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and industrial / research partners from the
ATC world, have trialled a range of higherlevel
A-SMGCS services, beyond the existing
Level 1 & 2 functions of “Surveillance” and
“Control”: a range of scenarios was fi rst
simulated in the DLR Braunschweig simulator
facilities with controllers and pilots and
validated later at Frankfurt airport. Specifi
cally, the operational benefi t of individual
routing & guidance using individual lamp
control for LED and halogen light fi xtures has
been proven through automatic individual
switching on of taxiway lights in front of the
aircraft, and in function of its progression
on the taxiway, their switching off behind.
In comparison with traditional routing
and guidance information, largely by ATC
voice commands, this unambiguous visual
guidance caused a strong reduction in pilot
/ ATC workload and voice communication.
RIAS
Runway Incursion Alerting System
In the same research programme a new ADB
visual aids concept was tested to prevent
runway incursions: when crossing an active
stopbar, this is being detected by local fi
eld sensors. Processing intelligence then
automatically triggers reaction lights visually
indicating to pilots to stop, while at the
same time a runway incursion alert message
is automatically generated at the controller
HMI. Also this scenario has been simulated
in the DLR facilities and then validated at
Frankfurt airport by the A320 from DLR.
Pilots and controllers highly appreciated
the additional warning signals they received
during these trials. The RIAS concept from
ADB signifi cantly increases the safety level
of ground traffic at airports.
RWSL
Runway Status Lights
ADB also contributes to the FAA runway
incursion prevention programme, the
Runway Status Lights (RWSL). In this
concept, the ground surveillance system
triggers 2 sets of warning lights. REL
(Runway Entrance Lights) indicate to pilots
on taxiways or crossing runways that the
runway they are about to enter is occupied.
Take-off Hold Lights (THL) indicate to pilots
at the runway that the runway is unsafe
to depart from. The fi rst RWSL has been
operational since 2008 at Dallas–Fort
Worth (DFW) and ADB will be providing
more RWSL at other major airports in the
US. The FAA has cited two occurrences
at DFW where fl ight crews were warned
of aircraft crossing their runway after
receiving takeoff clearance, with complete
independence from air traffi c control. This
is triggering interest from airports and
regulatory organizations from other parts
of the world.
to validate the FAA concept and investigate
further potential enhancements. “RWSL
provides additional alerts that require no
interaction from the controller,” says Matthis
Birenheide, EUROCONTROL project manager
for Advanced Surface Movement Guidance
and Control Systems (A-SMGCS). “The aim is
to have a similar, global approach to using the
system so that pilots do not find different procedures
in operation, for example in Europe
and the US.”
Enhanced lighting is not new, warnings
such as flashing amber Wig-Wag lights and
red stop bars are used by many airports to
alert pilots when they reach the runway.
“What does not exist is a harmonised approach
to operating stop bars,” says Joppart.
The International Civil Aviation Organization
(ICAO) clearly states that aircraft shall hold
at lighting stop bars and may only proceed
further when the controller has switched the
lights off. While some airports operate red
unidirectional stop bars around the clock,
others only use them in low-visibility conditions,
leading to ambiguity over their usage.
In some cases, the light switches off for a
few seconds and returns to red before the
pilot has had time to cross. Runway safety
manager Yvonne Page says: “Encouraging
a pilot to cross a red light only serves to
reinforce bad practice that may fail the pilot
or driver one day.”
Improving situational awareness
The International Federation of Airline
Pilots’ Associations would like to see runway
crossings avoided whenever possible, for
example by constructing perimeter taxiways.
Airports such as Amsterdam Schiphol and
Milan Malpensa have succeeded in removing
all crossings, but few European airports
have the space to achieve this. For the
majority, improving situational awareness on
the airfield is the first priority. “In 50 per cent
　
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