![]() ![]() The importance of understanding and following correct procedures, and of clear communication between ATC and pilots, was illustrated tragically on 8 October 2001 at Linate Airport in Milan, Italy. The procedures are outlined in the Aeronautical Information Publication (AIP) The importance of communication In exceptional circumstances, where a stop bar cannot be extinguished, ATC will use contingency procedures to authorise individual pilots or drivers to cross the lighted stop bar. At some locations, there are raised stop bar lights in addition to those on the taxiway. No part of an aircraft or vehicle must cross an illuminated stop bar, and where space permits, they should stop far enough back to maintain visibility of the stop bar. Neither a verbal clearance on its own, nor the absence of red lights without a verbal clearance, is sufficient.ĪTC will not issue conditional clearances (such as ‘pass behind the landing 737’) where stop bars are in use.īy default, stop bars are on (illuminated) whenever the tower is staffed and can only be turned off (extinguished) manually from the tower for a limited time-usually at the same time as ATC gives a verbal clearance.įor this reason, if a taxiing aircraft receives and acknowledges a clearance to enter or cross a runway, the pilot should try to avoid delays-always ensuring, of course, that the stop bar remains extinguished approaching the holding point. ensure that the stop bar is not illuminated.receive and acknowledge an ATC clearance to cross or enter the runway AND.ProceduresĪt all airports where stop bars are in use, aircraft and ground vehicles must meet two conditions before crossing a holding point during tower hours. In Canberra, the introduction of stop bars, along with additional runway lighting and longer holding point setbacks, are prerequisites for the introduction of Category II instrument landing (ILS) approaches during tower hours.Ĭat II allows suitably equipped aircraft to descend to a Decision Height of no less than 100 feet before, if necessary, executing a missed approach, rather than the minimum of 200 feet for Cat 1-a considerable advantage for both operators and passengers in a fog-prone city such as Canberra. It doesn’t have a surface movement guidance and control system or ground radar, and outside tower hours it reverts to a CTAF airport, with the stop bars extinguished. Unlike these airports, Canberra has a significant amount of private general aviation traffic. But there are some significant differences between Canberra and the three other capital city airports which have so far deployed stop bars-Melbourne, Sydney and Perth. When stop bar lights are extinguished, a row of green ‘lead on’ lights from the holding point to the runway edge line illuminate.Ĭanberra Airport is to become the fourth in Australia to implement stop bars. They augment rather than replace other visual warnings such as flashing yellow guard lights and painted taxiway markings. ![]() ![]() Stop bars are sets of unidirectional red lights spaced three metres apart and 0.3 metres before a runway holding point. The colour red is used in roadside Stop and Give Way signs, at level crossings and in traffic lights-and now as a visible defence against runway incursions. Over the centuries it has been associated with good fortune, passion, violence, defiance, political ideology-and danger. ![]()
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