# AC 120-57C: Low Visibility Operations/Surface Movement Guidance and Control Systems (LVO/SMGCS) - Type: Advisory circular (guidance, not mandatory unless a rule or AD requires it) - Status: Current - Approved: September 26, 2023 - Last reviewed: August 13, 2024 - Family: AC 120-57 - Cancels: [AC 120-57B](https://openairdocs.org/ac/120-57B) - 14 CFR parts: 91, 121, 135, 139 - 14 CFR sections: [91.175](https://www.ecfr.gov/current/title-14/section-91.175), [91.176](https://www.ecfr.gov/current/title-14/section-91.176), [121.651](https://www.ecfr.gov/current/title-14/section-121.651), [135.225](https://www.ecfr.gov/current/title-14/section-135.225) - Pages: 86 - PDF: https://openairdocs.org/files/sha256/6d/86/6d86cba654b0292446dc5e04507ff45078cf6898f360ce7238a2fa90c88d0555 - FAA DRS: https://drs.faa.gov/browse/excelExternalWindow/DRSDOCID104226033220240813173526.0001 - DRS record last changed: November 21, 2025 - Page: https://openairdocs.org/ac/120-57 ## Versions - [AC 120-57C](https://openairdocs.org/ac/120-57) (Current), approved Sep 26, 2023, 86 pages - [AC 120-57B](https://openairdocs.org/ac/120-57B) (Historical), approved Aug 25, 2020, 59 pages - [AC 120-57A](https://openairdocs.org/ac/120-57A) (Historical), approved Dec 19, 1996, 62 pages ## Text Each page's text from the PDF; open the PDF at a page with #page=N. ### Page 1 Advisory U.S. Department of Transportation Federal Aviation Circular Administration Subject: Low Visibility Operations / Surface Date: 09/26/2023 AC No: 120-57C Movement Guidance and Control Systems Initiated By: AFS-400 (LVO/SMGCS) This Advisory Circular (AC) provides an acceptable means, but not the only means, for United States airports who choose to develop and maintain an accepted voluntary Federal Aviation Administration (FAA) Low Visibility Operations/Surface Movement Guidance and Control Systems (LVO/SMGCS) Plan under Title 14 of the Code of Federal Regulations (14 CFR) part 91 and 139. The LVO/SMGCS program focuses on enhancing safe taxi operations during visibility conditions of less than Runway Visual Range (RVR) 1200 feet (350 meters). Wesley L. Mooty Acting Deputy Executive Director, Flight Standards Service Aviation Safety ### Page 2 Table of Contents Paragraph Page Chapter 1. General Information … 1-1 1.1 Purpose ................................................................................................ 1.2 Applicability ....................................................................................... 1.3 Related References, Definitions, and Cancellation ............................. 1.4 Background ......................................................................................... 1.5 Major Changes in this Revision .......................................................... . … 1- . … 1-1 . … 1-1 . … 1-1 . … 1-1 Chapter 2. Implementation Steps for LVO/SMGCS .................................. 2.1 Airport LVO/SMGCS Working Group ....................................................... 2.2 Airport Evaluation ....................................................................................... 2.3 Location Analysis ........................................................................................ 2.4 LVO/SMGCS Operations Minimums Selection .......................................... 2.5 LVO/SMGS Plan Development ................................................................... 2.6 LVO/SMGCS Plan Submission ................................................................... 2.7 LVO/SMGCS Plan Acceptance ................................................................... 2.8 LVO/SMGCS Plan Implementation ............................................................ 2.9 LVO/SMGCS Plan Revisions and Suspensions .......................................... 2.10 LVO/SMGCS Plan Cancellation ................................................................. 2.11 LVO/SMGCS Operations RVR 600 feet reducing to RVR 500 feet ........... . … 2 -1 . … 2-1 ........ ........ ........ ........ ........ ........ ........ ........ ........ ........ . … 2-1 . … 2-1 . … 2-2 . … 2-3 . … 2-5 . … 2-5 . … 2-5 . … 2-6 . … 2-6 . … 2-6 Chapter 3. Responsibilities ................................................................................ 3.1 FAA Roles and Responsibilities .......................................................................... 3.2 Airport Operator Responsibilities ........................................................................ 3.3 Tenant Responsibilities. ....................................................................................... Chapter 4. Emerging Technologies ................................................................... 4.1 Emerging Technological Gains to Enhance LVO/SMGCS Operations .............. Chapter 5. Signs, Markings, and Visual Aid Requirements ............................. 5.1 Overview .............................................................................................................. 5.2 Taxiway Lighting ................................................................................................. 5.3 Lights at Access to Active Runways ................................................................... 5.4 Runway Guard Light Selection ............................................................................ . … 3 -1 . … 3-1 . … 3-3 . … 3-4 . … 4-1 . … 4-1 . … 5-1 . … 5-1 . … 5-1 . … 5-2 . … 5-3 i ### Page 3 09/ 26/2023 AC 120-57C Table of Contents Paragraph Page 5.5 Clearance Bars/Holding Position Markings ............................................................. 5.6 Taxi Guidance Signing and Marking ....................................................................... 5.7 Monitoring and Visual Inspection of Lighting Aids ................................................ 5.8 Maintenance Criteria for Lighting Aids ................................................................... 5.9 Maintenance Criteria for Lighting Signs ................................................................. Chapter 6. SMSS Airport Facilities and Services ................................................ 6.1 Overview .................................................................................................................. 6.2 Operational Considerations ...................................................................................... 6.3 Airport Operations/Participating Tenants LVO/SMGCS Procedures ..................... 6.4 Apron Traffic Management ..................................................................................... 6.5 Taxiing Assistance in Non-Movement Areas .......................................................... Chapter 7. Airport Condition Reporting ............................................................... 7.1 LVO Support Infrastructure Outages ....................................................................... 7.2 RVR System Coverage and Gaps ............................................................................ Chapter 8. Airport Low Visitibility, Taxi Route(s) Chart ...................................... 8.1 Use of Charts............................................................................................................ 8.2 General Chart Information ....................................................................................... 8.3 Flight Operations Chart Training Factors for Aircraft Operators ............................ Appendix A. References ........................................................................................ Appendix B. Definitions and Acronyms ............................................................... Appendix C. Checklist for Operations less than RVR 1200 Feet ....................... Appendix D. Checklist for LVO/SMGCS Operations Less Than RVR 500 Feet . Appendix E. Example SEA-TAC International Airport LVO/SMGCS Plan .......... . … 5- . … 5-4 . … 5-4 . … 5-6 . … 5-7 .... 6-1 . … 6-1 . … 6-1 . … 6-2 . … 6-2 . … 6-3 .... 7-1 . … 7-1 . … 7-1 .... 8-1 . … 8-1 . … 8-1 . … 8-2 ... A-1 ... B-1 ... C-1 ... D-1 ....E-1 ii ### Page 4 1.1 1.2 1.3 1.4 1.5 Chapter 1. General Information Purpose. This AC provides guidance for airport operators when developing an LVO/SMGCS Plan. There may be valid safety and operational reasons for a specific LVO/SMGCS Plan to vary from the AC 120-57 (current edition) guidance due to unique local issues, environmental factors, or volume of traffic operations. This document contains specific examples some airports have used to meet its intent. Applicability. This AC provides guidance to assist airport operator who choose to develop an FAA LVO/SMGCS Plan to support surface movement operations less than Runway Visual Range (RVR) 1200 ft (350 m). Related References, Definitions, and Cancellation. Related References. See appendix A for related references. Definitions. See appendix B for definitions and acronyms. Cancellation. AC 120-57B, Surface Movement Guidance and Control System, dated 08/25/2020, is cancelled. Background. In 2012, the FAA revised low visibility operations policy to align with international low visibility operations in several ways. Some changes included the term Low Visibility Operations/Surface Movement Guidance and Control System (LVO/SMGCS) replaced Surface Movement Guidance and Control System (SMGCS), and meter equivalencies were added for RVR values. Additionally, following a Safety Management System (SMS) evaluation, lower visibility limits were established which aligned taxi RVR policy with International Civil Aviation Organization (ICAO). LVO/SMGCS achieves improved safety through the increased control of aircraft and ground vehicles during low-visibility conditions less than RVR 1200 ft (350 m). Implementing a proper LVO/SMGCS operation provides a safety benefit for all airport operations and involves tenants, major carriers, and other airport and National Airspace System (NAS) stakeholders. Major Changes in this Revision. This AC identifies LVO/SMGCS operations in the following three visibility levels: • L ess than RVR 1200 ft (350 m) to RVR 500 ft (150 m) • Less than RVR 500 ft (150 m) to RVR 300 ft (75 m) • Less than RVR 300 ft (75 m). There is currently no guidance for taxi less than RVR 300 ft (75 m); this is at the discretion of the airport operator (see chapter 4). 1-1 ### Page 5 In addition, this AC has several changes in terminology. For example, the terms working group and LVO/SMGCS Team are now Airport LVO/SMGCS Working Group (see paragraph 2.1) and FAA LVO/SMGCS Team (see paragraph 3.1). The term “ inspection” will apply to the Airport Certification and Safety Inspector (ACSI). Conduc ting a 14 CFR Part 139 required airport inspection or a separate “lighting inspection” that is the responsibility of the airport operator. The LVO/ SMGCS Plans wi ll have a “review” and “initial evaluation” for new plans and a “review” and periodic “exercise” for existing or amended pl ans. Additionally, the acceptance of the LVO /SMGCS Plan is now called a Record of Acceptance. This acr onym is used to distinguish it from the Letter of Agreements (LOA) between the Airport Traffic Control Tower (ATCT) and airport operator. This AC also promotes consideration of emerging technologies as mitigations for detec tion ca pabilities . Lastly, this AC emphasizes the voluntary nature of the program. The FAA encourages all airports with low visibility operations to have an accepted LVO/SMGCS Plan. However, it is at the discretion of the airport operator to develop and implement the plan. The airport operator is th e final authority for plan implementation. AC Feedback Form. For y our convenience, FAA Form 1320-73 , Advisory Circular Feedback Form, is included at the end of this AC to note any deficiencies found, clarifications needed, or suggested improvements regarding the contents of this AC. When forwarding your comments to the originating office at 9-AWA-AFS400- COORD@faa.gov for consideration, please provide a complete explanation of why the suggested change is necessary. 1-2 1.6 ### Page 6 2.1 2.2 2.3 Chapter 2. Implementation Steps for LVO/SMGCS Airport LVO/SMGCS Working Group. The airport operator should establish an Airport LVO/SMGCS Working Group to develop an LVO/SMGCS Plan. The Airport LVO/SMGCS Working Group should include the following representatives: Airport operator. This includes airfield operations staff, airfield maintenance personnel or airfield electricians, aircraft rescue and firefighting (ARFF), security/traffic control, deicing operators, and any other appropriate entities. FAA. This includes Air Traffic (local and/or regional), Airport District Office (ADO) or Regional Office, the Flight Standards Flight Procedures and Airspace Group appropriate representative with necessary local airport experience, an FAA Tech Ops Check Sector office representative, and National Air Traffic Controllers Association (NATCA) representative. Local airport tenants. This includes air carriers, general aviation, military, contractsupport groups, interested labor organizations, and other industry stakeholder groups. Airport Evaluation. The Airport LVO/SMGCS Working Group should accomplish an airport evaluation to determine the feasibility of an LVO/SMGCS program. The airport evaluation should include an analysis of the safety factors and associated operational benefits as well as a cost benefit analysis. Safety Management System principles, which focus on identifying hazards and analyzing risk can be an effective tool to aid in airport evaluations. For more information, refer to FAA Order 8000.367, Aviation Safety (AVS) Safety Management System Requirements. Location Analysis. The location analysis should review the existing airport layout, facilities, instrument flight procedures minima, airplane type, size categories, instrument capabilities, and operational procedures. This analysis will help ascertain the number of aircraft taxi operations that would benefit in terms of safety, throughput, and efficiency with an LVO/SMGCS Plan. Comparison of the existing and potential operating capability will also assist the Airport LVO/SMGCS Working Group in determining what additional measures and SMS mitigations are appropriate to achieve the desired low visibility operations. Flight Technologies and Procedures Division representatives can refer an airport operator to other similar size airports with comparable LVO/SMGCS operations as benchmarks for their consideration in determining airport needs. The location analysis should include consideration of at least the following: • A irport layout and surface traffic patterns (includes runways, taxiways, fillets, and taxi lanes, identified as movement areas, used for current low visibility operations and those needed to achieve new low visibility operations). • Details on limiting operations to certain LVO/SMGCS designated taxiways. • Possible low visibility taxi operations utilizing emerging technologies. 2-1 ### Page 7 • Air traffic procedures used for current low visibility operations, and changes or additional infrastructure needed to support new low visibility operations. • Surface lighting, marking, and signs used for runways, taxiways, taxi lanes and gate lead-in markings. (Identify additional needs in support of low visibility operations, i.e., stop bars, runway guard lights, clearance bars, taxiway centerline lighting, reflectors, geographic position markings, etc.) Additionally, review of the capability to electronically monitor and/or inspect lighting systems. • Equipment, procedures, and training to support ARFF services in low visibility operations. • Ground support vehicle operations during low visibility conditions. (Review any restrictions, controls, or training needed, and whether airport operations or tenants will provide, if necessary, follow-me or towing services on the movement area.) • Protection of Instrument Landing System (ILS) critical areas and obstacle free zones. • Protection of Approach Holding areas. • Protection of Runway Safety Areas. • Snow removal equipment routing and priorities during low visibility conditions. • The number of low visibility taxi chart(s) needed based upon airport layout complexity. • All non-movement areas and ramp areas, ground personnel movement, support equipment operation, and mitigations needed for safe operations during low visibility operations. 2.4 LVO/SMGCS Operations Minimums Selection. The Airport LVO/SMGCS Working Group should establish the lowest visibility minimums desired for the LVO/SMGCS Plan. The levels to be determined are less than RVR 1200 ft (350 m) to RVR 500 ft (150 m), less than RVR 500 ft (150 m) to RVR 300 ft (75 m) and less than RVR 300 ft (75 m). There is currently no guidance for taxi operations less than RVR 300 ft (75 m). This minimum selection would be at the discretion of the airport operator, see chapter 4 of this AC. The determination of operation minimums should consider at least the following: An evaluation of historic low visibility weather data for the airport. The data should include RVR values, time of day, and duration that the airport is in LVO/SMGCS to compare the amount and frequency of affected aircraft operations (actual or potential). Obtain weather data from the National Oceanic and Atmospheric Administration – 2-2 ### Page 8 National Center for Environmental Information (https://www.ncei.noaa.gov), the local National Weather Service (https://www.weather.gov), or other private industry sources. A determination of which users are capable of using the low visibility takeoff and landing procedures. Costs for the desired RVR level of operation. These costs may include but are not limited to: • Taxiway centerline lights • Taxiway edge lights • Runway guard lights • Stop bar lights (controlled and uncontrolled) • Clearance bar lights • Lead on and lead off lights • Associated hardware and software • Taxiway/ramp markings • Airport Surface Detection Equipment (ASDE) or equivalent • Expanded communications facilities/ramp control • Paving (taxiway fillets) • Ground equipment/vehicles (follow-me, tow or ARFF vehicles) • Charting • Operation and Maintenance (O & M) • Training • Personnel • Other advanced technologies 2.5 LVO/SMGS Plan Development. The airport operator is responsible for engaging the Airport LVO/SMGCS Working Group. The Airport LVO/SMGCS Working Group should assist the airport operator in developing a written LVO/SMGCS Plan that 2-3 ### Page 9 describes operational procedures when operating with visibility lower than RVR 1200 ft (350 m). At a minimum, the plan should include: A description of each part of the low visibility operation and taxi route(s), a detailed account of the airport’s supporting facilities and equipment and clearly identify the responsibilities of participating airport parties (e.g., airport operator, airport operations group, Air Traffic Control (ATC), ARFF, air carriers, and ground vehicle operators). The local weather conditions that trigger LVO/SMGCS preparations, entry and exit for all or a portion of the airport. Clearly identify how and when LVO/SMGCS event responsibilities will be carried out for each of the RVR values. Identify all additional equipment, markings, lighting, and signage needed. A chart(s) representation depicting LVO/SMGCS routing, lighting, markings, signage, hotspots, and other markings from AC 150/5340-1 (current version), Standards for Airport Markings, and AC 150/5210-20 (current version), Ground Vehicle Operations to include Taxiing or Towing an Aircraft on Airports, and chart legend. The pr ocedures for preparing, entering, and exiting LVO/SMGCS including the notification of tenants, operators, and broadcasting initiation of LVO/SMGCS operations on Automatic Terminal Information System (ATIS). Procedures for taxi, deicing, vehicle movement, vehicle restrictions, baggage cart loading/unloading, aircraft maintenance repositioning in the movement area, restrictions on vehicles, personnel airport access, airport maintenance and construction. The pro cedures to be employed in the event the surface movement surveillance system (SMSS) becomes inoperative during visibility less than RVR 500 ft (150 m). Standard Operating Procedures (SOPs), checklists and associated Record of Acceptance and Letters of Agreement (LOAs). Documentation of training, qualification, and certification, as necessary, for all airport and tenant personnel. The training should include the LVO/SMGCS emphasis areas identified below: • Apron (ramp) operations • ILS critical areas, runway safety areas, and obstacle free zones • Stop bar lights • Taxiway centerline lights, including ILS critical area alternating green and yellow lights from runway centerline • Clearance bar lights • Runway lead-on lights and lead-off lights • Geographic position markings • Runway hold, Intermediate hold, approach hold, and ILS critical hold markings 2-4 ### Page 10 • Movement/non-movement area boundary marking • Other pertinent surface painted signs and markings at the local airport • Use of low visibility taxi route(s), chart(s), and symbology (see chapter 8) • Personnel operating follow-me vehicles and maintenance repositioning should be trained in taxi procedures requiring judgmental oversteering • LVO/SMGCS non-movement area holding position markings, other pertinent non-movement area markings, and vehicle and aircraft movement markings • Any unique location specific subject areas requiring participant familiarization 2.6 LVO/SMGCS Plan Submission. When an airport operator completes an LVO/SMGCS Plan, the airport operator should submit the plan, the LOA(s) between the Airport Authority and the ATCT, and the low-visibility taxi charts(s) to the Flight Technologies and Procedures Division for acceptance. The Flight Technologies and Procedures Division will assign a FAA LVO/SMGCS Team for review and consultation. 2.7 LVO/SMGCS Plan Acceptance. The assigned FAA LVO/SMGCS Team will review the plan and evaluate the operational concept of the plan and associated charts for proper content and accuracy during an initial evaluation. The FAA LVO/SMGCS Team can accomplish the evaluation in stages due to airport budget or construction schedules as necessary. The FAA LVO/SMGCS Team will work in a consulting role with the Airport LVO/SMGCS Working Group for any recommended changes or improvements to the plan. When all members of the FAA LVO/SMGCS Team concur with the plan, the Flight Technologies and Procedures Division will issue a Record of Acceptance to the airport operator. For revisions to existing LVO/SMGCS Plans, see paragraph 2.9. 2.8 LVO/SMGCS Plan Implementation. The airport operator, as the final authority, coordinates LVO/SMGCS Plan implementation. The airport operator maintains a copy of the LVO/SMGCS Plan, FAA Record of Acceptance, and other appropriate documentation to include personnel training. The airport operator should notify the FAA LVO/SMGCS Team of the LVO/SMGCS implementation date once the following items are complete: An initial evaluation of the LVO/SMGCS Plan (see paragraph 3.1.4). Address needed revisions identified during the evaluation prior to implementation. The airport operator may elect to implement the LVO/SMGCS Plan and exercise(s) in stages. The LOA(s) between airport operator and the ATCT is signed and included in the plan. All associated SOPs, LOAs, Records of Acceptance, and checklists should be made available to all airport stakeholders with associated responsibilities. The LVO/SMGCS taxi chart(s) are published and available to all airport tenants, including ground and air operator personnel, who will participate in LVO/SMGCS operations. 2-5 ### Page 11 2.9 LVO/SMGCS Plan Revisions and Suspensions. The Airport LVO/SMGCS Working Group may revise the LVO/SMGCS Plan at any time. A revision, due to construction or modifications to the standards, may include interim procedures not normally used by the airport (e.g., a follow-me vehicle might be used to substitute for the absence of or for incomplete procedural or infrastructure guidance requirements during the temporary condition). The FAA LVO/SMGCS Team will consult with the airport operator on amended portions of the LVO/SMGCS Plan and any needed changes. The airport operator should submit revised plans to the FAA LVO/SMGCS Team for review. In some cases, a review/exercise (see paragraph 3.1.4) may be warranted. The airport operator may need to accomplish temporary charting of amended or adjusted taxi routings and/or Notice to Air Missions (NOTAMs). When the airport operator is ready to conduct alternative operations and the FAA LVO/SMGCS Team has concurred, the airport operator may implement the revised plan. Alternatively, the airport operator may elect to suspend their LVO/SMGCS Plan during major construction (see paragraph 3.2). Advise the Airport LVO/SMGCS Working Group and the FAA LVO/SMGCS Team in writing of the intent to suspend LVO/SMGCS operations. 2.10 LVO/SMGCS Plan Cancellation. If the airport operator elects to discontinue an accepted LVO/SMGCS Plan, the airport operator should advise the Flight Procedures and Airspace Group in writing. The airport operator should consider the following items: Other mitigations that could be used in lieu of an LVO/SMGCS Plan for LVO operations (i.e., Airport Surface Detection Equipment Model X (ASDE-X) or Airport Surface Surveillance Capability (ASSC)). Notification of Airport LVO/SMGCS Working Group, tenants, and operators. Discontinue Chart publication. Remove from airport and tenant records all references of existing LVO/SMGCS Plan documentation and training. If returning to LVO/SMGCS operations, a new LVO/SMGCS Plan will need to be developed, submitted, and accepted. 2.11 LVO/SMGCS Operations RVR 600 feet reducing to RVR 500 feet (150 meters). Airports that have an accepted LVO/SMGCS Pl an with a floor of RVR 600 ft that desire to make the change to RVR 500 ft (150 m) should contact Flight Technologies and Procedures Division to request the Job Aid for accepting a reduced LVO/SMGCS floor from RVR 600 ft to RVR 500 ft (150 m). The Job Aid will help in the identification of hazards and mitigations of resultant risks to permit the airport to make the change. The completed Job Aid concludes one of two findings: 2 -6 ### Page 12 • If the Airport Working Group agrees with the evaluation that the previously authorized operations down to LVO/SMGCS RVR 600 ft will maintain an acceptable level of risk now at RVR 500 ft (150 m), the airport operator should update the LVO/SMGCS Plan and advise the Flight Technologies and Procedures designated representative. Additionally, the airport operator is responsible to coordinate with chart providers to amend the taxi chart(s) to reflect the RVR 500 ft (150 m) change. • If the Airport LVO/SMGCS Working Group agrees that additional SMS evaluation and safety mitigations are necessary, the Job Aid process concludes with what additional requirements and analysis are required. 2-7 ### Page 13 3.1 Chapter 3. Responsibilities FAA Roles and Responsibilities. The Air Traffic Organization, Airports Division, and Aviation Safety (AVS) share responsibility for policy and conduct of the national LVO/SMGCS program. These three lines of business will provide a representative to participate as a member of a FAA LVO/SMGCS Team. Aviation Safety. AVS provides guidance and training for Office of Safety Standards (AFS) inspectors to support a technical assessment of the operational safety, acceptance, and implementation of the LVO/SMGCS Plan. AFS, through the Flight Technologies and Procedures Division, will designate a representative(s) to participate on the FAA LVO/SMGCS Team(s) as needed, to review new or amended LVO/SMGCS Plans and conduct initial evaluations and periodic LVO/SMGCS exercises. Air Traffic Organization. Air Traffic provides implementation, acceptance, and collaboration through Service Centers, ATC district offices, the ATCT and other field and service areas. An ATCT representative and/or terminal service area/district representative will participate as member(s) of the FAA LVO/SMGCS Team. Airports Division. Airports provides airport operator with equipage engineering specifications and installation requirements for LVO/SMGCS. They support LVO/SMGCS Plans by providing the necessary ground infrastructure for low visibility operations through the Airport Improvement Program (AIP) or other grant funding programs when suitable. Airports provide Airport Certification, Safety and Standards policy and guidance for input to the LVO/SMGCS planning, acceptance, review, and exercise activities. The airport through the Regional Airport Divisions will designate a Regional Airport Certification Safety Inspector (ACSI) as a member of the LVO/SMGCS Team. FAA LVO/SMGCS Team Responsibilities. The FAA LVO/SMGCS Team will work collaboratively with the Airport LVO/SMGCS Working Group. The FAA LVO/SMGCS Team should: • P articipate in Airport LVO/SMGCS Working Group meetings. The FAA LVO/SMGCS Team provides guidance for determining LVO/SMGCS airport routes, layout, equipage, and other necessary infrastructure. The FAA LVO/SMGCS Team assists the Airport LVO/SMGCS Working Group as they consider safe alternatives as possible risk mitigations when conditions exist that have not been considered in this AC. • Review and evaluate LVO/SMGCS Plans/operations. The FAA LVO/SMGCS Team ensures the plan meets the intent of the AC to the extent the airport configuration permits and describes conditions that trigger implementation for all or parts of the airport. The FAA LVO/SMGCS Team may identify areas where improvements to the plan can be made and will collaborate with the 3-1 ### Page 14 Airport LVO/SMGCS Working Group to help identify alternative solutions as needed. • Perform an initial evaluation. An initial evaluation should be accomplished for all LVO/SMGCS airports and can be completed in stages, as a specific event, or associated with the airport 14 CFR Part 139 certification inspection. Noted areas of improvement and other recommendations will be provided to the airport operator and other appropriate organizations. The evaluation should be complete prior to beginning initial LVO/SMGCS operations. The initial evaluation should: 1. Evaluate the operational concept of the plan and review the LVO/SMGCS taxi chart(s) for proper content and accuracy. 2. Evaluate alternative procedures for inoperative components such as stop bar and taxiway centerline lighting systems and Surface Movement Radar. 3. Examine appropriate communications between ATC, airport operator, and other required parties (addressed in the Record of Acceptance, LOA(s) and/or SOP(s)) on the initiation and termination of LVO/SMGCS procedures. Note: The initial evaluation will be accomplished as a table-top exercise. However, with manager approval, the initial evaluation may be accomplished on-site. If accomplished on-site, a portion of the evaluation should be accomplished at night, to the maximum extent possible, to simulate restricted visibility conditions and will include evaluation of lighting, markings, procedures, etc. as denoted in the LVO/SMGCS Plan. • Conduct periodic review/exercises. The FAA LVO/SMGCS Team will perform periodic review/exercises of accepted LVO/SMGCS Plans. The interval between review/exercises should not exceed 36 months. An LVO/SMGCS review/exercise consists of: 1. Comparing accuracy of the chart to the airport geometry and geographic position markers (GPM) locations, and other appropriate LVO/SMGCS markings. 2. A review/exercise of the LVO/SMGCS Plan will be accomplished as a table-top exercise. However, with manager approval, the review/exercise may be accomplished on-site. The team will evaluate the overall plan, observing functionality, serviceability checks, communication, etc. 3. Out-brief to discuss any potential changes needed to the LVO/SMGCS Plan. 3-2 ### Page 15 3.2 Airport Operator Responsibilities. The airport operator is the final acceptance authority for the implementation of the LVO/SMGCS program. The airport operator should adopt self-evaluation procedures unique to their location as required to support ongoing safe LVO. Periodic Airport LVO/SMGCS Working Group meetings can be helpful in evaluating LVO/SMGCS performance and making adjustments or improvements to the program. The airport operator should: Chair (or designate a representative) Airport LVO/SMGCS Working Group meetings. The Airport LVO/SMGCS Working Group should meet at least annually to review the LVO/SMGCS Plan, procedures, and operations. The FAA LVO/SMGCS Team is available to help an airport with resolution of discrepancies or incidents determined during these meetings. Oversee LVO/SMGCS Plan development, acceptance, and implementation. Coordinate the drafting, submission, publication, distribution, and revision of LVO/SMGCS Plan. Complete final LVO/SMGCS implementation once the airport is ready for LVO/SMGCS operations. Maintain T axi Chart Production . Coordinate the specific contents of the LVO/SMGCS taxi chart(s). Chart contents should be appropriate for the LVO/SMGCS operations conducted at that airport. The airport operator should comply with changes or additional details determined to be appropriate by the FAA LVO/SMGCS Team members during the initial evaluation or subsequent plan reviews. Maintain T raining/Qualifications for Airport Support Groups . Assure initial and recurrent training of LVO/SMGCS procedures is accomplished and documented for appropriate airport operations personnel, ARFF personnel, airport vehicle operators, and tenant vehicle operators. Develop Airport Lighting System Inspections. T he specifics of timely inspections suitable to the airport in question will be established in collaboration with the FAA LVO/SMGCS Team. The inspection responsibility includes lights, signs, and markings to ensure timely confirmation of lighting systems reliable operation. Timing may vary depending on many unique airport factors. The airport may have LED lighting systems, other advanced lighting technologies, or electronic monitoring capabilities. Depending on the known reliability of lighting systems, the airport operator will determine what will be a timely inspection cycle of airfield visual aids. Include a means of assuring prompt issuance and cancellation of appropriate NOTAMS regarding outages of airport facilities and equipment that support low visibility operations. Establish procedures for entering and exiting an LVO/SMGCS event. Notify tenants of ATC’s impending initiation and termination of LVO/SMGCS procedures. Coordinate construction and non-standard/abnormal operations. Most LVO/SMGCS issues during construction can be addressed using NOTAM(s). Advise ATC of airfield condition or non-standard/abnormal operation that may impact LVO/SMGCS operations. 3-3 ### Page 16 3.3 Tenant Responsibilities. Airport tenants will be responsible for adherence to their area of responsibility within the overall LVO/SMGCS Plan. The tenants will work with the airport operator to correct any deficiencies that are observed or brought to their attention. The tenants should, as needed: • Participate in LVO/SMGCS meetings. • Participate in training and certification as required by the airport operator. • Maintain pertinent completion records of personnel training. • Report risks, accidents, and incidents during LVO/SMGCS events to assist the ATCT when tower visibility is restricted. 3-4 ### Page 17 4.1 Chapter 4. Emerging Technologies Emerging technological gains to enhance LVO/SMGCS operations. Technological gains in new aircraft avionics systems such as Enhanced Vision System (EVS), Enhanced Flight Vision System (EFVS), Synthetic Vision System (SVS), Synthetic Vision Guidance System (SVGS), Combined Vision System (CVS), Head-Up Display (HUD), Head-Down Display (HDD), and Head-Worn Display (HWD) are rapidly moving forward. Advanced accurate moving maps, better-quality own-ship positioning capabilities, and auto land systems are also improving precise aircraft positioning in very low visibility conditions. These innovative technologies can potentially increase the level of safety during airport ground operations during periods of reduced visibility. Systems are currently under development that will greatly improve parking assistance to aircraft at gate and in ramp areas. Low visibility gate and ramp area parking has previously been dependent on ground marshalling and follow-me capabilities. The airport operator may want to consider what advanced parking/ramp movement assistance capabilities are available. The FAA LVO/SMGCS Team should be open to evaluating such options. These capabilities can improve aircrew positional awareness and decrease the risk of ground navigation errors. As advances in technology continue to evolve, many of these new technologies could be used in the future to support ground operations at airports with LVO/SMGCS Plans. The Airport LVO/SMGCS Working Group may consider operators that are employing these new technologies. 4 -1 ### Page 18 5.1 5.2 Chapter 5. Signs, Markings, and Visual Aid Requirements Overview. During low visibility operations, adequate visual cues to pilots and vehicle operators are necessary for ground taxiing that is dependent solely on navigating with the unaided eye. These visual aid cues assist pilots and vehicle operators in maintaining their situational awareness and ensure the continuation of safe, efficient ground operations. Signs, markings, and visual aids should be installed and inspected in accordance with the standards set forth in the AC 150/5340 series. Taxiway Lighting. The tables below outline taxiway lighting recommendations. Taxiway lights should be turned off, to the maximum extent possible, on those taxiways or runway exits that are not part of a low visibility taxi route. Table 5-1. Taxiway Lighting Less than RVR 1200 ft (350 m) to RVR 500 ft (150 m) Movement Area Non-Movement Area One of the following should be installed along each taxi route: • Taxiway edge lights. Note: Taxiway edge lights should be installed at intersections along the taxi route where an aircraft is expected to turn and the • Neither lighting nor reflectors are required. Note: The installation of centerline lights, or secondarily, centerline reflectors, is recommended along taxiway and taxi lane centerlines to provide improved guidance. taxiway width or pavement fillet does not meet the design standards of the current edition of AC 150/5300-13, Airport Design. or • Taxiway centerline lights supplemented with raised edge reflectors on curves and turns. Note: Centerline lights are more effective than edge lights in low visibility operations; however, at airports where ice and snow could obscure centerline lights, it may be advantageous to install edge lights. 5-1 ### Page 19 Table 5-2. Taxiway Lighting Less than RVR 500 ft (150 m) to RVR 300 ft (75 m) Movement Area Non-Movement Area • Taxiway centerline lights supplemented on curves and turns w ith edge lights should be installed al ong each taxi route. The taxiway c enterline lights should extend c ontinuously from the runway c enterline to the non-movement area. W hen the taxi route crosses or ex tends onto a runway, centerline l ights, or lead-on lead-off lights s hould be installed. • Taxiway centerline lights should be installed or, • T he LVO/SMGCS Plan must contain pr ovisions for taxiing assistance for p ilots, for example, a follow me v ehicle, towing by a tug or ground m arshalling. 5.3 Lights at Access to Active Runways. Operations less than RVR 1200 ft (350 m). • Except as described in the following paragraph, all taxiways that provide access to an active runway (regardless of whether they are part of the low visibility taxi route) should have runway guard lights installed at the runway holding position on the taxiway. If both a runway holding position and ILS critical area holding position marking are present, runway guard lights should be installed at the runway holding position only. • In certain instances, the Airport LVO/SMGCS Working Group may determine that at some taxiway/runway intersections runway guard lights may not be necessary. In making such an evaluation, the Airport LVO/SMGCS Working Group should consider if the intersection and runway environment is safeguarded from the inadvertent entry of aircraft and vehicles through other means (e.g., barricades, signs, closed runway, airport configuration). • The new installation or upgrading of elevated runway guard lights may not be needed if in-pavement runway guard lights or stop bar lights are installed at the same location. Operations less than RVR 500 ft (150 m). • In addition to the criteria specified in paragraph 5.3.1, all illuminated (i.e., centerline and/or edge lights turned on) taxiways that provide access to an active runway (regardless of whether or not they are part of the taxi route) should have stop bar lights installed at the runway holding position. • If both a runway holding position and an ILS critical area holding position marking are present, the stop bar should be installed at only the ILS critical area holding position. 5-2 ### Page 20 • Stop bars on taxiways that are used to enter or cross an active runway should be capable of being operated individually. Such stop bars are termed “controlled stop bars.” The remaining “uncontrolled” stop bars may be operated by a single switch. • Stop bar lights are used to positively control access to an active runway. At the approach end of a runway, in-pavement alternating yellow-green lead-on lights should illuminate to provide a secondary visual confirmation of clearance onto the runway by ATC personnel. • All non-illuminated taxiways (i.e., centerline and edge lights turned off) should be considered not available for taxiway or runway access, and do not need stop bars installed. However, the Airport LVO/SMGCS Working Group should evaluate the need for any additional “uncontrolled” stop bars. 5.4 Runway Guard Light Selection. There are two configurations of runway guard lights. The following criteria should be used to determine which configuration should be installed at a specific runway holding position. Elevated runway guard lights should be installed at the runway holding position if the taxiway does not have taxiway centerline lights installed and is 150 ft wide or less. However, if the taxiway has a stop bar installed at the runway holding position, elevated runway guard lights should be co-located with the stop bar, regardless of taxiway width or the presence of taxiway centerline lights. In-pavement runway guard lights should be installed at the runway holding position if the taxiway has centerline lights installed, or the taxiway is greater than 150 ft wide, or a stop bar is installed at the ILS critical area holding position. In-pavement combination stop bar/runway guard light fixtures (dual red/yellow lens) may be installed at the discretion of the airport operator. The yellow in-pavement lights should not be turned on when the stop bar is in operation. If the stop bar is located at an ILS critical area holding position, dual red/yellow fixtures should not be selected. (This would result in the installation of two sets of runway guard lights at different locations which serve the same intersection.) Note: At airports where ice and snow could obscure in-pavement runway guard lights, it may be advantageous to also install elevated runway guard lights. 5.5 Clearance Bars/Holding Position Markings. Intermediate hold points along taxi routes should be appropriately denoted by the following: For operations less than RVR 1200 ft (350 m), taxiway intermediate holding position markings should be painted to denote hold points. For operations less than RVR 500 ft (150 m), clearance bar lights should be installed at intermediate holding position markings. 5-3 ### Page 21 5.6 Taxi Guidance Signing and Marking. . Operations less than RVR 1200 ft (350 m). Taxi guidance signs should be installed at taxiway intersections. Surface painted signs should be located on the pavement where they will enhance the operation as determined by the Airport LVO/SMGCS Working Group, or where it is not feasible to install guidance signs. • Paint markings that are bright and provide good contrast with the pavement are a significant low visibility guidance aid. These markings along low visibility taxi routes should receive special attention and be repainted when the conspicuity is degraded through wear and tear. Taxiway centerline markings, outlined with black borders, should be painted on light-colored pavements. • The use of reflective or glass beaded paint should be used for geographic position markings. Glass beads should not be added to black paint. • The LVO/SMGCS taxi route centerline for low visibility taxi is expanded to either 12 inches, or a standard at 12 inches width. It is depicted with yellow highly reflective paint, reflective glass beads where necessary, and on light colored pavement outlined in black. Operations l ess than RVR 500 ft (150 m). Geographic position “pink spot” markings identifying hold points, and collocated with a lighted clearance bar light, should be painted on the taxiway pavement. A geographic position marking located without a taxiway clearance bar light can also be used for positioning information where an Airport LVO/SMGCS Working Group determines a particular need, or where location verification or additional guidance is needed. These markings should be at locations in the movement area where they enhance low visibility operations as determined by the Airport LVO/SMGCS Working Group. 5.7 Monitoring and Visual Inspection of Lighting Aids. Controlled stop bars should be electronically monitored with a status indication provided in the ATCT. It is recommended that all other lighting systems, which support low visibility operations, be electronically monitored. Operations l ess than RVR 1200 ft (350 m) • An initial visual inspection of stop bar lights, runway guard lights, clearance bar lights, taxiway centerline lights, and taxiway edge lights installed on the low visibility routes or taxiways that intersect the low visibility runway(s) should be conducted by the airport operator prior to the implementation of LVO/SMGCS procedures. This visual inspection is conducted to ensure that the lighting systems are “serviceable” as described in paragraph 5.8, and that the lighting system status indicated on any associated electronic monitoring systems reflect the actual operating condition of the lights. All controlled stop bars should be checked for proper function (i.e., operation of sensors, lead-on lights, etc.). 5-4 ### Page 22 Taxiway centerline lights which lie beyond all uncontrolled stop bars are not part of a standard stop bar system and therefore, need not be visually inspected. • A periodic visual inspection need not be conducted for lighting systems, described above, which are electronically monitored except when meteorological conditions may render them unserviceable (e.g., snow, blowing snow, sand, etc.). Those lighting systems which are not electronically monitored should be periodically inspected every four hours. Operations less than RVR 500 ft (150 m). • A visual inspection of stop bar lights, runway guard lights, clearance bar lights, taxiway centerline lights and taxiway edge lights installed on the low visibility routes or taxiways that intersect the low visibility runway(s) should be conducted by the airport operator prior to the commencement of operations less than RVR 500 ft (150 m). Exceptions: Meteorological conditions may render the lights unserviceable (e.g., snow blowing snow, sand, etc.). The status of any of the aforementioned lighting systems which are electronically monitored may be determined from the lighting status indication on the monitor, provided that the monitor is capable of remotely detecting the unserviceability conditions in paragraph 5.8. • An inspection conducted within two hours prior to commencement of operations less than RVR 500 ft (150 m) would be acceptable for this inspection. This visual inspection is conducted to ensure that the lighting systems are “serviceable” as described in paragraph 5.8. Because controlled stop bars are checked for proper function at the initial visual inspection and because of continuous use by aircraft, re-inspection of stop bars for functionality need not be performed. • The serviceability of lighting systems described in paragraph 5.7.2 except taxiway edge lights, which are electronically monitored with a system capable of remotely detecting the unserviceability conditions in paragraph 5.8, should be determined every two hours from the lighting status indication on the monitor. Lighting systems which are not electronically monitored with a system of the same capability should be periodically inspected every two hours to ensure that the lighting systems remain “serviceable.” The periodic inspection of controlled stop bars need not include a check for proper function. Taxiway centerline lights which lie beyond all uncontrolled stop bars need not be visually inspected. With LED light and halogen technologies, there are other flexible means of achieving acceptable checks on light reliability. The Airport LVO/SMGCS Working Group may elect to determine lighting inspection interval options based on the following options: • Conduct LVO/SMGCS lighting inspections at established intervals when entering and during LVO/SMGCS events [i.e., four hours for RVR 1200 ft 5-5 ### Page 23 (350 m) to RVR 500 ft (150 m) and every two hours for operations less than RVR 500 ft (150 m)]. • Review the reliability and outage history for lights and signs on runways and taxiways using a risk analysis process to determine that a Part 139 daily inspection fulfills this requirement at an equivalent level of safety. • Conduct a reliability history review which may support increasing the recommended time interval between periodic inspections. For the purposes of this paragraph a risk analysis based on the reliability of airport lighting systems may be used to lengthen lighting inspection intervals. Applying such risk-based safety analysis can enhance safety with proven reliable lighting systems by reducing the need for ground inspection vehicle traffic in low visibility conditions. 5.8 Maintenance Criteria for Lighting Aids. Taxiway edge lights, taxiway centerline lights, clearance bar lights, runway guard lights, and stop bar lights supporting low visibility operations that are not electronically monitored should be included in a system of preventive maintenance that has the following objectives: • Taxiway edge lights, taxiway edge reflectors and taxiway centerline lights along the low visibility taxi route; no two adjacent lights or reflectors unserviceable. • Stop bar lights or in-pavement runway guard lights; no more than three lights per location unserviceable or two adjacent lights unserviceable. • Elevated runway guard lights; no more than one light in a fixture unserviceable. • Clearance bar lights; no more than one light unserviceable. • The Airport LVO/SMGCS Working Group should consider the options below for inclusion in the LVO/SMGCS Plan when any of the lighting aids do not meet the maintenance objectives above: o Traffic should be rerouted to areas where the visual aids are operating normally, or o Alternative procedures should be implemented to accommodate the operations, or o Low visibility operations should be terminated until the lighting aids are returned to normal service. • Lighting aids along the low visibility taxi route(s) that are inoperative should be repaired promptly with minimal disruption of service. If warranted, appropriate NOTAMS should be issued or canceled expeditiously. 5-6 ### Page 24 5.9 Maintenance Criteria for Lighting Signs. Inspection Interval. Mandatory instruction signs at entrances to the active low visibility runway(s), and location and direction signs, along low visibility taxi routes where aircraft will be required to hold or turn, should be inspected prior to implementation of LVO/SMGCS operations. While LVO/SMGCS operations are in effect, inspections should continue as outlined in the LVO/SMGCS Plan. Outage During LVO/SMGCS Events. W hen any required sign is not illuminated, unserviceable, or missing it should be repaired promptly with minimal disruption of service. If warranted, appropriate NOTAMS should be issued or canceled expeditiously and: • Traffic should be rerouted to areas where the visual aids are operating normally, or • Alternative procedures should be implemented to accommodate the operations, or • If rerouting or other alternatives will not suffice to maintain an adequate level of safety, low visibility operations may need to be terminated until the sign(s) are returned to normal service. 5-7 ### Page 25 Chapter 6. Surface Movement Surveillance Systems (SMSS) Airport Facilities and Services 6.1 O verview. SMSS is a broad, general term that refers to surface surveillance provided by a specific system. Surface surveillance can be successfully provided by means as simple as a marshaller or follow-me vehicle, whereas a full system could be as sophisticated as an ASDE-X system with dual Surface Movement Radars covering miles of airport surface movement and non-movement areas. Emerging technologies are leading to Automatic Dependent Surveillance Broadcast (ADS-B) flight deck-centric surface movement surveillance capabilities that are comparable to ASDE-X and other surface radar systems. As advanced aircraft surface tracking technologies improve, the options available for position awareness at or above the level of accuracy currently provided by ASDE-X will expand, and with less expensive alternatives. These systems allow ATC to establish the geographic position of all aircraft and vehicles. Advancing technologies will enable all moving vehicles and aircraft to monitor each other’s progress electronically. Operations in conditions less than RVR 1200 ft (350 m). A surface movement radar (SMR), such as airport surface detection equipment (ASDE-3 equivalent), or alternative technologies, although not required are highly desirable. Operations in conditions less than RVR 500 ft (150 m). SMR, or an equivalent SMSS mitigation, should be installed and operational. If not installed, a similar system or one of the emerging technologies that provides comparable surveillance and separation should be in place. In the event that the SMR becomes inoperative during operations less than RVR 500 ft (150 m), operations may continue utilizing accepted geographic positioning procedures until operations less than RVR 500 ft (150 m) are terminated. The SMR should be operational before resuming operations less than RVR 500 ft (150 m). 6.2 Operational Considerations. This section focuses primarily on airport facilities and services that are oriented to ground surface operations dependent on the unaided eye. Aircraft Rescue and Fire Fighting (ARFF). During reduced visibility conditions, the role of ATC in notifying and assisting ARFF services increases in significance. Procedures, systems and/or techniques should be established and reviewed annually, in coordination with the Airport LVO/SMGCS Working Group, to ensure that aircraft requiring assistance can be located and ARFF services expeditiously provided. For operations less than RVR 500 ft (150 m), the pre-positioning of ARFF equipment (so as not to create a new obstacle) is considered. Airports that have Forward Looking Infrared (FLIR) or other accepted alternative technologies should include the routing/positioning within the LVO/SMGCS Plan. Taxiway Configuration. The Airport LVO/SMGCS Working Group should examine the airport for adequacy of fillets and landing gear and/or wingtip clearances along taxiways used in low visibility conditions. 6-1 ### Page 26 • Operations less than RVR 1200 ft (350 m) Visibility. Recommend inadequate taxiway fillets be upgraded to meet current standards. Depict those locations without upgrades on appropriate LVO/SMGCS low visibility taxi route charts. The notation may be in the form of a symbol identifying specific turning points or a general note such as “judgmental oversteering required along the taxi route.” • Operations less than RVR 500 ft (150 m) Visibility. Inadequate taxiway fillets and clearances at turning points or other locations along taxi routes should be upgraded to meet the current standard. 6.3 Airport Operations/Participating Tenants LVO/SMGCS Procedures. LVO/SMGCS procedures should be developed for each LVO/SMGCS airport authorized for low visibility operations. The procedures should include a method of notifying key personnel of participating organizations that LVO/SMGCS procedures have been initiated or terminated by ATC. Copies of the accepted LVO/SMGCS Plan and any revisions should be provided to all parties involved. ATC will normally have an LOA(s) and SOP(s) set up with airport operations. Training. All vehicle operators should receive LVO/SMGCS training in subjects such as airport lights, signs, and markings. Include procedures to assist in navigating ground vehicles in the aircraft movement area. The training should incorporate, if applicable, radio telephone procedures, including lost-communication procedures. The airport operator should review driver training programs to ensure that low visibility procedures are included and the training is documented. Vehicle operators supporting LVO/SMGCS operations should have a low visibility taxi route chart or equivalent available. Non-Routine Procedures. Procedures should be developed for situations such as construction activities, snow removal, and deicing events. Include such procedures in the LVO/SMGCS Plan and determine any limitations that are needed for those vehicle activities when the LVO/SMGCS Plan is implemented. Vehicle Access. Procedures should be developed for vehicular traffic in the movement areas. Include how to restrict vehicles to only those areas essential to supporting low visibility operations. The Airport LVO/SMGCS Working Group should review vehicle control and, if necessary, identify additional marking, lighting, restrictions, or other measures recommended to control vehicles in non-movement areas. For example, this may include such mitigations as barriers, gates, signs, markings, traffic lights, and "road guards.” 6.4 Apron Traffic Management. The LVO/SMGCS Plan should include apron traffic management procedures for all non-movement apron areas used by aircraft or vehicles. These procedures should indicate the party or parties who will coordinate the traffic movement in the apron area. The apron management entity(s) must limit access to the apron area to ensure the safe movement of all aircraft and vehicles operating within the 6-2 ### Page 27 area. Roadways which cross taxi lanes must be kept clear by positive control methods, such as radio communications, when aircraft are using the apron area. 6.5 Taxiing Assistance in Non-Movement Areas. For operations less than RVR 500 ft (150 m), where centerline lights are not installed, the LVO/SMGCS Plan should provide for taxiing assistance. Taxiing assistance may include such measures as follow-me vehicles, wing-tip marshallers, or towing with an aircraft tug. The assistance should be provided by a method agreed upon by the Airport LVO/SMGCS Working Group. Ground marshalling may be used to assist aircraft from the intersection of the taxi lane centerline and the gate lead-in line. 6-3 ### Page 28 7.1 7.2 Chapter 7. Airport Condition Reporting LVO Support Infrastructure Outages. Problems with LVO/SMGCS infrastructure may adversely affect aircraft operations, overall safety, and airport capacity. There are a number of critical components such as stop bar lights, centerline lights, etc. which, if inoperative, may have an immediate impact on availability of LVO operations. This type of component loss is especially critical less than RVR 500 ft (150 m). The Airport LVO/SMGCS Working Group should develop a method that will ensure timely transmittal of the outage information to dispatch centers, operational control, and interested parties such as ATC and local tenants. A process for loading the proper information onto ATIS, to the FAA NOTAM system and/or FAA Traffic Management System is advisable. RVR System Coverage and Gaps. The layout distribution of RVR sensor systems at an airport should be evaluated. The airport operator should determine if there are any resultant coverage gaps of effective visibility for the proposed LVO/SMGCS portion of an airport. Analyze and develop mitigations for the effects of the relationship to the non-movement and movement surface areas that will be included in the LVO/SMGCS operations. If a participating parking ramp is miles away from any RVR data reporting location, then a means of determining useable visibilities at the pertinent remote parking location should be conducted. The Airport LVO/SMGCS Working Group should establish procedures as to how the visibilities will be determined or other mitigations for coverage gaps. 7 -1 ### Page 29 8.1 8.2 Chapter 8. Airport Low Visibility, Taxi Route(s) Chart Use of Charts. A low visibility taxi route(s) chart will be provided, or an electronic equivalent, for use by flight crews. ATC personnel, ARFF personnel, airport operations personnel, ground support vehicle operators, and ground marshalling crews should have charts or diagrams when LVO/SMGCS operations are being conducted. The airport low visibility taxi route chart, when possible, should be limited to one page. The airport operator normally develops the low visibility taxi route chart in coordination with the Airport LVO/SMGCS Working Group and ATC. When finished with this process, and the FAA LVO/SMGCS Team has accepted the proposed taxi route chart, the airport operator will send it to the commercial chart company of their choosing for publication. General Chart Information. The chart(s) should provide at least the following information: • D esignated low visibility taxi route(s) for operations less than RVR 1200 ft (350 m) down to and including RVR 500 ft (150 m) • Designated low visibility taxi route(s) for operations less than RVR 500 ft (150 m), if applicable • Legend depicting appropriate symbology and terminology • Location of runways, taxiways, aprons, concourses, buildings, and other obstacles • Location of runway and taxiway centerline lights, including lead-on and lead-off lights • Location of runway hold points • Location of approach hold points • Location of stop bar lights • Location of geographic position markings, adjacent intermediate hold marking, and clearance bars • Location of any intermediate holding position markings (not included with other LVO/SMGCS markings/lights) • Location of taxiway hold points • Location of clearance bar lights • Location of Movement/Non-Movement area boundaries 8-1 ### Page 30 • Location of inadequate fillets on taxiway turns and the need for judgmental oversteering by pilots • Location of de-icing pads • Location of ARFF stations • Unique airport characteristics and/or procedures 8.3 Flight Operations Chart Training Factors for Aircraft Operators. The LVO/SMGCS Plan should identify any aspects of the following list of items that are specific or unique to the airport, relative to low visibility operations. Aircraft operators and ground support/vehicle operators should address these items in appropriate training programs. All ground support personnel involved in LVO/SMGCS operations should have the training documented. Training items to be included, but not limited to, are: • Apron (ramp) operations • ILS critical areas, runway safety areas, and approach holds • Stop bar lights • Runway guard lights (RGL) • Combination RGLs and stop bars • Taxiway centerline lights, including ILS critical area alternating green and yellow lights from runway centerline • Clearance bar lights • Runway lead-on and lead-off lights • Geographic position markings, adjacent intermediate hold markings, and clearance bars • Taxiway and runway holding position markings • Location of deicing pads and pertinent notes • Movement/non-movement boundary marking • Non-movement area line up points (normally linked with transition Ramp to Ground Control) • Single direction low visibility routes appropriately annotated • Bi-directional routes if necessary for clarification 8-2 ### Page 31 • Other pavement markings such as surface painted signs • Use of low visibility taxi route(s) chart(s) • Taxi procedures at turns requiring judgmental oversteering 8-3 ### Page 32 Appendix A. References A.1 Re gulations. • Reference Part 139, Certification and Operations: Land Airports Serving Certain Air Carriers • 14 CFR Part 91.175 Takeoff and Landing Under IFR • 14 CFR Part 91.176 Straight-in landing operations less than DA/DH or MDA using an enhanced flight vision system (EFVS) under IFR • 14 CFR Part 121.651 Takeoff and landing weather minimums: IFR: All certificate holders • 14 CFR Part 125.325 Instrument approach procedures and IFR landing minimums • 14 CFR Part 135.225 IFR: Takeoff, approach, and landing minimums A.2 Advisory Circulars. • AC 120-118, Criteria for Approval/Authorization of All Weather Operations for Takeoff, Landing, and Rollout • AC 150/5300-13, Airport Design, current edition • AC 150/5340-1, Standards for Airport Markings • AC 150/5340-18, Standards for Airport Sign Systems • AC 150/5340-28, Low Visibility Taxiway Lighting Systems • AC 150/5340-30, Design and Installation Details for Airport Visual Aids • AC 150/5320-12, Measurement, Construction, and Maintenance of Skid Resistant Airport Pavement Surfaces. • AC 150/5370-2, Operational Safety on Airports during Construction • Other applicable 150-series ACs A.3 FAA Orders. • FAA Order 5100.38, Airport Improvement Program Handbook • FAA Order 5280.5, Airport Certification Program Handbook • FAA Order 6560.10, Runway Visual Range (RVR) • FAA Order 6750.16, Siting Criteria for Instrument Landing Systems. • FAA Order 6750.24, Instrument Landing System and Ancillary Electronic Component Configuration and Performance Requirement. A-1 ### Page 33 • FAA Order 8000.94, Procedures for Establishing Airport Low-Visibility Operations and Acceptance of Low Visibility Operations/Surface Movement Guidance and Control System Operations A.4 Operations Specifications (OpSpec), Management Specifications (MSpec), and Letters of Agreement (LOA). • C048, Enhanced Flight Vision System Operations • C060, Category II and Category III Instrument Approach and Landing Operations • C078, IFR Lower Than Standard Takeoff Minima, All Airports • C079, IFR Lower Than Standard Takeoff Minima, All Airports (14 CFR Part 135 Airplane Operations) A.5 Foreign (ICAO, EASA). • Annex 11 to the Convention on International Civil Aviation, Air Traffic Services • Annex 14 to the Convention on International Civil Aviation, Volume I, Aerodrome Design and Operations • ICAO Doc 9476-AN/927, Manual of Surface Movement Guidance and Control Systems (SMGCS) • ICAO Doc 9830-AN/452, Advanced Surface Movement Guidance and Control Systems (A-SMGCS) • ICAO EUR Doc 013, European Guidance Material on All Weather Operations at Aerodromes A.6 Other Guidance and References. • Low Visibility Operations/Surface Movement Guidance and Control System (LVO/SMGCS) Chart Usability: An Examination of Flight Crew Position Awareness in Homogeneous RVR 300 ft (75 m) RVR Conditions, Final Report, September 2014, DOT-VNTSC-14-14 • Low Visibility Operations/Surface Movement Guidance and Control System (LVO/SMGCS) Chart Symbology, Final Report — February 2016, DOT‐ VNTSC‐FAA‐16‐05, DOT/FAA/TC‐16/25 • Use of an Enhanced Flight Vision System (EFVS) in Lieu of Low Visibility Operations/Surface Movement Guidance and Control System (LVO/SMGCS) Infrastructure, October 2019, DOT/FAA/AM-20/03 A-2 ### Page 34 Appendix B. Definitions and Acronyms This appendix contains the definition of terms and acronyms used within this AC. The appendix also contains certain terms that are not used in this AC but are used in related ACs and are included for convenient reference. Certain definition of terms and acronyms are also provided to facilitate common use of this appendix for other related ACs. Table B-1. Definitions Term Definition Aircraft Service Areas On or adjacent to an aircraft parking position. Intended for use by personnel/equipment for servicing aircraft and staging of equipment to facilitate loading and unloading of aircraft. Airport Certification Manual Manual containing operating procedures, equipment descriptions, responsibility assignments, and any other information needed by airport personnel to comply with subpart D of 14 CFR Part 139. Airport LVO/SMGCS Working Group Includes Airport Authority and key tenant groups that will participate in LVO/SMGCS or are impacted by LVO/SMGCS operations. Herein referred to as Working Group. Airport Surface Detection Equipment, Model X (ASDE-X) A surveillance system using radar, multi-lateration, and satellite technology that allows air traffic controllers to track surface movement of aircraft and vehicles. Airport Surface Surveillance Capability (ASSC) A surveillance system using radar, multi-lateration, and satellite technology that allows air traffic controllers to track surface movement of aircraft and vehicles. Apron (Ramp) A defined area on an airport intended to accommodate aircraft for purposes of loading or unloading passengers or cargo, refueling, parking, or maintenance. Automatic Dependent Surveillance Broadcast (ADS-B) ADS-B is an advanced surveillance technology where ADS-B-Out equipped aircraft share position, altitude, velocity, and other information with ATC and other appropriately equipped aircraft. Clearance Bar A clearance bar consists of three in-pavement steady-burning yellow lights that indicate a low visibility hold point. The fixtures are normally unidirectional but may be bidirectional depending upon whether the hold point is intended to be used in one or two directions. Combined Vision System (CVS) A system which combines information from an enhanced vision system and a synthetic vision system in a single integrated display. Controlling Region The FAA geographic region in which an airport is located. B-1 ### Page 35 Term Definition Enhanced Flight Vision System (EFVS) An installed aircraft system that uses an electronic means to provide a display of the forward external scene topography (the natural or manmade features of a place or region especially in a way to show their relative positions and elevation) through the use of imaging sensors, including but not limited to Forward Looking Infrared (FLIR), millimeter wave radiometry, millimeter wave radar, or low-light level image intensification. An EFVS includes the display element, sensors, computers and power supplies, indications, and controls. Enhanced Taxiway Centerline The enhanced taxiway centerline marking provides supplemental visual cues to alert pilots of an upcoming runway holding position marking for minimizing the potential for runway incursions. Enhanced Vision System (EVS) An electronic means to provide the flight crew with a sensor-derived or sensor-enhanced image of the external scene (e.g., millimeter wave radar or radiometry, forward looking infrared (FLIR), or low light level image intensifying). Ft Feet Gate Designator Markings Pavement markings used to identify an aircraft parking position/gate(s). Geographic Position Markings Pavement markings used to identify the location of aircraft or vehicles during low visibility conditions. They are referred to as “spots” by air traffic control (ATC). Guided Takeoff (US) A low visibility takeoff in conditions lower than RVR 500 ft (350 m) requiring HUD, Category III ILS localizer signal, operating Center Line (CL), Lights and High Intensity Runway Lights(HIRLS), and other requirements per operating rule. Head Up Display (HUD) An aircraft system that provides head-up guidance to the pilot during flight. It includes the display element, sensors, computers, power supplies, indications, and controls. It may receive inputs from an airborne navigation system or flight guidance system. This system allows the pilot to look for the outside visual references in the same location as they appear in the EFVS image. Head-Down Display (HDD) A display or suite of displays that provide control, performance, and navigation information that is presented to the pilot on conventional head-down instrumentation, or integrated electronic flight displays. Judgmental Oversteering When the taxiway centerline does not provide an adequate turn radius, the pilot may intentionally over-steer the aircraft nose wheel to keep the aircraft's main gear within the defined edges of the taxiway. B-2 ### Page 36 Term Definition Low Visibility Operations (LVO) The movement of aircraft or vehicles on the airport paved surfaces when visibility conditions are reported to be less than RVR 1200 ft (350 m). LVO/SMGCS Low Visibility Operations/Surface Movement Guidance and Control Systems (Formerly SMGCS). A LVO/SMGCS system consists of the provision of guidance to, and control or regulation of, all aircraft, ground vehicles, and personnel on the movement area of an aerodrome. Guidance relates to facilities, information, and advice necessary to enable the pilots of aircraft or the drivers of ground vehicles find their way on the aerodrome and to keep the aircraft or vehicles on the surfaces or within the areas intended for their use. Control or regulation means the measures necessary to prevent collisions and to ensure that the traffic flows smooth and freely. (reference ICAO LVO/SMGCS Manual Doc 9476-AN/927) LVO/SMGCS Taxi Route Centerline A twelve inch wide highly reflective centerline for improved taxi visual reference during LVO/SMGCS on LVO/SMGCS taxi routes. M Meters Mid-RVR The RVR visibility readout values obtained from RVR equipment located midfield of the runway. Movement Area Refers to the runways, taxiways, and other areas of an airport which are used for taxiing or hover taxiing, air taxiing, takeoff, and landing of aircraft, exclusive of loading ramps and aircraft parking areas. Non-Movement Area Refers to taxiways and apron areas that are not under ATC. Precision Obstacle Free Zone (POFZ) A volume of airspace above an area beginning at the threshold elevation and centered on the extended runway centerline [200 ft (61 m) long by 800 ft (244 m) wide]. Rollout RVR The RVR visibility readout values obtained from RVR equipment located nearest the rollout end of the runway. Runway Guard Lights-- Elevated. Fixture consists of a pair of elevated flashing yellow lights installed on both sides of a taxiway, at the runway holding position marking. Their function is to confirm the presence of an active runway and assist in preventing runway incursions. (reference AIM) Runway Guard Lights—Inpavement. Fixture consists of a row of in-pavement flashing yellow lights installed across the entire taxiway, at the runway holding position marking. Their function is to confirm the presence of an active runway and assist in preventing runway incursions. (reference AIM) B-3 ### Page 37 Term Definition Runway Visual Range (RVR) An instrumentally derived value based upon standard calibrations that represents the horizontal distance a pilot will see down the runway from the approach end. (reference FAA Order 6560.10) Stop Bar Stop bar lights consist of elevated and in-pavement red fixtures that are installed at the runway holding position or instrument landing system (ILS) critical area holding position marking. Stop bars may be controllable by ATC and will include a system of in-pavement green taxiway centerline/lead-on lights at locations where aircraft will enter or cross a runway. Surface Movement Radar (SMR) Radar with a high update rate that is capable of providing surveillance of all aircraft and vehicles in an airport movement area. Surface Movement Surveillance System (SMSS) A system which provides positive identification and accurate positional information on all aircraft and vehicles. Surface Painted Direction Sign Pavement markings that are configured the same as the associated sign and provided when it is not possible to provide taxiway direction signs at intersections. (reference AC 150/5340-1) Surface Painted Holding Position Sign Pavement marking which is used to identify a specific runway. These markings are configured the same as the associated sign. (reference AC 150/5340-1) Surface Painted Location Sign Pavement markings that are configured the same as the associated sign and are used to supplement the signs located alongside the taxiway and assist the pilot in confirming the designation of the taxiway on which the aircraft is located. (reference AC 150/5340-1) Synthetic Vision System (SVS) An electronic means to display a synthetic vision image of the external scene topography to the flight crew. An SVS display does not provide an independent, real-time source of forward scene information. Taxi lanes Apron areas which provide taxiing aircraft access to and from parking positions. Taxi lanes may be movement areas, and have associated restrictions. Taxi Route In this document, a specific sequence of lighted taxiways used by aircraft during low visibility operations. Touchdown RVR The RVR visibility readout values obtained from RVR equipment serving the runway touchdown zone. Unserviceable In this document, refers to equipment, which is inoperative, obscured (i.e., by ice, snow, sand), degraded, not operating B-4 ### Page 38 Term Definition normally (e.g., abnormally low intensity), or not performing its intended function. Airport LVO/SMGCS Working Group The airport operator/authority’s LVO/SMGCS planning group (including airport tenants, other airport operations and support personnel, and are interested stakeholders) that assists the airport in researching, developing, implementing an LVO/SMGCS Plan, and operating an LVO/SMGCS program. B-5 ### Page 39 Table B-2. Acronyms Term Definition ADO Airport District Office ARFF Aircraft Rescue and Firefighting Capability ASDE-X Airport Surface Detection Equipment, Model X ASSC Airport Surface Surveillance Capability ATC Air Traffic Control ATCT Airport Traffic Control Tower AVS Aviation Safety CFR Code of Federal Regulations CVS Combined Vision System EFVS Enhance Flight Vision System FLIR Forward Looking Infrared FS FAA, Flight Standards Service HDD Head Down Display HUD Head Up Display HWD Head Worn Display ICAO International Civil Aviation Organization LOA Letter of Agreement LVO Low Visibility Operations M, m Meters RGL Runway Guard Light RVR Runway Visual Range (in feet) SMGCS Surface Movement Guidance and Control Systems SMR Surface Movement Radar SMS Safety Management System SMSS Surface Movement Surveillance System SVGS Synthetic Vision Guidance System SVS Synthetic Vision System B-1 ### Page 40 Appendix C. Checklist for Operations Less Than RVR 1200 Feet This sample checklist is provided for reference only for LVO/SMGCS operations less than RVR 1200 ft (350 m) down to and including RVR 500 ft (150 m). We encourage you to use this checklist and tailor it to your specific airport and operational needs. Refer to appendix E, Seattle-Tacoma International Airport LVO/SMGS Plan, for an example of an accepted LVO/SMGCS Plan. C.1 Sig ns, Markings, and Visual Aids C.1.1 Movement Area • Runway guard lights • Taxiway edge or centerline lights • Taxiway signs • Runway hold markings • Surface painted direction or location signs • Intermediate holding position markings and lights • Geographic position markings C.1.2 Non-movement Area • No additional requirements C.2 Guidelines and Review Items C.2.1 Review Purpose of LVO/SMGCS AC 120-57 C.2.2 Determine Applicability of LVO/SMGCS AC 120-57 to the airport C.2.3 Review Pertinent FAA Regulations and Resources. (i.e., appropriate AC150 series, FAA Order 8000.94) C.2.4 Review Definitions Pertinent to LVO/SMGCS C.2.5 Take Actions to Establish Airport LVO/SMGCS Working Group • Appoint chairperson of Airport LVO/SMGCS Working Group • Establish Airport LVO/SMGCS Working Group • Perform airport evaluation C-1 ### Page 41 • Identify LVO/SMGCS low visibility taxi routes • Identify and establish needed facilities • Identify and establish needed procedures • Identify responsibilities of participants • Flight Standards (FS) • Airports (ARP) • Air Traffic Organization (ATO) • Airport Operator • Airport Users • Airport Tenants • Formulate LVO/SMGCS Plan C.2.6 Considerations in Establishing and Maintaining a LVO/SMGCS Plan C.2.6.1 Runways • Minimum length and width • Paved overruns or blast pads • Gradients within standards • High intensity runway lights • Centerline lighting and marking • Lead-on lighting and marking • Lead-off lighting and marking • Number of runway exits (2 or 3; plus runway end) C.2.6.2 Taxiways • Minimum width • High speed exits, if appropriate C-2 ### Page 42 • Connectors meet gradients standards • Edge lighting, reflectors • Determine if elevated lights are required due to snow or other factors • Lighted connector taxiways must have the proper configuration of runway guard lights at the runway holding position (elevated or in-pavement) • Taxiway centerline marking enhancements: 12-inch yellow reflective stripe with 6-inch black borders. Glass beads may be used to increase the conspicuity of markings (1.5 or 1.9 index of refraction) • Taxiway designator markings • Taxiway holding position markings and guidance signs • Signs and marking denoting boundary of ILS critical area • Surface painted holding position sign • Vehicle roadway markings • Movement area boundary markings • Taxi guidance signs • Taxi guidance markings C.2.6.3 Aprons/non-movement areas • Appropriate lighting • Taxi lanes, properly marked (reflective) and identified • Vehicle roadway markings C.2.6.4 Inspection and monitoring of lights and visual aids • Maintenance program within standards • ATC Personnel training for use of system • Monitoring within standards • Inspection before entering low visibility conditions • Re-inspection every four hours down to RVR 500 ft (150 m) C-3 ### Page 43 C.2.6.5 Airport Rescue and Fire Fighting (ARFF) • Review existing procedures and determine if enhancements are required • ARFF should have a LVO/SMGCS annual training program C.2.6.6 Low Visibility Taxi Routes • Determine primary and alternate exits from runway(s) and taxi route(s) in support of landing operations less than RVR 1200 ft (350 m) down to and including RVR 500 ft (150 m). • Determine taxi route(s) and entrance(s) to runway(s) for takeoff operations less than RVR 1200 ft (350 m) down to and including RVR 500 ft (150 m). Consider exits and routes for runway abort. • It is recommended not to have runway crossings at other than 90-degree intersections. • Assure airport operators coordinate development of the LVO/SMGCS low visibility taxi routes chart(s). C.2.6.7 Snow Removal Equipment • Routing • Priorities C.2.6.8 Re-Positioning of Aircraft • Determine routes to be used • Determine visibility limitations • Determine taxi/tow/follow-me procedures for air carrier operators • Determine follow-me procedures for Part 91 operators • Determine specific operational limitations, i.e., no passengers on board • Require personnel to have documented LVO/SMGCS training and use LVO/SMGCS low visibility taxi chart(s) • Determine whether additional lighting; including stop bars, markings, signs, or restrictions are necessary C-4 ### Page 44 C.2.6.9 Air Traffic Control Procedures • Internal coordination procedures for monitoring visibility trends, and making decisions to initiate and terminate LVO/SMGCS operations down to and including RVR 500 ft (150 m) • Procedures for notification of the airport operations and pilots of initiation or termination of specific LVO/SMGCS Plan operations, by landline, ATIS, NOTAM, or voice communication • Procedures for surface movement surveillance • Procedures for informing pilots of outages of required equipment by voice communications, ATIS, NOTAM, or TMS, as appropriate • Review of procedures for coordinating ARFF response in low visibility conditions • Procedures for coordinating airfield lighting inspections • Procedures for use of emergency generator/alternate electrical source C.2.6.10 Detailed Airfield Lighting/Marking/Signs Diagrams • Submit as an attachment to the LVO/SMGCS Plan C.2.6.11 LVO/SMGCS Low Visibility Taxi Routes Chart(s) • Submit as an appendix to the LVO/SMGCS Plan C.2.6.12 Ensure NOTAM System Procedures Are Established and Understood. • It can be critical to aircraft operational safety and capacity that pilots and dispatchers are timely made aware of outages in the LVO/SMGCS system which might adversely affect the usability of the lowest published landing and/or takeoff minima for a runway or airport. NFDC NOTAM issuance is critical to enable wide area distribution. C.2.7 Submit LVO/SMGCS Plan to FAA For Review and Acceptance through Flight Technologies and Procedures Division. • Host initial inspection of LVO/SMGCS • Correct discrepancies in plan/system • Receive LVO/SMGCS Plan "acceptance" notification • Correct specified conditions C-5 ### Page 45 C.2.8 Determine Readiness of LVO/SMGCS and Participants. • Training reported as complete and documented by participating responsible entities. • LVO/SMGCS taxi route(s) chart(s) distributed and available for airport vehicle operators. C.2.9 Accomplish Regular Reviews of the LVO/SMGCS Plan. • Maintain documentation of training for inspection under Part 139. • Correct discrepancies discovered or brought to the attention of the Airport LVO/SMGCS Working Group Chair. • Carry out planning for future LVO/SMGCS operational capabilities as listed in the plan or as agreed upon by the Airport LVO/SMGCS Working Group. C-6 ### Page 46 Appendix D. Checklist for LVO/SMGCS Operations Less Than RVR 500 Feet Th is sample checklist is provided for LVO/SMGCS operations less than RVR 500 ft (150 m). We encourage you to use this checklist and tailor it to your specific airport and operational needs. Refer to appendix E, Seattle-Tacoma International Airport LVO/SMGS Plan, for an example of an accepted LVO/SMGCS Plan. D.1 Signs, Markings, and Visual Aids. D.1.1 Movement Area. • Stop Bar Lights • Runway guard lights • Taxiway centerline lights • Clearance bar lights • Taxiway hold markings • Surface painted direction or location signs • Geographic position markings D.1.2 Non-movement Area. • Taxiway centerline lights or taxiing assistance D.2 Guidelines and Review Items listed less than are in addition to Appendix C. D.2.1 Considerations in Establishing and Maintaining a LVO/SMGCS Plan. D.2.1.1 Runways • Grooved (saw cut) surface or porous friction course (PFC) surface • Number of runway exits (1 or 2; plus runway end) D.2.1.2 Taxiways • Pavement fillets to enable oversteering on taxiway • Centerline lighting recommended and should be continuous even when crossing a runway D-1 ### Page 47 • Centerline lighted taxiways should be used unidirectional or be physically separated. • Stop bar lights should be installed on all lighted taxiways at runway holding positions. • Determine stop bars which are to be controllable or non-controllable by the ATCT. • Determine where lead-on lighting to the runway will be associated with a controllable stop bar. • At intersections offering a choice of routes, the angle of divergence must be clearly apparent, and distinct identification markings for each choice must be visible on the pavement, or the centerline lights must be controllable by the ATCT for channeling the aircraft in the cleared route direction. • Alternating yellow/green centerline lights within the ILS critical area • Clearance bar lights and markings • Geographic position "pink spot" markings • Taxi assistance available by follow-me or tow • Use of glass beads or retroreflective paint markings for at least geographic position markings D.2.1.3 Aprons/non-movement areas • Gate designators and lead in gate lead-in markings • Apron Traffic Management Plan specifying restrictions, controls, ground support vehicle operations, training, and its documentation • Taxi assistance available by follow-me, tow, and/or ground marshalling D.2.1.4 Inspection and monitoring of lights and visual aids • Maintenance program within standards • Monitoring within standards • Inspection before entering low visibility conditions • Re-inspection every two hours D-2 ### Page 48 D.2.1.5 Airport Rescue and Fire Fighting (ARFF) • Review existing procedures and determine if enhancements are required • Consider pre-positioning of ARFF vehicle(s) as an option D.2.1.6 Surface Movement Surveillance System (SMSS) • ASDE-X or equivalent installed in ATCT and functioning • Backup system of geographical position "pink spot" markings, clearance bars, and hold markings associated with ATC’s geographic positioning procedures D.2.1.7 Low Visibility Taxi Routes • Determine the exit from the runway(s) and the taxi route(s) in support of landing operations less than RVR 500 ft (150 m) • Determine taxi route(s) and entrance(s) to runway(s) for takeoff operations less than RVR 500 ft (150 m) • Determine taxi route(s) in support of re-positioning of aircraft from maintenance/parking areas to aprons • Taxi routes should be physically separated or used unidirectional D.2.1.8 Snow Removal Equipment • Routing • Priorities D.2.1.9 Air Traffic Control Procedures • Internal coordination procedures for monitoring visibility trends, and making decisions to initiate and terminate LVO/SMGCS operations less than 500 ft (150 m) • Procedures for geographic positioning of aircraft, using the system of geographic position "pink spot" markings, clearance bars, holding positions, and voice communications D.2.1.10 Re-Positioning of Aircraft • Determine routes to be used • Determine visibility limitations D-3 ### Page 49 • Determine taxi/tow/follow-me procedures for air carrier operators • Determine follow-me procedures for Part 91 operators • Determine specific operational limitations • Document the LVO/SMGCS training and use LVO/SMGCS low visibility taxi chart(s) for ground personnel • Determine whether additional lighting; including stop bars, markings, signs, or restrictions are necessary D.2.1.11 Air Traffic Control Procedures • Internal coordination procedures for monitoring visibility trends, and making decisions to initiate and terminate LVO/SMGCS operations down to and including RVR 500 ft (150 m) • Procedures for notification of the airport operations and pilots of initiation or termination of specific LVO/SMGCS Plan operations, by land-line, ATIS, NOTAM, or voice communication D.2.1.12 Detailed Airfield Lighting/Marking/Signs Diagrams • Include in LVO/SMGCS Plan/chart D.2.1.13 Apron Management Plan D-4 ### Page 50 Appendix E. Example of Seattle-Tacoma International Airport LVO/SMGCS Plan and Charts The FAA wishes to acknowledge Seattle-Tacoma International Airport (KSEA) for providing the following LVO/SMGCS Plan as an example. E-1 ### Page 51 E-2 ### Page 52 E-3 ### Page 53 E-4 ### Page 54 E-5 ### Page 55 E-6 ### Page 56 E-7 ### Page 57 E-8 ### Page 58 E-9 ### Page 59 E-10 ### Page 60 E-11 ### Page 61 E-12 ### Page 62 E-13 ### Page 63 E-14 ### Page 64 E-15 ### Page 65 E-16 ### Page 66 E-17 ### Page 67 E-18 ### Page 68 E-19 ### Page 69 E-20 ### Page 70 E-21 ### Page 71 E-22 ### Page 72 E-23 ### Page 73 E-24 ### Page 74 E-25 ### Page 75 E-26 ### Page 76 E-27 ### Page 77 E-28 ### Page 78 E-29 ### Page 79 E-30 ### Page 80 E-31 ### Page 81 E-32 ### Page 82 E-33 ### Page 83 E-34 ### Page 84 E-35 ### Page 85 E-36 ### Page 86 Advisory Circular Feedback If you find an error in this AC, have recommendations for improving it, or have suggestions for new items/subjects to be added, you may let us know by emailing this form to 9-AWA-AFS400- COORD@faa.gov. Subject: AC 120-57C, Low Visibility Operations / Surface Movement Guidance and Control Systems (LVO/SMGCS) Please check all appropriate line items: ☐ An error (procedural or typographical) has been noted in paragraph ______ on page ____. ☐ Recommend paragraph on page be changed as follows: ☐ In a future change to this AC, please cover the following subject: (Briefly describe what you want added.) ☐ Other comments: ☐ I would like to discuss the above. Please contact me. S ubmitted by: Date: --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.