Yes 10-29-2013

FAA Accepted Date

SURFACE MOVEMENT GUIDANCE

AND CONTROL SYSTEM PLAN

(SMGCS)

\

CINCINNATI/NORTHERN KENTUCKY' ~\

INTERNATIONAL AIRPORT

September 1, 2013

Yes 10-29-2013

FAA Accepted Date

Submitted on behalf of the Kenton County Airport Board by:

Kenton County Airport Board

2

Yes 10-29-2013

FAA Accepted Date

Plan Authorization

This plan is accepted in accordance with FAA Order 8000.94 and with the guidance

provided by AC 120-5 7 A and signed by these respective FAA representatives:

Flight Standards: Airport Division: Air Traffic Diviston:

6~.~ Scott E. Brown ~Steven E. Hicks, AS0-620

Manager, NextGen Branch Manager, Safety and Standards Air Traffic Manager

AGL-220 Airports Division, Southern Region Cincinnati Air Traffic Control

Yes 10-29-2013

FAA Accepted Date

CINCINNATI/NORTHERN KENTUCKY INTERNATIONAL AIRPORT

SURFACE MOVEMENT GUIDANCE CONTROL SYSTEM PLAN

TABLE OF CONTENTS

TABLE OF CONTENTS ................................................................................................................ 4

LIST OF ATTACHMENTS ........................................................................................................... 5

1. INTRODUCTION ................................................................................................................... 6

2. DEFINITIONS ........................................................................................................................ 7

3. FACILITIES, SERVICES, AND EQUIPMENT .................................................................. 10

4. AIRCRAFT RESCUE AND FIRE FIGHTING (ARFF) ...................................................... 12

5. VEHICLE CONTROL .......................................................................................................... 12

6. AIR TRAFFIC CONTROL PROCEDURES ........................................................................ 13

7. AIRLINE PROCEDURES DURING LOW VISIBILITY CONDITIONS .......................... 17

8. RESPONSIBILITIES ............................................................................................................ 17

9. PLANS AND MILESTONES ............................................................................................... 20

APPENDIX 1 ................................................................................................................................ 22

Appendix 2 Pilot I Operator Minimums ....................................................................................... 23

EXHIBIT 2 ................................................................................................................................ 2626

EXHIBIT 3 .................................................................................................................................... 27

4

Yes 10-29-2013

FAA Accepted Date

LIST OF ATTACHMENTS

Appendix 1 Airfield Lighting/Marking/Sign Diagrams

Appendix 2 Pilot I Operator Minimums

Exhibit 1 Airport Low Visibility Taxi Route Chart

Exhibit 2 Revision Page Control Chart

Exhibit 3 Distribution List

5

Yes 10-29-2013

FAA Accepted Date

1. INTRODUCTION 1.1. This Surface Movement Guidance and Control System (SMGCS) Plan describes airport

enhancements made to the Cincinnati/Northern Kentucky International Airport, and it contains procedures and actions applicable to the airport operator, air traffic control, airlines and other tenants of the airport when the plan has been implemented.

1.2. These enhancements, procedures and actions are in accordance with the guidance in the Federal Aviation Administration (FAA) Advisory Circular 120-57 A Surface Movement Guidance and Control System, and are necessary for FAA approval of takeoff and landing operations by air carriers in visibility conditions below 1,200 feet runway visual range (RVR). When runway visibility conditions are less than 1,800 feet RVR down to and including 1,200 feet RVR, Category (CAT) II operations are conducted on a routine basis. When runway visibility conditions are less than 1,200 feet RVR, CAT III conditions exist, and this SMGCS plan will be in effect. The plan describes airport operations under two different visibility conditions. When the respective runway RVR is less than 1,200 feet down to and including 600 feet, arrivals will be conducted on runways 36R and 36C and departures will be conducted on runways 36R and 36C as well as runways 181 and 18C. Runways 181 and 18C are not CAT III runways; therefore, there will never be arrivals on these runways when the SMGCS Plan is in effect. However, if wind conditions change during SMGCS operations these runways may be utilized for departures to the south. Conditions for this situation will be discussed further in Section 6.

1.3. The procedures contained in this plan were developed by the SMGCS working group which consisted of the following individuals:

• Bob Boja, Abx Air

• Tod Monnier, Capital Cargo

• Dean Duff, CVG ATCT

• Bob Smith, CVG ATCT

• Tom Cavill, Delta

• Dennis Forte, Delta

• Greg Bumpus, Delta Private Jets

• Steve Elkins, DHL

• Mark Fox, FAA FAA Great Lakes Region N extGen Branch

• Bob Broderick, Fed Ex

• Barb Schempf, KCAB

• Gene Cossey, KCAB

• Steve Listerman, KCAB

6

Yes 10-29-2013

FAA Accepted Date

• DeAlice Moore, KCAB

• Mike Sherman, KCAB

• Tim Zeis, KCAB

• Bill Weaver, TIMCO Aviation Services

• Don Krutza, Polar Air

• Tommy Dupree, FAA ADO

• Jim Price, FAA Safety and Standards

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 are expected to follow the guidance in this plan to the maximum extent possible and may request 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 approved by the FAA. The SMGCS working group will meet as necessary, but not less than once a year to assess low visibility operations, and to modify the plan as necessary.

2. DEFINITIONS 2.1. Aircraft Rescue and Fire Fighting (ARFF). The airport fire department.

2.2. Airline Ramp Control. Refers to personnel from the airlines providing control of the concourse non-movement areas.

2.3. Aimort Operations Area (AOA). That portion of the airport designed and used for landings, departures, servicing and surface maneuvering of aircraft.

2.4. Apron. The term apron comprises all areas and facilities used for aircraft parking and aircraft support and servicing operations. It includes the following sub components.

2.4.1. Aircraft Parking Positions. Used for parking aircraft to enplane and deplane passengers, load or unload cargo.

2.4.2. Aircraft Service Areas. On or adjacent to an aircraft parking position. These areas are used by airline personnel/equipment for servicing aircraft and staging baggage, freight and mail for loading and unloading of aircraft.

2.4.3. Geographic Position Markings. Pavement markings used to identify the location of aircraft or vehicles during low visibility conditions. They are referred to as "spots"

7

Yes 10-29-2013

FAA Accepted Date

by air traffic control (ATC). May also be known as "Call Blocks" or "Ramp Hold Position Markings".

2.4.4. Taxilane. Apron areas that provide taxiing aircraft access to and from aircraft parking positions.

2.4.5. Vehicle Roadways. Identified rights-of-way on the apron areas designated for service and ARFF vehicles.

2.5. Airport Operations. Personnel designated by the Chief Operating Officer responsible for airport duties under this plan.

2.6. Clearance Bar. A clearance bar consists of three in-pavement steady burning yellow lights.

2.7. Chief Operating Officer. The Chief Operating Officer, or his designee, is the authorized representative of the KCAB with duties, responsibilities and authority to direct the operations of the airport on a day-to-day basis.

2.8. Follow-me service. A vehicle supplied and operated by the airport to guide aircraft to and from the runway environment when requested by Part 91 operators. The vehicle will be clearly marked FOLLOW ME and be outfitted with appropriate flashing lights to be visible to the pilots.

2.9. Gate Hold Procedures. Procedures at select airports to hold aircraft at the gate or other ground location whenever departure delays exceed or are anticipated to exceed 15 minutes. The sequence for departure will be maintained in accordance with initial call-up unless modified by flow control restrictions. Pilots should monitor the ground control/clearance delivery frequency for engine start/taxi advisories or new proposed start/taxi time if the delay changes.

2.1 0. Judgmental Over-steering. Judgmental over-steering shall refer to complex maneuvering by the pilot when making the turns that would require this effort for the classification of aircraft indicated. It shall mean that the pilot cannot maintain cockpit over centerline and expect all wheel gear to remain on full strength pavement.

2.11. KCAB. KCAB is the Kenton County Airport Board that operates the Cincinnati!Northern Kentucky International Airport.

2.12. Low Visibility. For the purpose of this plan, low visibility is when the measured visibility is less than 1,200 feet RVR.

2.13. Movement Area. The area of the airport used for aircraft taxiing, takeoffs and landings, exclusive ofloading ramps and aircraft parking areas. Aircraft or vehicle operations within this area require an air traffic control clearance.

2.14. Non-Movement Area. Taxilanes and aprons not controlled by FAA Control Tower. Portions of this area are under the control of Delta Ramp Tower or DHL Airline Ramp Control.

2.15. Runway Guard Lights (Elevated). Double elevated flashing yellow lights located in line with the taxiway edge lights at a runway hold position marking on both sides of the taxiway. Their function is to confirm the presence of an active runway and to assist in preventing runway

8

Yes 10-29-2013

FAA Accepted Date

incursions. These lights are commonly referred to as wig wags.

2.16. 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.

2.17. Runway Holding Position Marking. Painted markings across a runway entrance taxiway where an aircraft must stop and be cleared by an air traffic controller for entrance onto the runway.

2.18. Runway Visual Range (RVR). An instrumentally derived value, based on standard calibrations, that represents the horizontal distance a pilot will see down the runway. It is based on the sighting of either high intensity runway lights or on the visual contrast of other targets whichever yields the greater visual range. RVR, in contrast to prevailing or runway visibility, is based on what a pilot in a moving aircraft should see looking down the runway. RVR is horizontal visual range, not slant visual range. It is based on the measurement by a transmissometer made near the touchdown, midpoint or rollout points of the instrument runway and is reported in hundreds offeet. RVR is used in lieu ofRVV (Runway Visibility Value) and/or prevailing visibility in determining minimums for a particular runway. (Pilot/Controller Glossary.) RVR values used in this plan refer to the value reported by a specific RVR sensor.

2.19. Service Road. Identified routes on the apron designated for vehicles and fire equipment.

2.20. Surface Movement Guidance and Control System (SMGCS) Plan. A plan for guidance, regulation, and control of all aircraft, vehicles, and personnel on the movement area, when the measured visibility on any runway at the airport is less than I ,200 feet RVR.

2.21. SMGCS Operations. The operations or movement of aircraft, vehicles or personnel on the airport when one or more RVR measurements are less than 1,200 feet (as specified in this plan) and the SMGCS plan has been implemented by the FAA Control Tower.

2.22. SMGCS Runways. Runways !8C/36C and 18L/36R are the designated SMGCS runways. When the lowest runway RVR of any SMGCS runway on the airport is less than 1,200 feet, down to and including 600 feet, arrivals will be conducted on runways 36R and 36C and departures will be conducted on runways 36R and 36C. Runways 18L and 18C are not CAT II/III runways; therefore, there will never be arrivals on these runways when the SMGCS plan is in effect. However, if wind conditions change during SMGCS operations these runways may be utilized for departures to the south. Conditions for this situation will be discussed further in Section 6.

2.23. SMGCS Taxi Routes. These routes are a series of specific taxiways/taxilanes to and from a SMGCS runway, used by Aircraft during low visibility operations. These routes have appropriate marking, lighting and sign enhancements to support aircraft ground operations during visibility from I ,200 feet RVR down to and including 600 feet RVR. These routes are appropriately depicted and identified on a low visibility taxi chart published for use of pilots and vehicle operators. These routes have 12 inch wide yellow centerline stripes with a 6 inch wide black border on each side on concrete surfaces and yellow centerline stripes on asphalt

9

Yes 10-29-2013

FAA Accepted Date

surfaces.

2.24. Surface Painted Taxiway Direction Signs. Pavement markings used at intersections where it is not possible to provide taxiway direction signs in accordance with AC 150/5340-18 or where it is necessary to supplement the taxiway direction signs. The letters have a height between 9-feet and 12-feet and the width of the letters is proportional to the height.

2.25. Surface Painted Hold Position Sign. Pavement marking that is used to identifY a specific runway. These markings are configured the same as the associated sign

2.26. Taxi-Hold Position Lights (In-Pavement). A configuration of five in-pavement yellow lights across taxiway at the runway hold position markings.

2.27. Taxiway/Taxilane Centerline Lights. A series of continuous green in-pavement lights delineating the taxiway or taxilane centerline. These lights will typically connect to runway lead-in and lead-off centerline lighting. NOTE: Not all taxiways on the airport have taxiway/taxilane centerline lighting.

2.28. Taxiway/Taxilane Edge Lights. A series of elevated medium intensity blue lights normally located along the sides of a taxiway/taxilane. All taxiways and taxilanes used as SMGCS routes on this airport have these lights.

2.29. Unserviceable. Refers to equipment that is inoperative, obscured (i.e., by ice, snow, sand), degraded, not operating normally (e.g., abnormally low intensity), or not performing its intended function.

3. FACILITIES, SERVICES, AND EQUIPMENT 3.1. Airport Surface Detection (ASDE) Radar. The FAA has Airport Surface Detection

Equipment (ASDE-3 radar) located on top of the tower cab. The FAA utilizes this equipment to monitor the geographical position of aircraft and vehicles on the AOA during reduced visibility conditions and at night.

3.2. SMGCS Runways.

Runway 36R, 10,000 feet X 150 feet, concrete, grooved, has a CAT III Instrument Landing System (ILS), DME, touchdown, midpoint and roll-out RVR equipment, approach lighting system with sequence flashers (ALSF-2), touchdown zone lighting, centerline, lead-on and lead-offlighting, high intensity edge lighting, and is appropriately marked for instrument operations. All of the taxiways connecting to the runway have elevated and in-pavement runway guard lights and taxiway hold position markings.

Runway 36C, 11,000 feet X 150 feet, asphalt and concrete, grooved, has a CAT III Instrument Landing System (ILS), touchdown, midpoint and roll-out RVR equipment, approach lighting system with sequence flashers (ALFS-2), touchdown zone lighting, centerline, lead-on and lead-off lighting, high intensity edge lighting and is appropriately marked for instrument operations. All of the

10

Yes 10-29-2013FAA Accepted

Vf/t

taxiways connecting to the runway have elevated and in-pavement runway guard lights and taxiway hold position markings.

Runway 18L, 10,000 feet X 150 feet, concrete, grooved, has an Instrument Landing System (ILS), DME, touchdown, midpoint and roll-out RVR equipment, medium-intensity approach lighting system with runway alignment indicator lights (MALSR), touchdown zone lighting, centerline, lead-on and lead-off lighting, high intensity edge lighting, and is appropriately marked for instrument operations. All ofthe taxiways connecting to the runway have elevated and in­pavement runway guard lights and taxiway hold position markings.

Runway 18C, I L ,000 feet X 150 feet, asphalt and concrete, grooved, has an Instrument Landing System (ILS), touchdown, midpoint and roll-out RVR equipment, medium-intensity approach lighting system with runway alignment indicator lights (MALSR), touchdown zone lighting, centerline, lead-on and lead-off lighting, high intensity edge lighting and is appropriately marked for instrument operations. All of the taxiways connecting to the runway have elevated and in-pavement runway guard lights and taxiway hold position markings.

3.3 . Taxiway Lighting. Continuous green taxiway centerline lights and blue edge lights are installed on all taxiways leading to and from low visibility runways. Centerline lights generally stop at the entrance to apron areas. Taxiway edge lights are installed at all intersections of the airport. Taxi routes and taxi procedures are described in Section 6, AIR TRAFFIC CONTROL PROCEDURES.

3 .4. Runway Guard Lights In-Pavement. All the taxiway connectors to runway 18R-36L, 18C-36C, and 18L-36R have this system of lights. Taxiway M connections to runway 9-27 also include this system of lights along with connectors K-10, K-9, K-7, K-6, C, D, and E. These lights will be illuminated at all times.

3.5. Runway Guard Lights Elevated. These yellow flashing lights are installed at all taxiways connecting to all 4 runways: (18L-36R, 18C- 36C, L 8R-36L, and 9-27). These lights will be illuminated at all times.

3.6. Taxiway Guidance Signing and Marking Inspections. Taxiway guidance signage and marking are inspected routinely as a part of the Airport Operations Airfield Inspection Program. All required signs are lighted. Taxiway signs are legible and not obscured.

3.7. Non-movement Area Control. The airlines and/or the Airport Operations Department administer control of the non-movement area between and around the concourses. Other non­movement areas are controlled by the tenants of those respective areas. Appropriate movement/non-movement area markings are installed on apron edges.

3.8. Follow-me Service. Airport Operations 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 request follow-me service to and from runway environment when needed. Red or yellow flashing lights will identify the follow-me vehicle. A follow-me request may be initiated by the pilot, or the airport apron controller. A TC will notify Airport Operations of requests made

11

Yes 10-29-2013FAA Accepted

01,-;t Date

9/t'I/U,r-\

by pilots.

3.9. Aircraft Docking. The airlines assume 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, fo llow-me vehicles, tugs or other appropriate means as set out in the airlines operational manuals.

4. AIRCRAFT RESCUE AND FIRE FIGHTING (ARFF) 4.1. ARFF Coverage. Each of the ARFF stations provides primary coverage duri ng low visibility

operations, depending on runway use configuration. ARFF Station No. 1 is located just south of taxiway M and ARFF Station No. 2 is located just east of taxilane Eat the northern end of runway 18C-36C. Each ARFF vehicle will be equipped with a copy of the low visibility taxi chart and with Forward Looking Infrared (FUR) equipment to support low visibility response to accidents or incidents.

4.2. ARFF Coordination. Coordination between A TC 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. 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 in the windshield of the vehicles, which is obtained from the Airport Operations Department and enforced by Airport Security.

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. Solid white edge lines with a dashed white line used as centerline divider identifies these roads. 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.

5.3. Driver Training. Vehicles driven on the AOA during low visibility conditions will only be operated by drivers that have completed training provided by Airport Operations. All airport and tenant driver training courses use video training aids which include topics such as SMGCS lighting, signage, marking, and procedures and conclude with written tests. Drivers are instructed to pay particular attention to striped and dashed 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 the ATC. The driver training programs are reviewed annually by Airport Operations to ensure currency.

5.4. Access Restrictions. Only vehicles operated by the Airport or by fAA Airways Facility

12

Yes 10-29-2013

FAA Accepted Date

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, only vehicles that are in direct support of the SMGCS plan are permitted in the movement areas. All vehicles accessing the movement area during SMGCS operations will have a copy of the low visibility taxi route chart.

5.5. Vehicle Operations. To prevent any incursion by non-essential vehicles into airports operations areas utilizing SMGCS plan procedures, all ground vehicles will operate under SMGCS plan procedures and limitations on all parts of the airport when any part of the airport is operating under SMGCS plan procedures.

6. AIR TRAFFIC CONTROL PROCEDURES 6.1. Background and Operating Concept. The SMGCS plan provides guidance and control of the

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. The concept for accomplishing these objectives is to only use the north-south runways in a northerly flow direction. The principal arrival runway is runway 36R while runway 36C, being the longest, is predominately used for departures. In certain instances, both runways may be used for arriving and departing aircraft. Also, as the weather and wind direction changes, runways 181 and 18C may each be available for departures to the south. The authority for making these determinations will rest with ATC.

6.2. SMGCS Implementations. While the SMGCS plan will typically be implemented for the entire airport, ATC and Airport Operations recognize that the SMGCS plan may be dynamically implemented for either Runway 36R or 36C depending on existing weather/visibility conditions. The SMGCS plan becomes effective when the touchdown or midpoint RVR reports for Runway 36R or 36C are less than 1200.

6.2.1. When SMGCS is implemented for the entire airport only the SMGCS designated Runways and Taxiways, as specified in this document, are available for use.

6.2.2. When SMGCS is implemented on a dynamic basis for either Runway 36R or Runway 36C only that portion of the airport impacted will operate under the SMGCS plan procedures for aircraft operations.

6.2.2.1. Runway 36R operating under SMGCS, Taxiways S and Twill operate under SMGCS.

6.2.2.2. Runway 36C operating under SMGCS, Taxiway D will operate under SMGCS.

6.2.3. Anytime Runway 36C is operating under SMGCS, Runway 9/27 and Runway 18R/36L are not available for use.

6.2.4. Aircraft operations with RVR below 600 feet are not authorized by KCAB.

13

Yes 10-29-2013

FAA Accepted Date

7. AIRLINE PROCEDURES DURING LOW VISIBILITY CONDITIONS 7 .1. General. Pilots conducting low visibility operations at Cincinnati/Greater Kentucky

International Airport (CVG) are required to have a copy of the low visibility taxi route chart. Low visibility taxi routes are depicted on the appropriate Jeppesen charts.

The airport apron controller will resolve aircraft and vehicle movement conflicts in the non­movement area. This will be accomplished through the use of two-way radio communication, ground movement control procedures, follow-me vehicles, and ground marshaling. ATC will monitor and control aircraft in the movement area.

7.2. Departures. Departing aircraft will follow company procedures for pushback, engine start, and initial taxi to the movement area boundary at the Geographic Position Markings. If appropriate, the pilot should request from the ground handing agency taxiing assistance such as signalman and wingwalkers, follow-me service, or towing to the Geographic Position Markings. In all cases, aircraft must have A TC clearance prior to entering the movement area.

7.3. Arrivals. Arriving aircraft will follow company procedures for taxi to the gate on the apron concourse or to other parking areas as appropriate. The airline assumes control of the aircraft in the vicinity of the gate and provides aircraft docking by the use of signalman and wingwalkers, follow-me service, towing or other appropriate means as set out in the airlines' operating instructions.

7.4. Deicing. If deicing is required prior to departure, aircraft proceed on the apron to deicing pad before proceeding on SMGCS route. Typical deicing pads are listed below for each area of the airport:

7.4.1. Concourses A and B aircraft may use all active deice pads during low visibility and proceed to the nearest Geographic Position Markings within the non-movement area.

7.4.2. DHL aircraft will use deicing pads 30-43 in front of their building.

8. RESPONSIBILITIES 8.1. Airport Operator.

8.1.1. Chief Operating Officer. When the Chief Operating Officer, or his designee, has been notified that the SMGCS Plan is implemented, the Chief Operating Officer will ensure the following:

• Review with the Planning and Development Department, active construction work and will direct these activities to cease if they should impair the operation ofthe Airport under low visibility conditions.

• Communicate with the Air Traffic Control Tower supervisor to coordinate the SMGCS operation.

17

Yes 10-29-2013

FAA Accepted Date

• Communicate with the Delta Ramp Towers to coordinate the SMGCS operation.

• Assure the initial and recurrent training on SMGCS procedures is accomplished and documented for ARFF personnel, airport vehicle operators, and tenant vehicle operators.

• NotifY other organizations having responsibilities under the SMGCS plan of deficiencies observed or brought to their attention which require their correction.

• Timely inspection of airfield visual aids, such as lights, signs, and markings, and also issue and cancel the appropriate notice to airmen (NOTAMS) regarding outages of airport facilities and equipment which support low visibility operations.

• Advise the A TC of airfield conditions or irregularities which may impact air traffic operations.

• Coordinate and develop the low visibility taxi chart.

• Make follow-me services available.

• Make the low visibility taxi route chart available to non-subscribers of such chart.

8.1.2. Aimort Operations Upon notification by the FAA Air Traffic Control Tower (ATCT) Supervisor the RVR is at 2,000 with a downward trend Airport Operations will dispatch airfield inspection personnel to verify the lighting configuration. Upon notification by the (ATCT) Supervisor that the SMGCS plan operations are in effect, the Airport Communications Center (ACC) will notifY the airport and airline operations personnel listed below and will notify the airlines via the Local NOT AM distribution system to advise that the SMGCS plan operation is in effect. The ARFF Officer in Charge will place ARFF personnel and equipment on an alert status. Airport Operations will issue appropriate NOTAMS as necessary. Upon completion of these notifications, Airport Operations will advise the A TCT Supervisor that the notifications have been made. Lighting will be re-inspected every 2 hours during SMGCS operations. Any discrepancies noted will be reported to Airport Operations and the A TCT. Areas of deficiencies will be closed to air traffic until corrected as determined by Airport Operations and ATCT, and alternate routes will be used or low visibility operations terminated as necessary until discrepancies are repaired. Upon notification by the ATCT Supervisor that visibility conditions have improved and the SMGCS plan operation is canceled, Airport Operations will notify the listed personnel and will notifY the airlines via the Local NOT AM distribution system and advise that the SMGCS plan operation has been canceled and normal airport operations have resumed. Upon completion of these notifications, Airport Operations will advise the A TCT Supervisor that the cancellations notice has been completed. ARFF Officer in

18

Yes 10-29-2013FAA Accepted

ou Date

_tit~ /u1 -s-

Charge shall reassign ARRF equipment as necessary to meet specified response times in poor conditions.

8.1.3. Notification Contacts

Notification will be given through the airport 's automated emergency messaging system (Everbridge)

Contact Voice Number SMSNumber Email

Fire Chid 859.767.3113 859.743.5900 slls:termao@tlll!ill[pa[ll:am

Airport Fi re 859.767-3111

Airport Z2ZZ@!:!111ill[PII[t,"lm Dispatch (ACC} 859.767-7777 ssc®cvgalrport.com I Operations

Delta Ramp tliPCI:depr.llB@dell;~o~:am 859.767-5199 859.391.3520 1:1!WIS:S:sbl!tmlt[li:Pd@delta.s:am Tower

Airport Field 859.767-7777 Maint Airport 859.767-7777 PlannlnR & Dev United Airlines

859.525.5930 Ops American Eagle/USAirway 859.767-3756 sOps

DHL Operations 859.817.8630 amncgmgt@dhl.com

FedExAlrport 859.767.7218 O_Qeratlon

Fed Ex 859.767.7204

Ultimate Air 330.312.1074 Shuttle

Radio ~all ~lgn

8.1.4. Airfield Maintenance. Lighting systems associated with SMGCS taxi routes will be maintained under the airport inspection and maintenance program to the following standards.

8.1.4.1 . Taxiway edge lights/centerline lights. No two adjacent lights unserviceable.

8. I .4.2. In-pavement runway guard lights. No more than three lights per location unserviceable nor two adjacent lights unserviceable

8.1.4.3. Elevated runway guard lights. No more than one light in a fixture unserviceable.

8.1.4.4. Mandatory and Directional Signs. All mandatory hold signs and directional signs along SMGCS routes must be operational.

8.2. FAA Air Traffic Control Tower. The on-duty supervisor will advise the Airport Communications Center (ACC) of the need to implement the SMGCS plan when RVR values are at 1600 feet with a downward trend and have the potential ofbeing 1,200 feet RVR or less. The supervisor will incorporate this information into the A TIS. If SMGCS is being

19

Yes 10-29-2013

FAA Accepted Date

implemented dynamically for only part of the airport, the ATIS will clearly state the geographic area in SMGCS (e.g. all areas from taxiway S and east) and state that all other areas are operating normally but with ground vehicle restrictions in effect. The supervisor will activate the appropriate airfield lighting configuration for the taxi route plan according to the Letter of Agreement for SMGCS lighting agreement between the CVG ATCT and the Airport. When the visibility is 1,200 feet RVR or more and increasing, the supervisor will advise the ACC that operation under the SMGCS plan is terminated. The supervisor will revise the A TIS and return the airfield lighting to the normal operational mode.

8.3. Airlines. Airlines will be responsible to coordinate their activities within the non-movement terminal apron area with appropriate ramp control in accordance with their respective company policy and rules. The pilot of the aircraft has the responsibility for the safe operation of the aircraft and shall be the primary communicator with Ramp Control and Air Traffic Control Tower when aircraft is moving. When the SMGCS plan operation is in effect, should it be necessary for the pilot to cease taxi due to his judgment that it is unsafe to continue visual taxi, the aircraft shall be provided follow-me or tow service by the respective airline. Should it be necessary to perform aircraft movements within the movement area outside of the SMGCS taxi route, the aircraft shall be towed and towing vehicles will be escorted by Airport Operations. Movement of aircraft in non-movement areas shall be coordinated between the airlines through the appropriate ramp control.

8.4. Ramp Control. Ramp Control shall deliver departure aircraft to the nearest Geographical Position Marking available for use during SMGCS as indicated in appendix one.

9. PLANS AND MILESTONES 9.1. Taxiway D. Currently the centerline light spacing does not meet SMGCS criteria. However,

cans and wire have been installed. Install every other fixture along full length of taxiway including the two ends and high speed exits.

9.2. Update ALCS. Provide a new hot button for visibility between 1200 RVR down to and including 600 RVR. This preset button will turn on appropriate lights and turn off non­essentiallights per the approved SMGCS plan.

9.3. Taxiway G/Taxiway J Intersection. Currently this intersection has centerline lights on all 4 radii on the same lighting circuit. A recommendation would be to eliminate non SMGCS lighting or put non SMGCS lighting on a different circuit.

9.4. Taxiway F/Taxiway J Intersection. Currently this intersection has centerline lights on all4 radii on the same lighting circuit. A recommendation would be to eliminate non SMGCS lighting or put non SMGCS lighting on a different circuit.

9.5. Taxiway E. Currently there are centerline lights on Taxiway E where it intersects with Runway 18C at the far north end. These lights need to be removed or re-circuited to help aid the pilot onto the correct SMGCS route of Taxiway D.

9.6. Striping. Ensure pavement marking of routes include a 12"wide centerline stripe with glass

20

Yes 10-29-2013

FAA Accepted

beads and black outline as required.

9.7. Surface Painted Taxiway Direction Sign. Paint at location of Taxiway T-7 toward Geographic Position Markings 4N.

Date

9.8. Runway 27 Departures. The SMGCS working group will evaluate operations in regard to the necessity of allowing 27 departures during SMGCS operations. Airport Operations staff will evaluate lighting controls and taxiway routing should the working group determine

21

Yes 10-29-2013

FAA Accepted Date

APPENDIX 1

Airfield Lighting/Marking/Sign Diagrams

22

Yes 10-29-2013

FAA Accepted Date

Appendix 2 Pilot f Operator Minimums 1.1. Background. The intent of this appendix is to discuss aircraft operator minimums that are

contained in the operator's authorization docnments and federal aviation regulations. These operator minimnms may not be widely available to Airport or Air Traffic Control personnel. This appendix does not place any new requirements on Air Traffic Control to cease operations to a specific runway, or close a runway or the airport. Airport closures are at the discretion of the Airport Manager. This appendix is to discuss what actions the Airport and A TC can expect aircraft operators I pilots to make when takeoff or landing visibility is at or near their operational minimnm.

1.2. Pilot /Operator Minimnms. The pilot's /operator's lowest landing minimums for each runway are contained on the published instrnment approach chart. By regulation, operators are not authorized to continue an approach beyond the final approach fix (except part 91 operators) when the required RVR reports are lower than the approach and landing minimnm. Operators that are already inside the final approach fix are allowed to continue the approach and land if they meet the visual requirements of91.175 even if the required RVR reports are lower than the published approach and landing minimnms. The lowest takeoff minimums are contained in the operator's operations specifications (OpSpec), management specifications (MSpec), or letter of authorization (LOA) approved by FAA Flight Standards.

1.3. Pilot /Operator Landing Minima:

1.3.1. Runways 36C and 36R have CAT III RVR 600 landing minima. If any RVR is reporting below those values, operators are not authorized to continue the approach unless they are beyond the final approach fix (except part 91 operators). Operators can typically continue CAT III operations if one RVR sensor is inoperative on the landing runway.

1.3.2. Runways 18L and 18C have CAT I RVR 1800 landing minima. If the touchdown zone RVR is reporting below RVR 1800, operators are not authorized to continue the approach unless they are beyond the final approach fix (except part 91 operators). If the touchdown zone RVR is inoperative, operators may substitute a midpoint RVR report.

1.3.3. Runways 9 and 27 have CAT I RVR 1800 landing minima. If the touchdown zone RVR is reporting below RVR 1800, operators are not authorized to continue the approach unless they are beyond the final approach fix (except part 91 operators). If the touchdown zone RVR is inoperative, operators may substitute a midpoint RVR report. Runways 9/27 is not designated as a SMGCS runway.

1.3.4. Runways 18R and 36L have CAT II RVR 1200 landing minima. If the touchdown zone RVR is reporting below RVR 1200, operators are not authorized to continue the approach unless they are beyond the final approach fix (except part 91 operators). Runways 18R/36L is not designated as a SMGCS runway.

1.4. Pilot /Operator Takeoff Minima:

1.4.1. Runways 18C/36C and 18L/36R have RVR 500 takeoff minima. If any RVR is

23

Yes 10-29-2013

FAA Accepted Date

reporting below RVR 500, operators are not authorized to take off (except part 91 operators). If the aircraft is taxiing in the movement area when visibility decreases below RVR 600 at the planned runway and the pilot opts to continue to the runway for takeoff, there must be at least two operational RVR sensors, and all operating RVR sensors on that runway must be reporting RVR 500 or higher for takeoff operations to continue.

1.4.2. Runways 9/27 and 18R/36L have RVR 500 takeoff minima. If the aircraft is taxiing in the movement area when visibility decreases below RVR 1200 at the planned runway, and the pilot opts to continue to the runway for takeoff (with ATC clearance), there must be at least two operational RVR sensors, and all operating RVR sensors on that runway must be reporting RVR 500 or higher for takeoff operations to continue (except part 91 operators).

1.4.3. Part 91 operators do not have a takeoff minimum, but must not operate in a careless or reckless manner in accordance with 91.13. The takeoff minimums listed in this appendix are a good frame of reference for safe part 91 low visibility takeoff operations.

1.5. Summary: Operators will not normally call for clearance to taxi to a runway for takeoff if any RVR sensor on that runway is reporting below the takeoff values listed in the table below. If an operator has already entered the movement area for takeoff and visibility decreases to less than RVR 600, the operator should be allowed to continue to the runway for takeoff or return to the appropriate parking area, at their discretion. Most operators (except part 91 operators) cannot accept a clearance for an approach to land (unless inside the final approach fix) if the required RVR reports on that runway are less than the values listed in the table below:

Lowest Operator Minima Runway Takeoff' Landing'

9 RVR500 RVR 1800" 18L RVR500 RVR 1800" 18C RVR500 RVR 1800" 18R RVR500 RVR 12001

27 RVR500 RVR 18001

36L RVR500 RVR 12001

36C RVR500 RVR600 36R RVR500 RVR600

1 All takeoff minimums require at least two operational RVR sensors, and all operating RVR sensors must be reporting above the takeoff minimum. 2 All CAT I and II approach and landing minimums require the touchdown zone RVR to be reporting above the landing minimum. A midpoint RVR may substitute for an inoperative touchdown zone RVR for CAT I operations only. 3 All CAT III approach and landing minimums require at least two operational RVR sensors, and all operating RVR sensors must be reporting above the CAT III minimum. Some operators require the TDZ RVR to be operating.

24

EXHIBIT 1

Airport Low Visibility Taxi Route Chart

Yes 10-29-2013

EXHIBIT 3 DISTRIBUTION LIST

FAA AIRPORT DISTRICT OFFICE

FAA FLIGHT STANDARDS DISTRICT OFFICE

FAA FLIGHT STANDARDS NEXTGEN BRANCH

FAA AIRWAY FACILITIES - CVG

FAA CONTROL TOWER - CVG

AIRPORT DIRECTOR - KCAB

DEPUTY DIRECTOR OF AVIATION- KCAB

CHIEF OPERATING OFFICER- KCAB

FAA Accepted Date

SENIOR DIRECTOR OF PLANNING AND DEVELOPMENT - KCAB

SENIOR DIRECTOR OF COMMUNICATIONS - KCAB

SENIOR DIRECTOR OF FINANCE - KCAB

SENIOR DIRECTOR OF MARKETING - KCAB

SENIOR DIRECTOR OF HUMAN RESOURCES - KCAB

AIRPORT FIRE CHIEF - KCAB

AIRPORT POLICE CHIEF -KCAB

AIR CARRIER STATION MANAGERS -CVG

CARGO STATION MANAGERS -CVG

FIXED BASE OPERATORS -CVG

GROUND SUPPORT SERVICE COMPANIES -CVG

27