airport Static Map & mobile

position on a screen as an option

Pilots

Airport Dynamic Map (with

runway status,), mobile position
on a screen

3
Controller
All
participating
mobiles

All vehicles in the Controller

manoeuvring area
Equipped
All aircraft in the mobiles
movement area

All conflicts

All vehicles in the Controller

manoeuvring area
All
All aircraft in the participating
mobiles
movement area

All conflicts + Controller

Conflict
Equipped
Resolution
mobiles

Route
Planning

Drivers

Controller

Automatic
signals

switch

of

ground

4
Controller
All
participating
mobiles

Pilots
Drivers

Airport Dynamic Map (with

runway status,), mobile position
& route from route planning
function on a screen
Automatic
signals

switch

of

ground

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 pushback 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.
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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 ADSB / 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 onboard 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.

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

option.
3.3.4

Route Planning
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:

3.4.4

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.

Route Planning
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.

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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.

3.5.3

Route Planning
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.

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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

Surveillance

Control

Route planning

Guidance

Table 2: Implementation Roadmap

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CHAPTER 5 Implementation
Levels by type of Airport
The need for implementing A-SMGCS on a given airport results from a tradeoff 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 Surveillance Control

cost

Light

No (full)

Route

Guidance

Planning
partly

partly

1/2

1/2

3/4

A-SMGCS
Medium

Low cost

Medium with complex layout or Medium

more than 15 low visibility days

cost

Heavy

High cost

Table 3: A-SMGCS levels by type of airport

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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
Ref. 8

ICAO Doc 7030 - European Supplementary Procedures, Fifth Edition 2008

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

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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
Ref. 4 and Ref. 5 definition
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
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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.
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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
Ref. 4 and Ref. 5 definition
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
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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 noncooperative.

ALL MOBILES

PARTICIPATING MOBILES

INTRUDERS
Cooperative
mobiles

Non cooperative
mobiles

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
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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.

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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

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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

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