Subject: SURFACE MOVEMENT GUIDANCE
AND CONTROL SYSTEM Date: 12/19/96 Initiated By: AFS-400 AC No: 120-57A Change:
1. PURPOSE. This Advisory Circular (AC) describes the standards and provides guidance in the development of a Surface Movement Guidance and Control System (SMGCS) plan for U.S. airports where scheduled Air Carriers are authorized to conduct operations when the visibility is less than 1,200 feet runway visual range (RVR). A SMGCS plan facilitates the safe movement of aircraft and vehicles on the airport by establishing more rigorous control procedures and requiring enhanced visual aids.
2. APPLICABILITY. The guidance in this AC applies to all Title 14 of the Code of Federal Regulations (14 CFR) part 139 airports where air carriers are authorized to conduct takeoffs or landings below 1,200 feet RVR.
3. CANCELLATION. AC 120-57, Surface Movement Guidance and Control System, dated 9/4/92, is canceled.
4. RELATED REGULATIONS (CFR) AND READING MATERIAL .
a. Reference part 139, Certification and Operations: Land Airports Serving Certain Air Carriers.
b. Reference Appendix 1 for a listing of Advisory Circulars (AC’s) and FAA Orders relating to SMGCS.
c. Reference Appendix 2 for an example of a typical SMGCS plan.
d. Reference Appendix 3 for guidelines in developing a SMGCS plan for operations below 1,200 feet RVR down to and including 600 feet RVR.
e. Reference Appendix 4 for additional guidelines in developing a SMGCS plan for operations below 600 feet RVR.
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5. DEFINITIONS. Definitions pertaining to SMGCS procedures are listed below and when available, the source document from which the definition was derived, such as the Code of Federal Regulations (CFR), Aeronautical Information Manual (AIM), or related Advisory Circulars (AC’s).
a. 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.
The apron area includes the following components: (reference AIM and AC 150/5340-1G)
(1) Aircraft Parking Positions. Intended for parking aircraft to enplane/deplane passengers, load or unload cargo.
(2) 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.
(3) Taxilanes. Apron areas which provide taxiing aircraft access to and from parking positions.
(4) Vehicle Roadways Markings. Identified rights of way on the apron area designated for service and Aircraft Rescue and Fire Fighting (ARFF) vehicles.
b. ARFF. Aircraft Rescue and Fire Fighting capability.
c. Clearance Bar. A clearance bar consists of three in-pavement steady-burning yellow lights. (reference AIM)
d. Controlling Region. Refers to the FAA geographic region in which an airport is located.
e. Gate Designator Markings. Pavement markings used to identify an aircraft parking position/gate(s).
f. 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). (reference AC 150/5340-1G)
g. Judgmental Over-Steering. 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.
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h. Low Visibility Operations. The movement of aircraft or vehicles on the airport paved surfaces when visibility conditions are reported to be less than 1,200 feet RVR.
i. 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. (reference part 139.3)
j. Non-movement Area. Refers to taxiways and apron areas that are not under ATC.
k. Runway Guard Lights--Elevated. Fixture consists of a pair of elevated flashing yellow lights installed on both sides of a taxiway, at the runway hold position marking.
Their function is to confirm the presence of an active runway and assist in preventing runway incursions. (reference AIM)
l. Runway Guard Lights--In-pavement. Fixture consists of a row of in-pavement flashing yellow lights installed across the entire taxiway, at the runway hold position marking. Their function is to confirm the presence of an active runway and assist in preventing runway incursions. (reference AIM)
m. 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 AC 97-1A)
(1) Touchdown RVR. The RVR visibility readout values obtained from RVR equipment serving the runway touchdown zone.
(2) Mid-RVR. The RVR visibility readout values obtained from RVR equipment located midfield of the runway.
(3) Rollout RVR. The RVR visibility readout values obtained from RVR equipment located nearest the rollout end of the runway.
n. 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.
o. Surface Movement Guidance and Control System (SMGCS). A SMGCS system consists of the provision of guidance to, and control or regulation of, all aircraft, ground
Par 5Page 4 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 to 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 SMGCS Manual Doc 9476-AN/927)
p. Surface Movement Surveillance System (SMSS) . A system which provides positive identification and accurate positional information on all aircraft and vehicles.
q. 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 150/5340-1G)
r. 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 150/5340-1G)
s. Surface Painted Location Sign. Pavement markings that are configured the same as the associated sign, and are used to supplement the signs located along side the taxiway and assist the pilot in confirming the designation of the taxiway on which the aircraft is located. (reference AC 150/5340-1G)
t. Taxi Route. In this document, a specific sequence of lighted taxiways used by aircraft during low visibility operations.
u. Unserviceable. In this document, refers to equipment which is inoperative, obscured (i.e., by ice, snow, sand), degraded, not operating normally (e.g., abnormally low intensity), or not performing its intended function.
6. IMPLEMENTATION OF SMGCS.
a. SMGCS Working Group. The airport operator, in consultation with the users, should establish a SMGCS working group for all takeoff and landing operations below 1,200 feet RVR. The SMGCS working group should include representatives from:
(1) Airport staff involved with airfield operations, lighting, aircraft rescue and fire fighting (ARFF), security/traffic control, and any other appropriate personnel.
(2) FAA ATC (local and/or regional).
(3) FAA Airports District office (ADO) or Regional office.
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(4) FAA Flight Standards (local and/or regional).
(5) FAA Airway Facilities Sector office.
(6) Appropriate scheduled airlines.
(7) Appropriate Air Transport Association representative.
(8) Air Line Pilots Association (ALPA) or other appropriate pilot groups.
(9) Appropriate cargo/package operators and military aviation tenants.
(10) Appropriate operators under 14 CFR part 91 and/or service corporations.
(Includes general aviation and corporate operators.)
b. Airport Evaluation. Since no two airports nor aircraft capabilities are alike, the SMGCS working group should review the existing airport layout, facilities, instrument flight restriction (IFR) minima, and operational procedures at the airport, prior to the development of the airport SMGCS plan. Comparison of the existing and planned operating capability with the guidelines of this AC should determine what additional measures are necessary to achieve the desired low visibility operations. This review should include at least the following:
(1) Airport layout and surface traffic patterns. (Includes runways, taxiways, fillets, and taxilanes used for current low visibility operations and those needed to achieve new low visibility operations.)
(2) Air traffic procedures used for current low visibility operations, and changes or additional facilities needed to support new low visibility operations.
(3) Surface lighting, marking, and signs used for runways, taxiways, taxilanes 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 the capability to electronically monitor and inspect lighting systems.
(4) Equipment, procedures, and training to support aircraft rescue and firefighting (ARFF) services in low visibility operations.
(5) 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.)
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(6) Protection of ILS critical areas and obstacle free zones.
(7) Snow removal equipment routing and priorities during low visibility conditions.
(8) The adequacy of current airport charts.
(9) Advanced technologies for below 600 feet RVR operations (e.g., enhanced vision systems (EVS), head-up-display systems (HUD), forward looking infrared systems (FLIR), and global positioning system (GPS)).
c. SMGCS Operations Minimum Selection. Most airports authorized for Category II/III operations already have most of the basic airport signing, lighting and marking required under a SMGCS plan. The additional requirements contained in this AC are designed to enhance the safety of low visibility operations. These requirements represent both an initial capital cost and continuing maintenance and operations budget requirements.
Prior to establishing the ultimate low visibility minimums for the SMGCS plan, the SMGCS working group should perform a detailed analysis to insure that the benefits from seeking lower takeoff or landing minimums justify the initial costs of the equipment and continuing maintenance costs. The analysis should consider at least the following:
(1) A compilation and evaluation of historic low visibility weather data for the airport. The data may be obtained from the National Oceanic and Atmospheric Administration (NOAA), Asheville, NC; the local National Weather Service (NWS); or other private industry sources. This data should reflect actual RVR values and be analyzed for time of day and number and frequency of affected aircraft operations.
(2) A determination of which users are capable of using the low visibility takeoff and landing procedures. This is available from the FAA published CAT II/III Status List.
The list contains current air carriers, aircraft type, and airport authorizations. Refer to Appendix 5 for instructions on how to access this and other SMGCS information from the FAA on-line bulletin board system.
(3) Costs for both RVR ranges, less than 1,200 feet RVR down to and including 600 feet RVR, and less than 600 feet RVR. These costs may include:
(a) Taxiway edge lights
(b) Taxiway centerline lights
(c) Runway guard lights
(d) Stopbar lights
(e) Associated hardware and software
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(f) Taxiway/ramp markings
(g) Airport Surface Detection Equipment (ASDE) III or equivalent
(h) Expanded communications facilities/ramp control
(i) Paving (taxiway fillets)
(j) Ground equipment/vehicles (follow-me, tow or ARFF vehicles)
(k) Charting
(l) Operation and Maintenance (O & M)
(m) Training
(n) Personnel
(o) Other advanced technologies
d. Airport SMGCS Plan. A detailed SMGCS plan should be developed for each airport to cover existing or planned low visibility operations. Appendix 2 contains a sample SMGCS plan. Appendix 3 and Appendix 4 contain guidance for developing a SMGCS Plan.
(1) Airports with takeoff and/or landing operations below 1,200 feet RVR should submit to the controlling FAA Flight Standards Division a completed SMGCS plan. The plan should include a timetable for budgeting and implementing the various components of the proposed plan. The airport operator should promptly initiate action to institute its SMGCS plan once FAA approval to proceed is received. Upon receipt of the plan, the FAA will advise the airport operator which actions included in the timetable, if any, should be delayed.
(2) The SMGCS plan should cover planned low visibility operations. Each low visibility operation and taxi route should be described in detail with its supporting facilities and equipment.
(3) The plan should clearly identify the responsibilities of those involved (e.g., airport operator, ATC, ARFF, air carriers, and ground vehicle operators). The plan should also clearly identify how and when these responsibilities will be carried out (e.g., the plan may identify different requirements for operations between 1,200 feet RVR and 600 feet RVR, and those operations below 600 feet RVR).
(4) All SMGCS plans should be submitted to the appropriate FAA Regional Flight Standards Division for approval.
(5) Revisions to SMGCS plans may be accomplished by the SMGCS working group when desired, and routed through the region Flight Standards Division for approval.
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7. RESPONSIBILITIES .
a. Flight Standards - Headquarters. The Manager, Technical Programs Division, AFS-400, is the FAA Headquarters point-of-contact for the SMGCS program and will maintain a status list of SMGCS airports. When needed, AFS-400 will also provide advice and guidance in resolving SMGCS questions.
b. Flight Standards - Controlling Region. The FAA's controlling Flight Standards Division will have responsibility for:
(1) Participation in SMGCS Meetings. A representative of Flight Standards should participate in SMGCS working group meetings.
(2) Review and Approval of SMGCS Plans. Flight Standards is responsible for coordinating the review of draft SMGCS plans to determine conformance with the criteria contained in existing FAA orders, advisory circulars, and guidance in this AC.
This should include coordination with the Airports and Air Traffic Divisions. The airport operator will be notified of any deficiencies or recommendations. The controlling region Flight Standards will also be the approving authority for SMGCS plans and subsequent revisions and SMGCS operations.
(3) On-Site Inspection. An on-site inspection should be accomplished for all SMGCS airports and can be completed as an ongoing process, a specific event, or associated with the airport certification inspection. The inspection should be accomplished by controlling FAA Flight Standards, Airports, and ATC personnel and other airport tenant officials. The on-site inspection should be accomplished at night to simulate restricted visibility conditions, and will be used to evaluate lighting, markings, procedures, etc. as denoted in the SMGCS plan. The evaluation should also include the review of appropriate communications between ATC and the airport operator on the initiation and termination of SMGCS procedures, and availability of the airport SMGCS chart. Evaluation of alternative procedures of inoperative components such as stop bar and taxiway centerline lighting systems, Surface Movement Radar, etc. should also be reviewed if installed. Noted deficiencies and corrective recommendations will be provided to the airport operator and appropriate organizations. The on-site inspection(s) should be completed prior to beginning initial SMGCS operations.
(4) Adherence to SMGCS Plans. When notified of a SMGCS deficiency or recommendation, the controlling Flight Standards Division will advise the appropriate FAA organization (Airports or ATC) and/or airport operator. Safety related deficiencies may require the temporary withdrawal of approval for specified low visibility operations.
(5) FAA Headquarters Coordination. In order to maintain a current status of SMGCS airports and their operations, advise AFS-400 when a SMGCS plan and/or
Par 7 Page 9 SMGCS operation is approved. If warranted, AFS-400 will be available to aid in resolving complex SMGCS questions.
c. Airports Division - Controlling Region. The FAA’s controlling regional Airports Division will have responsibility for:
(1) Participation in SMGCS Meetings. A representative of Airports Division and/or ADO should participate in SMGCS working group meetings.
(2) Review of SMGCS Plans. Airports Division should review SMGCS plans in coordination with Flight Standards and Air Traffic.
(3) Advice and Guidance. Airports Division is responsible for providing advice and guidance to SMGCS working groups regarding such matters as the standards on lighting, marking, signs, and paving. They may also advise on the eligibility of projects for Airport Improvement Program (AIP) funding.
d. Air Traffic Division. The controlling FAA Air Traffic Division will be responsible for those sections of the SMGCS plan which are under its control and should correct deficiencies that are observed or brought to its attention.
(1) Participation in SMGCS Meetings. A local or regional Air Traffic representative should participate in SMGCS working group meetings. They should assure that designated low visibility routes and procedures will enhance the safe and expeditious flow of traffic on the movement area during low visibility conditions.
(2) Advice and Guidance. Air Traffic is responsible for providing advice and guidance to SMGCS working groups.
(3) Review of SMGCS Plans and Taxi Route Charts. Air Traffic Division is responsible to review submitted SMGCS plans and low visibility taxi route charts in coordination with Flight Standards and Airports Divisions. The chairman of the SMGCS working group will be notified of any deficiencies and recommendations. The low visibility taxi route charts will be coordinated with FAA Headquarters, Air Traffic Rules and Procedures Service, Terminal Procedures Branch, ATP-120, for suitability.
(4) Initiation and Termination of SMGCS Procedures. Air Traffic will be responsible to initiate and terminate each phase of SMGCS procedures in accordance with the SMGCS plan. (Initiation of SMGCS procedures will take some time.
Therefore, the implementation and termination should be based on meteorological trends of increasing/decreasing RVR values and weather phenomena such as patchy fog and pilot reports.) ATC will notify airport operations of the pending initiation of SMGCS procedures. Airport operations should notify Air Traffic when all appropriate tenants
Par 7Page 10 have been contacted. ATC will subsequently notify airport operations of their termination of low visibility operations.
(5) Automatic Terminal Information Service (ATIS) . The initiation of SMGCS procedures should be broadcast on the ATIS.
(6) For operations below 1,200 feet RVR , ATC will operate stop bar lights where installed.
(7) Geographic Positioning. ATC will control aircraft and ground vehicles on the movement area by monitoring their geographic positioning and spatial relationship.
The SMGCS plan should outline ATC procedures to be employed in the event the surface movement surveillance system (SMSS) becomes inoperative during visibility’s less than 600 feet RVR.
(8) Notifying and Assisting Aircraft Rescue and Fire Fighting (ARFF). During low visibility operations 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 operator, to ensure that aircraft requiring assistance can be located and ARFF services provided.
e. Airport Operator. The airport operator will be responsible for those sections of the SMGCS plan which are under its control and should correct deficiencies that are observed or brought to its attention. The airport operator will designate from its staff the chairperson of the airport's SMGCS working group. The airport operator should:
(1) Call and chair meetings of the airport's SMGCS working group. This group should meet at least annually to review the SMGCS plan, procedures, and operations.
They should also solicit attendance from appropriate personnel from the organizations listed in paragraph 6a.
(2) Coordinate actions necessary to analyze the cost benefit study in regard to desired minima; to reach a working group consensus on which desired minima is feasible and cost beneficial; and to achieve the installation and operation of facilities, equipment and/or procedures required to support low visibility operations.
(3) Coordinate the drafting, editing, submission, publication, distribution, and revision of the SMGCS plan.
(4) Assure that initial and recurrent training on SMGCS procedures is accomplished and documented for ARFF personnel, airport vehicle operators, and tenant vehicle operators.
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(5) Notify other organizations having responsibilities under the SMGCS plan of deficiencies observed or brought to their attention which require their correction.
(6) If remote electronic monitoring capability is not available, ensure the timely inspection of airfield visual aids, such as lights, signs, and markings. Assure timely issuance and cancellation of appropriate notice to airmen (NOTAMS) regarding outages of airport facilities and equipment which support low visibility operations.
(7) Notify tenants of ATC's impending initiation or termination of SMGCS procedures.
(8) Advise ATC of airfield conditions or irregularities which may impact air traffic control operations.
(9) Coordinate with the SMGCS working group actions necessary in developing a low visibility chart.
(10) Make follow-me services available.
f. Tenant Organizations. Airport tenants will be responsible for adherence to the SMGCS plan and will correct such deficiencies that are observed or brought to their attention.
8. VISUAL AID REQUIREMENTS . During low visibility operations, adequate visual cues to pilots and vehicle operators are necessary in order to maintain their situational awareness and to ensure the continuation of safe, efficient ground operations. Visual aids should be installed in accordance with the standards set forth in the AC 150/5340 series (listed in Appendix 1).
a. Taxiway Lighting.
(1) Movement Area .
(a) For operations below 1,200 feet RVR , one of the following should be installed along each taxi route in the movement area:
Par 8Page 12 1 Taxiway edge lights or;
2 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.
(b) For operations below 1,200 feet RVR , taxiway edge lights should be installed at intersections along the taxi route where an aircraft is expected to turn and the taxiway width or pavement fillet does not meet the design standards of AC 150/5300-13, Airport Design, current edition. (See Appendix 1.)
(c) For operations below 600 feet RVR , taxiway centerline lights supplemented on curves and turns with edge lights should be installed along each taxi route in the movement area. The taxiway centerline lights should extend continuously from the runway centerline to the non-movement area. When the taxi route crosses or extends onto a runway, centerline lights should be installed.
Note: It is recommended that taxiway lights be turned off, to the maximum extent possible, on those taxiways or runway exits that are not part of a low visibility taxi route.
(2) Non-movement Area .
(a) For operations below 1,200 feet RVR, down to and including 600 feet RVR, neither lighting nor reflectors are required. Note: The installation of centerline lights, or secondarily, centerline reflectors, is recommended along taxiway and taxilane centerlines to provide improved guidance.
(b) For operations below 600 feet RVR:
1 Taxiway centerline lights should be installed or, 2 The SMGCS plan must contain provisions for taxiing assistance for pilots in the form of a "follow me" vehicle, towing via a tug, or ground marshalling.
b. Lights at Access to Active Runways.
(1) For operations below 1,200 feet RVR :
(a) Except as provided in the following paragraph, all taxiways that provide access to an active runway (regardless of whether they are part of the low