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
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.
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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.
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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.
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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.
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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.
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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.
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• 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.
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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.).
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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
(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.
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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.
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