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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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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.
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• 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
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.
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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.
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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