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
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
• 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.
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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:
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• 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.
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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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