Appendix F

Performance Objectives for Surface Movement Radar (SMR)

1. INTRODUCTION

1.1 The purpose of providing SMR is to aid the air traffic services in achieving their objectives as defined in Annex 11. These objectives are:

(a) to prevent collisions between aircraft;

(b) to prevent collisions between aircraft on the maneuvering areas and obstructions in those areas,

(c) to expedite and maintain an orderly flow of traffic;

(d) to provide advice and information useful for the safe and efficient conduct of flight; and

(e) to notify appropriate organizations regarding aircraft in need of search and rescue aid, and assist such organizations as required.

1.2 At an aerodrome adequately equipped with visual aids, the provision of an aerodrome surface movement radar can make a valuable contribution to the safety and efficiency of ground movement control in reduced visibility and at night. Surface movement radar permits a continuous check on runway occupancy and taxiway usage, allows rapid determination of lighting control requirements and facilitates clearances for aircraft and vehicles. In emergencies it can play a part in the expeditious movement of emergency vehicles and the safe disposition of other traffic.

2. USE OF SMR

2.1 As described in the Air Traffic Services Planning Manual (Doc 9426), Part 11, Section 5. 4.3.2, SMR may be used to perform the following functions specifically related to the provision of aerodrome control service:

(a) provide radar monitoring of traffic on the maneuvering area;

(b) provide routing instructions to surface traffic, using the radar-displayed information, to avoid points of traffic congestion and select aircraft routes to maintain traffic flow;

(c) permit issuance of instructions to hold short at intersections to avoid traffic conflicts;

(d) provide information that a runway is clear of other traffic, particularly in periods of low visibility;

(e) provide assistance in timing of runway operations to improve runway utilization while avoiding conflicts with departing and arriving aircraft;

(f) provide, on request, guidance information to an aircraft uncertain of its position; and

(g) provide guidance information to emergency vehicles.

2.2 In developing the performance objectives that follow, SMR is considered as a surveillance element of SMGCS; however, its use can be expanded to a more active role.

3. PURPOSE OF THE PERFORMANCE OBJECTIVES

3.1 The purpose behind the performance objectives that follow is to broadly identify the factors that may need to be considered when developing procurement technical specifications for SMR. When using these performance objectives it should be noted that several factors, including the layout and complexity of the aerodrome and operating conditions, influence the design of a particular SMR system. Accordingly, these performance objectives should be reviewed and adapted as necessary taking into account the particular requirements of the aerodrome concerned.

4. OVER-ALL SYSTEM PERFORMANCE OBJECTIVES

4.1 Coverage

(a) Azimuth - 360 degrees.

(b) Elevation - up to 60 m above aerodrome level.

(c) Range - 150 to a maximum of 6 000 m (capable of modification to local need within reasonable degrees and at least sufficient to cover the movement area).

4.2 Target detection

4.2.1 In weather ranging from clear to 16 mm/h of precipitation and within limits of coverage, targets normally involved in movement should be detected and displayed under the following conditions:

(a) 1 m2 equivalent radar cross section of the target;

(b) probability of detection - at least 90 per cent; and

(c) false alarm rate - 10 .

4.3 Resolution

4.3.1 The definition of moving or static targets on the operational displays (adjusted for appropriate operating conditions) should be sufficient to:

(a) discriminate between targets spaced 15 m apart; and

(b) differentiate by target size/shape and speed of movement, between wide-bodied (e.g. B747) and large (e.g. DC8) aircraft, between medium (e.g. B727) and small aircraft (e.g. Cessna, etc.), as well as between aircraft and vehicles.

4.4. Mapping

4.4.1 Map pertinent aerodrome features.

4.5 Information rate

4.5.1 Information should be renewed at least once every second.

4.6 Background suppression

4.6.1 Means should be provided for reducing or eliminating returns from areas within coverage which have no operational significance.

4.7 Accuracy

4.7.1 The system error should not exceed I per cent of the display range.

5. ASSOCIATED OPERATIONAL OBJECTIVES

5.1 Display

(a) The operational display should be suitable for viewing at arm's length distance without hooding and, preferably, without screening in bright daylight conditions. The display screen should be non-reflective.

(b) There should be no "flickers" discernible to the operator.

(c) The display jitter should be less than 0.05 per cent of the display.

(d) Variable display ranges between I km and 6 km should be provided with off-centering facilities to the edge of the display and appropriate expansion capability.

(e) (t should be possible to reduce or suppress the luminance of non-operational areas.

(f) It should be possible to provide synthetic mapping of the outline of runways, taxiways, aprons and other operational areas, with a brightness control independent of other display data and automatic maintenance of registration with radar range and offset.

(g) Capability to provide runway protection and suitable alarm system should be an option.

(h) Video mapping and other display features shall remain in registration on change of range or use of off-centering.

(i) At least two display channels, independently controllable in range and off-centering, should be provided with the option for increasing the number of channels. The minimum size of display should be 43 cm.

(j) It should be possible to operate several display monitors in parallel on each channel.

(k) The use of computer-generated display should be an option.

(l) There should be capability for automatic recording of radar data.

(m) There should be variable magnification zoom facility.

5.2 Target labeling

5.2.1 Where target labeling is provided it should comply with the following conditions:

(a) Method of label acquisition: as decided by the provisioning authority, such as a touch ball for manual and automated systems.

(b) Label zone: throughout the area of coverage.

(c) Label cancellation: automatic and manual with manual override.

(d) Label brightness: separate control required.

(e) Label format: as decided by the provisioning authority. The label writing algorithm should prevent one label overwriting another but, failing this, minimum label overlap must be ensured. Orientation of the labels in relation to the radar target must be adjustable by the controller. Contents must include identification and may include other information such as aircraft type or destination within the aerodrome. Labels must stay in register with change of range or offset. System must cope with closely parked holding aircraft.

(f) Character size: regardless of range setting, characters must be clearly legible to a controller sitting in a normal working position at arm's length from the display.