08/25/2020 AC 120-57B APPENDIX 2 -- SAMPLE SURFACE MOVEMENT GUIDANCE AND
CONTROL SYSTEM PLAN THE AIRPORT DEPICTED IN THIS SAMPLE PLAN IS FICTITIOUS.
THIS PLAN DESCRIBES ONLY OPERATIONS IN THE LESS THAN 1,200 FEET RVR DOWN TO AND INCLUDING 600 FEET RVR VISIBILITY RANGE. IF OPERATIONS BELOW 600 FEET RVR ARE APPLICABLE, REFER TO APPENDIX 4 FOR ADDITIONAL
INFORMATION AND GUIDANCE THAT MAY BE ADDED TO THE SMGCS PLAN.
SURFACE MOVEMENT GUIDANCE AND CONTROL SYSTEM PLAN _________________________ INTERNATIONAL AIRPORT DATE
08/25/2020 AC 120-57B
TABLE OF CONTENTS
TITLE PAGE
1. INTRODUCTION27
2. DEFINITIONS28
3. FACILITIES AND EQUIPMENT30
4. AIRCRAFT RESCUE AND FIRE FIGHTING32
5. VEHICLE CONTROL32
6. AIR TRAFFIC CONTROL PROCEDURES34
7. AIRLINE PROCEDURES DURING LOW
VISIBILITY CONDITIONS39
8. RESPONSIBILITIES40
9. PLANS/MILESTONES42
10. REVISION PAGE CONTROL
CHART43
11. DISTRIBUTION LIST44
12. AIRPORT LOW VISIBILITY
TAXI ROUTE CHARTS Figures 1,2, 345
08/25/2020 AC 120-57B
1.0 INTRODUCTION
1.1 This Surface Movement Guidance and Control System (SMGCS) Plan describes enhancements, procedures and actions at International Airport ( ) that are applicable to the airport operator, air traffic control (ATC), airlines, and other tenants of the Airport during low visibility conditions.
1.2 These enhancements, procedures, and actions are in accordance with the guidance set out in Federal Aviation Administration (FAA) Advisory Circular 120-57, Surface Movement Guidance and Control System, current edition. A SMGCS Plan is necessary for airports where scheduled air carriers conduct takeoff or landing operations in visibility conditions of less than 1,200 feet runway visual range (RVR).
1.3 The procedures contained in this plan were developed by the SMGCS Working Group, which consisted of representatives from: Airport s taff involved with airfield operations, lighting, aircraft rescue and fire fighting (ARFF), security/traffic control, airport consultants; FAA Air Traffic Control (local and/or Service Center/District); FAA Airports District or Regional office; FAA Flight Standards Flight Technologies and Procedures Division (designated office); FAA Airway Facilities Sector office; appropriate scheduled airlines; appropriate Air Transport Association representative; Air Line Pilots Association (ALPA) or other appropriate pilot groups; appropriate cargo/package operators; military aviation tenants; appropriate operators under Title 14 Code of Federal Regulations part 91, and service corporations. (Includes general aviation and corporate operators.)
1.4 This document does not supersede established policies, procedures, rules, or guidelines for airports, aircraft or vehicle operators, or air traffic control.
It does prescribe certain airfield lighting and marking improvements and operating procedures that have been designed to enhance the safety and efficiency of aircraft and vehicle movements.
1.5 To enhance the safety of low visibility operations, part 91 operators should follow the guidance in this plan to the maximum extent possible and expect follow-me assistance to and from the runway environment.
1.6 This plan addresses both current and future enhancements to support low visibility takeoff, landing, and taxiing operations at the airport. The work of the SMGCS Working Group will continue after the initial plan is
08/25/2020 AC 120-57B approved by the FAA. The SMGCS working group should meet as necessary, but not less than once a year to assess low visibility operations, and to modify the plan as necessary.
2.0 DEFINITIONS
2.1 Airfield. That portion of the Airport intended to be used wholly or in part for the arrival, departure, and movement of aircraft.
2.2 Airport apron controller. The term "airport apron controller" refers to personnel from the airlines and Airport operations providing joint control of the concourse non-movement area.
2.3 Airport Operations. The term "Airport Operations" refers to personnel assigned from the Airport Operations Department who are responsible for the overall management of: the airfield. This may include Airport security, technical services; apron control, air cargo area, airport operations and safety; and other activities specified in Title 14 Code of Federal Regulations part 139.
2.4 Apron (Ramp). A defined area on an airport intended to accommodate aircraft for purposes of loading or unloading passengers or cargo, refueling, parking, and maintenance. The apron area includes the following components:
(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. Identified rights of way on the apron area designated for service and ARFF vehicles.
2.5 Clearance bar. A clearance bar consists of three in-pavement steadyburning yellow lights.
2.6 Controlling region. Refers to the FAA geographic Region in which an airport is located.
08/25/2020 AC 120-57B
2.7 Geographic position marking . 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).
2.8 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.
2.9 Movement area. Refers to the runways, taxiways, and other areas of an airport that are used for taxiing or hover taxiing, air taxiing, takeoff, and landing of aircraft, exclusive of loading ramps and aircraft parking areas.
2.10 Non-movement Area. Refers to taxiways and apron areas that are not under air traffic control.
2.11 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.
2.12 Runway Guard Lights--(In-pavement ). Fixtures consists of a row of inpavement 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.
2.13 Stop bar. Stop bar lights consist of elevated and in-pavement red fixtures that are installed at the runway holding position or 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.
2.14 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 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.
2.15 Surface Painted Holding Position Sign. Pavement marking which is used to
08/25/2020 AC 120-57B identify a specific runway. These markings are configured the same as the associated sign.
2.16 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.
2.17 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)
2.18 Taxi route. A specific sequence of lighted taxiways used by aircraft during low visibility operations.
3.0 FACILITIES, SERVICES AND EQUIPMENT
3.1 Runways. The Airport has two north-south parallel runways that are used, individually or in combination, for both takeoffs and landings in a northerly flow direction for this plan. Runway 35L and Runway 35R are usable for takeoffs and landings down to 600 RVR. Each of these runways are 12,000 feet long and are served by Category III instrument landing systems;
touchdown, midpoint, and rollout RVR equipment; runway instrument markings; ALSF-2 approach lighting systems with sequence flashers;
touchdown zone and centerline lighting, and high intensity edge lighting.
3.2 Taxiway lighting. Continuous green taxiway centerline lights and blue taxiway edge lights are installed on all taxiways leading to and from the low visibility runways. Continuous green taxiway centerline lights are installed on all apron taxiways.
Taxi routes and taxi procedures are described in paragraph 6, AIR TRAFFIC CONTROL PROCEDURES.
3.3 Runway Guard Lights. Elevated runway guard lights are located at all runway access points and may be illuminated at all times to prevent runway incursions.
3.4 Stop bars. Lighted stop bars are installed at all runway access points.
During low visibility operations the stop bars, located on the first two taxiways that are used as runway entrances for departure aircraft on Runway 35L and Runway 35R, are controlled by ATC.
08/25/2020 AC 120-57B
3.5 Taxiway clearance bars. Taxiway clearance bars are located at various locations throughout the Airport. These clearance bars occur at the edges of runway protection zones where aircraft tail heights or vehicles might penetrate runway operational surfaces, and where taxiway-to-taxiway intersections warrant additional caution. Clearance bars are illuminated whenever the taxiway centerline lights are illuminated. Aircraft are not required to hold at a taxiway clearance bar unless directed to do so by ATC.
3.6 Taxiway guidance signing and marking inspections . Taxiway guidance signing and marking are inspected routinely as part of the Airport operations airfield inspection program. Electronic monitoring is provided for all signs and lights associated with low visibility taxi routes. This monitoring alerts ATC whenever threshold outage levels are exceeded.
Airport maintenance is also notified by an alarm and will take corrective action.
3.7 Non-movement area control. Control of the non-movement area between and around the concourses is administered by the airlines and/or the Airport Operations Department. Other non-movement areas are controlled by the tenants of those respective areas. Appropriate movement/non-movement area markings are installed on apron edges.
3.8 Surface movement surveillance. The Airport has airport surface detection equipment (ASDE-3). FAA utilizes this equipment to monitor the geographical position of aircraft and vehicles during reduced visibility conditions and at night.
3.9 Follow-me service. The Airport Operations Department will provide "follow-me" service for air carrier aircraft upon request, subject to availability of equipment and the need to accomplish higher priority duties.
To enhance safe operations in low visibility conditions, part 91 operators should expect follow-me services to and from the runway environment.
The Airport operations follow-me vehicle is identified by yellow flashing emergency lights. A follow-me request may be initiated by the pilot, ATC, or the airport apron controller.
3.10 Aircraft docking. The airline assumes control of the aircraft in the vicinity of the gate, as directed by the airport apron controller, and provides aircraft docking by the use of wing walkers, follow-me vehicles, tugs or other appropriate means as set out in the airline's operations manual.
4.0 AIRCRAFT RESCUE AND FIRE FIGHTING (ARFF)
08/25/2020 AC 120-57B4.1 ARFF coverage. Each of the ARFF stations provide primary coverage during low visibility operations, depending on runway use configuration.
ARFF Station #1 is located at the intersection of Taxiway AA and Taxiway G and provides primary coverage to the west airfield. ARFF Station #2 is located adjacent to Runway 17R on Taxiway CS and provides primary coverage to the east airfield. Equipment and personnel will remain on alert status at these stations when low visibility operations are in progress.
4.2 ARFF coordination. Coordination between ATC and ARFF is accomplished annually to ensure effectiveness of ARFF services. This coordination is accomplished as part of the annual airport emergency plan review required by Part 139.
5.0 VEHICLE CONTROL
5.1 Vehicle access. Vehicle access to the Airport is controlled by a system of perimeter fencing and gates. All Airport and tenant vehicles entering the airport operations area (AOA) are identified by a mandatory apron access permit, displayed on the windshield of the vehicles, which is obtained from the Airport Operations Department and enforced by Airport Security.
Vendors and contractor vehicles are also identified through the apron permit system or are escorted by authorized personnel. Airport security shall insure that all vehicles operating on the AOA are properly marked and lighted.
During low visibility conditions, vehicles requiring access from outside the restricted security area must be cleared by Airport Operations through a security gate before entrance is gained to the AOA.
5.2 Vehicle service roads. Except for the necessary movement in leased areas, vehicles must be operated within the clearly marked system of vehicle service roads. These service roads are identified by solid white edge lines with a dashed white line used as centerline divider. Where a service road intersects a taxiway, a solid white stop line is provided across the vehicle lane at a point that assures adequate clearance from taxiing aircraft.
Standard stop and yield signs are installed in line with the stop line, on the right side of the road, at each entrance. Dashed white lines may be provided across certain taxiways where driver reference is needed, because of the width of the intersecting taxiway and the possibility of the driver becoming lost in low visibility conditions.
5.3 Driver training. Vehicles driven on the AOA during low visibility conditions will only be operated by drivers that have completed SMGCS
08/25/2020 AC 120-57B driver training. All personnel authorized to drive on the airfield in movement or non-movement areas are provided driver training by the Airport Operations Department. Exception: Qualified tenants may provide training to their employees under the supervision of the Airport Operations Department. Construction crews and other temporary access personnel are provided individual instruction by Airport Operations. All Airport and tenant driver training courses use video training aids which include SMGCS lighting, signing, marking, and procedures and include written tests. Drivers are instructed to pay particular attention to striped and dashed yellow lines used in combination with one another, i.e., a single stripe and single dash, or two stripes and two dashes. These markings, denote runway holding positions or the movement/non-movement area boundary and must not be crossed without authorization from ATC. The driver training programs are reviewed annually by Airport Operations to ensure that they are current.
5.4 Access restrictions. Only vehicles operated by the Airport or by FAA Airways Facility maintenance personnel are allowed on the Airport movement area. All other access to the movement area will be coordinated and approved by Airport Operations. In low visibility conditions, no vehicles are permitted in the movement area that are not in direct support of the SMGCS plan.
08/25/2020 AC 120-57B6.0 AIR TRAFFIC CONTROL PROCEDURES
6.1 Background and operating concept. The SMGCS plan provides guidance and control of aircraft between various apron locations and the runways in a safe and efficient manner during low visibility conditions. The coordinated efforts of ATC and Airport Operations are all focused on assuring safe movement and avoiding inadvertent or unauthorized entry onto the movement area during low visibility conditions. When one portion of the Airport is in a low visibility condition, i.e., visibility less than 1200 feet RVR, the entire Airport is considered to be in low visibility conditions and SMGCS procedures and restrictions are placed in effect.
The concept for accomplishing these objectives is to only use the northsouth runways in a northerly flow direction only. The principal arrival runway is Runway 35R while Runway 35L is predominately used for departures. In certain instances, both runways may be used for arriving and departing aircraft.
6.2 Visibility reporting. ATC will coordinate with Airport Operations when lowering ceiling and visibility conditions indicate that visibility less than 1,200 feet RVR is imminent and SMGCS procedures are going into effect.
Airport Operations will in turn will advise the airlines, service companies, other airport tenants, and air cargo operators by telephone. Individual airlines will notify service companies or vendors, which are not notified by Airport Operations, that the SMGCS plan is in effect.
These procedures are terminated by ATC when no longer deemed necessary due to prevailing weather conditions. ATC will also advise Airport Operations when the SMGCS plan is no longer required, and Airport Operations will advise the airport tenants and other organizations noted above that the SMGCS plan is no longer in effect. The airlines will make appropriate notifications when the SMGCS plan has been terminated.
6.3 Departures. Each airline or aircraft operator is responsible for positioning aircraft at the movement area boundary. This may be accomplished with a tug, signalman, follow-me vehicle or other appropriate means, including unassisted taxi, if visibility on the apron permits. When established at the movement area boundary, the aircraft will contact ATC ground control for taxi instructions. ATC may provide RVR readings to pilots prior to taxiing in the movement area.
When visibility is less than 1,200 feet RVR, down to and including 600 feet RVR, all taxiway lighting may be illuminated. Taxiway edge lights,
08/25/2020 AC 120-57B without centerline lighting, may be illuminated at various times for snow removal or other operational reasons.
The FAA ground controller may use ASDE or pilot position reports to monitor the aircraft position prior to its entry into the movement area. The controller will then provide taxi instructions and traffic advisories appropriate to the route. The north-south parallel taxiways in the movement area are operated in opposing directions, with Taxiways G and L used as the primary departures taxiways to Runways 35L and 35R, respectively.
6.4 Departure routings. Aircraft routings for departure will vary depending on the initial location of the aircraft and whether deicing is required prior to departure. Aircraft must have ATC clearance prior to entering Taxiway G, Taxiway L, or Taxiway M.
(1) Runway 35L departures.
a. Aircraft departing on Runway 35L from the concourse apron proceed west on the lighted apron taxiways to Taxiway G, and continue north on Taxiway G to Taxiway CN. Aircraft proceed west on Taxiway CN and continue west onto Taxiway F1 to reach Runway 35L. ATC may require aircraft taxiing on Taxiway G to hold at the intersection of Taxiway CN. If deicing is required from a concourse deicing pad prior to departure, aircraft will proceed west on the apron taxiway to Taxiway H and turn north or south on Taxiway H to the assigned deicing pad. Upon completion of deicing, the aircraft must contact ATC for clearance to proceed onto Taxiway G.
b. Aircraft departing on Runway 35L from the south air cargo apron proceed east on the cargo Taxiway SC to Taxiway SA, and south on Taxiway SA to Taxiway A. Aircraft then proceed east on Taxiway A to the Runway 35R holding position movement area boundary marking, where contact is established with ATC. Aircraft continue east on Taxiway A to Taxiway M, north on Taxiway M to Taxiway CN, west on Taxiway CN, then onto Taxiway F1 to reach Runway 35L. ATC may require periodic position reports along the taxi route to confirm or supplement ASDE-3 information.
If deicing is required prior to departure, aircraft proceed east on Taxiway SC to Taxiway SA, south on Taxiway SA to Taxiway A, then east on Taxiway A to the south deicing pad. Upon completion
08/25/2020 AC 120-57B of deicing, aircraft exit the pad at the intersection with Taxiway M and proceed as described in the above paragraph. Should the aircraft require secondary deicing from a concourse deicing pad prior to departure, the pilot should advise ATC and request clearance to the concourse deicing pad area.
Coordination between aircraft on the south air cargo apron and ATC is required to insure that conflicting, i.e., opposite direction traffic flows, do not occur on Taxiway M. Aircraft on the south cargo area should advise ATC prior to taxi.
c. Aircraft departing on Runway 35L from the general aviation area proceed north on Taxiway M to Taxiway CN, west on Taxiway CN onto Taxiway F1 to reach Runway 35L. Departures must contact ATC for taxi clearance before leaving the general aviation ramp.
ATC may require aircraft to hold on the ramp prior to entering Taxiway M, when exiting on Taxiway M, or when reporting clear of the Runway 35R approach area located between Taxiway M5 and Taxiway M6. If deicing is required prior to departure, the pilot should request ATC clearance to the concourse apron deicing area.
(2) Runway 35R departures.
a. Aircraft departing on Runway 35R from the concourse apron proceed east on lighted apron taxiways to the Taxiway L holding position (movement area boundary) marking. Prior to entering the movement area, the aircraft should contact ATC for taxi instructions.
Aircraft will proceed southbound on Taxiway L. ATC may require aircraft taxiing on Taxiway L to hold at apron taxiway intersections for sequencing. Aircraft will continue south on Taxiway L to its intersection with Taxiway AA, east on Taxiway AA to Taxiway M, and then south on Taxiway M to Taxiway A, continuing east on Taxiway A to reach Runway 35R.
If deicing is required at the south deicing pad, the aircraft proceeds south on Taxiway M to Taxiway SC, then west on Taxiway SC, south on Taxiway SA, and east on Taxiway A into the south deicing pad. Upon completion of deicing, ATC clearance is required prior to re-entering the movement area at Taxiway M. Aircraft exit the deicing pad on Taxiway M, proceed north on Taxiway M to its intersection with Taxiway A and turn eastbound on Taxiway A, continuing east on Taxiway A to reach Runway 35R.