ADME 2.12 RED STOP BAR CROSSING PROCEDURES

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ADME 2.12 RED STOP BAR CROSSING PROCEDURES

Guidelines for aerodrome planning without taxiways crossing runways shall be the future aim to eliminate one of the main contributors to runway incursion. In particular when existing aerodromes are expanded strict guidelines to avoid construction of critical areas should become applicable.

Environment protection procedures at aerodromes must be reassessed, in order to consider the impact on runway operations and risk for runway incursion.

Wherever complex aerodrome layout, runway-crossing taxiways or known areas of danger (hot spots) exist adequate tools (e. g. SMR, A-SMGCS, stop bars, etc.) should be provided to increase controller, pilot and driver awareness.

IFATCA should support IFALPA policy and never instruct an aircraft to cross a red stop bar. The stop bar should be switched off rather than be crossed at red.


IFATCA Policy is:

Stop bars shall be switched on to indicate that all traffic shall stop. Stop bars shall be switched off to indicate that traffic may proceed, when so authorized by the aerodrome control tower.

Contingency procedures should be available for stop bar malfunction.

The ICAO provisions for stop bar related procedures should be made consistent and unambiguous in all relevant ICAO documents.


See: WP 87 Kaohsiung – 2006 and WP 88 – Dubrovnik 2009

IFATCA Policy is:

The stop bar HMI design, location, implementation and automation should prevent an unacceptable increase of workload, distraction and head down operations.


See: Resolution BC1 – WP 82 – Punta Cana 2010

IFATCA Policy is:

The operation of stop bars 24 hours a day is supported by IFATCA provided that the design and implementation of stop bars support operations at any traffic volumes.


See: Resolution BC2 – WP 82 – Punta Cana 2010

 

Last Update: July 17, 2020  

November 4, 2019   64   Jean-Francois Lepage    ADME    

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