08/25/2020 AC 120-57B 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. (See Appendix 5)
(b) In certain instances, the SMGCS working group may determine that at certain taxiway/runway intersections runway guard lights may not be necessary. In making such a evaluation, the working group should consider if the intersection and runway environment is safe-guarded from the inadvertent entry of aircraft and vehicles through other means (e.g., traffic volume and routings, airport configuration).
Note: The new installation or upgrading of elevated runway guard lights may not be required if in-pavement runway guard lights or stop bar lights are installed at the same location.
(2) For operations below 600 feet RVR :
(a) In addition to the criteria specified in paragraph 8b(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. Stop bars on taxiways which 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 green lead-on lights will illuminate to provide a secondary visual confirmation of clearance onto the runway by ATC personnel.
(b) All non-illuminated taxiways (i.e., centerline and edge lights turned off) will be considered not available for taxiway or runway access, and do not need stop bars installed. However, the SMGCS working group should evaluate the need for any additional “uncontrolled”stop bars.
c. 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.
(1) 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 feet 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
08/25/2020 AC 120-57B of taxiway width or the presence of taxiway centerline lights.
(2) 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 feet wide, or a stop bar is installed at the ILS critical area holding position.
(3) 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 inpavement lights may 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.
d. Clearance Bars/Holding Position Markings. Hold points along taxi routes should be appropriately denoted by the following:
(1) For operations below 1,200 feet RVR , taxiway holding position markings should be painted to denote hold points.
(2) For operations below 600 feet RVR , clearance bar lights should be installed at hold points, in addition to the taxiway holding position marking and geographic position marking.
e. Taxi Guidance Signing and Marking.
(1) For operations below 1,200 feet RVR, 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 SMGCS working group, or where it is not feasible to install guidance signs.
(a) 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.
(b) The use of reflective or glass beaded paint should be used for geographic position markings. Glass beads should not be added to black paint.
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(2) For operations below 600 feet RVR , geographic position "spot" markings identifying hold points, and co-located 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 or where location verification or additional guidance is expected to be needed. These markings will be at locations in the movement area where they enhance low visibility operations as determined by the SMGCS working group.
f. Monitoring and Visual Inspection of Lighting Aids . Controlled stop bars should be electronically monitored with a status indication provided in the ATC tower. It is recommended that all other lighting systems which support low visibility operations be electronically monitored.
(1) For operations below 1,200 feet RVR:
(a) 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 SMGCS procedures.
This visual inspection is conducted to ensure that the lighting systems are “serviceable” as described in paragraph 8g, 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.). 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.
(b) A periodic visual inspection need not be conducted for lighting systems described in 8f(1)(a) 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 2 to 4 hours. The interval is normally based on taxiway complexity/configuration, number of low visibility routes, number of taxiways that provide access to active runways, etc.
(2) For operations below 600 feet RVR:
(a) With the following exception, 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 below 600 feet RVR. Exception: Unless meteorological conditions may render the lights unserviceable (e.g., snow blowing snow, sand, etc.), the status of any of
08/25/2020 AC 120-57B 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 8g. An inspection conducted within 2 hours prior to commencement of operations below 600 feet RVR would be acceptable for this inspection. This visual inspection is conducted to ensure that the lighting systems are “serviceable”as described in paragraph 8g. 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. Taxiway centerline lights which lie beyond uncontrolled stop bars need not be visually inspected.
(b) The serviceability of lighting systems described in paragraph 8f(2)(a), except taxiway edge lights, which are electronically monitored with a system capable of remotely detecting the unserviceability conditions in paragraph 8g, should be determined every 2 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 2 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.
g. 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:
(1) Taxiway edge lights, taxiway edge reflectors and taxiway centerline lights along the low visibility taxi route -- no two adjacent lights or reflectors unserviceable.
(2) Stop bar lights or in-pavement runway guard lights -- no more than three lights per location unserviceable nor two adjacent lights unserviceable.
(3) Elevated runway guard lights -- no more than one light in a fixture unserviceable.
(4) Clearance bar lights -- no more than one light unserviceable.
(5) When any of the lighting aids do not meet the maintenance objectives above:
(a) Traffic should be rerouted to areas where the visual aids are operating normally or;
(b) Alternative procedures should be implemented to accommodate the
08/25/2020 AC 120-57B operations or;
(c) Low visibility operations should be terminated until the lighting aids are returned to normal service.
(6) 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.
h. Maintenance Criteria for Lighted Signs.
(1) 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 SMGCS procedures, and every 2 to 4 hours thereafter while the SMGCS plan is in effect.
(2) When 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:
(a) Traffic should be rerouted to areas where the visual aids are operating normally or;
(b) Alternative procedures should be implemented to accommodate the operations or;
(c) Low visibility operations should be terminated until the sign(s) are returned to normal service.
08/25/2020 AC 120-57B
9. SURFACE MOVEMENT SURVEILLANCE SYSTEMS (SMSS).
a. For operations below 1,200 feet RVR, a surface movement radar (SMR), such as airport surface detection equipment (ASDE-3 equivalent), or alternative technologies that allow ATC to establish the geographic position of all aircraft and vehicles may be used.
b. For operations below 600 feet RVR, an SMR should be installed and operational.
In the event that the SMR becomes inoperative during operations below 600 feet RVR, operations may continue while utilizing approved geographic positioning procedures until operations below 600 feet RVR are terminated. The SMR must be operational before resuming operations below 600 feet RVR.
10. AIRPORT FACILITIES AND SERVICES .
a. 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 operator, to ensure that aircraft requiring assistance can be located and ARFF services provided. For operations below 600 feet RVR, the prepositioning of ARFF equipment (so as not to create a new obstacle), installation of forward looking infrared radar (FLIR) and global positioning system (GPS), or other approved alternative technology should be considered.
b. Taxiway Configuration. The 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.
(1) For operations below 1,200 feet RVR , it is recommended that inadequate taxiway fillets be upgraded to meet current standards. Those locations that are not upgraded should be depicted on appropriate 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. ”
(2) For operations below 600 feet RVR , inadequate taxiway fillets and clearances at turning points or other locations along taxi routes used for operations below 600 feet RVR should be upgraded to meet the current standard.
c. SMGCS Low Visibility Procedures. SMGCS procedures should be developed for each SMGCS airport authorized for low visibility operations. The procedures should include a method of notifying key personnel of participating organizations that SMGCS procedures have been initiated or terminated by ATC. Copies of the approved SMGCS plan and any revisions should be provided to all parties involved.
08/25/2020 AC 120-57B
(1) All vehicle operators should receive SMGCS training in areas such as airport lights, signs, and markings procedures to follow if lost in the aircraft movement area, and 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 SMGCS operations should have a low visibility taxi route chart or equivalent available.
(2) Procedures for evaluating special situations such as construction activities, snow removal, and deicing procedures should be included in the SMGCS plan to determine any limitations that should be imposed on those vehicle activities when the SMGCS plan is implemented.
(3) For operations below 1,200 feet RVR , describe the method of limiting vehicle access to aircraft movement areas. Vehicular traffic in the movement areas should be restricted to the essential minimum to support low visibility operations. The SMGCS working group should review vehicle control and, if necessary, identify additional marking, lighting, restrictions, or other measures necessary to control vehicles in nonmovement areas.
(4) For operations below 600 feet RVR , the SMGCS working group should ensure positive control of vehicles in situations where active roadways cross designated taxi routes in movement areas. This may include such methods as barriers, gates, signs, markings, traffic lights, and "road guards."
d. Apron Traffic Management. For operations below 600 feet RVR, the SMGCS plan should include an apron traffic management plan for all non-movement apron areas used by aircraft or vehicles. The apron traffic management plan 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 area. Roadways which cross taxilanes must be kept clear by positive control methods, such as radio communications, when aircraft are using the apron area.
e. Taxiing Assistance in Non-Movement Areas. For operations below 600 feet RVR, where centerline lights are not installed, the SMGCS plan must contain provisions for taxiing assistance. Taxiing assistance may include such measures as follow-me vehicles or towing via a tug. The assistance should be provided by a method agreed upon by the SMGCS working group. Ground marshalling may be used to assist aircraft from the intersection of the taxilane centerline and the gate lead-in line.
11. AIRPORT CONDITION REPORTING. The loss of minima for low visibility landings or takeoffs can adversely affect aircraft operations, overall safety, and capacity.
There are a number of critical components such as stop bar lights, centerline lights, etc.
08/25/2020 AC 120-57B which, if become inoperative, may have an immediate impact on availability of takeoff or landing operations. This especially affects operations below 600 feet RVR. It is timecritical that pilots and dispatchers be notified quickly of these outages and their effects on operations. This will enable timely and appropriate decisions to be made.
a. Due to its importance, such adverse impacts on operations should be quickly disseminated by the airport operator via means available such as land line communications to local station dispatchers, and on ATIS in order to alert pilots of aircraft inbound to the airport.
b. The timely notification of inoperative components should be thoroughly covered in the SMGCS plan and with interested parties such as ATC, the airport operator, and local tenants.
c. Inoperative components affecting low visibility operations may be reported through the NOTAM system and/or the FAA Traffic Management System.
12. FLIGHT OPERATIONS . The SMGCS plan should identify any aspects of the following list of items that are specific or unique to the airport, relative to low visibility operations. Aircraft operators should address these items in appropriate training programs for all flight crew and ground support personnel who may be involved in aircraft or vehicle operations on the movement or non-movement areas of the airport.
Such training should also be documented. Training items include but are not limited to:
a. Apron (ramp) operations.
b. ILS critical areas, runway safety areas, and obstacle free zones.
c. Stop bar lights.
d. Runway guard lights.
e. Taxiway centerline lights, including ILS critical area alternating green and yellow lights from runway centerline.
f. Clearance bar lights.
g. Runway lead-on and lead-off lights.
h. Geographic position markings.
i. Taxiway and runway hold position markings.
08/25/2020 AC 120-57B
j. Movement/non-movement boundarymarking.
k. Other pavement markings such as surface paintedsigns.
l. Use of low visibility taxi route(s) chart(s).
m. Taxi procedures at turns requiring judgmentaloversteering.
13. AIRPORT LOW VISIBILITY TAXI ROUTE(S)CHART.
a. A low visibility taxi route(s) chart(s) must be provided for use by flight crew, ATC personnel, ARFF personnel, ground-support vehicle operators, and ground marshalling crews, if appropriate. The airport low visibility taxi route chart should be limited to one page, if possible, and is generated by the SMGCS working group in coordination with the Air Traffic Control Service Center or District designated representatives, the Flight Procedures and Airspace Group, and Airports divisions. The taxi route chart is coordinated with the Flight Technologies and Procedures Division, and approved by the Aeronautical Charting Group (AJV-A200).
b. The chart(s) should provide at least the following information:
(1) Designated low visibility taxi route(s) for operations below 1,200 feet RVR down to and including 600 feet RVR.
(2) Designated low visibility taxi route(s) for operations below 600 feet RVR, if applicable.
(3) A legend depicting appropriate symbology andterminology.
(4) Location of runways, taxiways, aprons, and concourses.
(5) Location of runway and taxiway centerline lights, including lead-on and lead-off lights.
(6) Location of stop bar lights.
(7) Location of geographic positionmarkings.
(8) Location of taxiway hold points.
(9) Location of clearance bar lights.
(10) Location of movement area boundaries.
08/25/2020 AC 120-57B
(11) Location of inadequate fillets on taxiway turns and the need for judgmental oversteering by pilots.
(12) Location of de-icing pads.
(13) Location of ARFF stations.
(14) Unique airport characteristics and/or procedures.
Rick Domingo Executive Director, Flight Standards Service
08/25/2020 AC 120-57B APPENDIX 1 -- RELATED READING MATERIAL
1. Related advisory circulars listed below are available from the Superintendent of Documents at: New Orders, Superintendent of Documents P.O. Box 371954, Pittsburgh, PA 15250-7954. (Prices are subject to change.)
a. AC 150/5300-13, Airport Design, current edition. SN 050-007-853-8, $15.00.
b. AC 150/5300-13, Airport Design, Change 1, 6/5/91. SN 050-007-907-1, $4.50.
2. Copies of current editions of the following publications may be obtained free of charge from; U.S. Department of Transportation, Subsequent Distribution Office, Ardmore East Business Center, 3341 Q 75th Avenue, Landover, MD 20785.
a. AC 97-1, Runway Visual Range.
b. AC 120-28, Criteria for Approval of Category III Landing Weather Minima.
c. AC 120-29, Criteria for Approving Category I and Category II Landing Minima for FAR 121 Operators.
d. AC 150/5320-12, Measurement, Construction, and Maintenance of Skid Resistant Airport Pavement Surfaces.
e. AC 150/5340-1, Standards for Airport Markings.
f. AC 150/5340-4, Installation Details for Runway Centerline Touchdown Zone Lighting Systems.
g. AC 150/5340-18, Standards for Airport Sign Systems.
h. AC 150/5340-19, Taxiway Centerline Lighting System.
i. AC 150/5340-24, Runway and Taxiway Edge Lighting System.
j. Other applicable AC 150/5340 series, cataloged in AC 00-2, Advisory Circular Checklist [and Status of other FAA Publications for sale by the U.S.
Government Printing Office (GPO)].
k. Order 6750.24, Instrument Landing System & Ancillary Electronic Component Configuration & Performance Requirement.
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l. Order 6750.16, Siting Criteria for Instrument Landing Systems.
m. Order 8400.8, Procedures for Approval of Facilities for FAR Part 121 and Part 135 CAT III Operations.