Port = of Seattle®
CONTENTS Title Page
1. Introduction 5
2. Definitions 6-8 Facilities, Services, and Equipment 9
3.1 Runways 9
3.2 Taxiway Lighting 10
3.3 Non-Controlled Stop Bars 10
3.4 Controlled Stop Bars 10
3.5 Runway Guard Lights 11
3.6 Taxiway Clearance Bars 11
3.7 Geographic Position Markings 11
3.8 Surface Movement Surveillance (ASDE-X) 11
3.9 Follow-Me Service 12
3.10 Taxiway Guidance Signing and Markings 12
3.11 Communications 12
3.12 Notification 12
3.13 NOTAM Procedures 13
4. Aircraft Rescue and Fire Fighting (ARFF) 14
5. Vehicle Control 15
6. Air Traffic Control Procedures 16-19
7. Airline Procedures 20
8. Responsibilities 21
9. Plans/Milestones 22
10. Low Visibility Plan Implementation Attachment
11. Taxi Route Chart Attachment 2
12. Low Visibility Markings Attachment 3
13. Sample Airline Ground Movement Plan Attachment 4
14. Airfield Lighting Exhibits Attachment 5
15. Letter of Agreement, Plan Implementation Attachment 6
16. Serviceability Inspection Guidelines Attachment 7 October 9, 2020 Page 5 of 36 E-5
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1. INTRODUCTION
1.1 This Low Visibility Operations/Surface Movement Guidance and Control System (LVO/SMGCS) Plan contains procedures and actions applicable to the airport operator, air traffic control, air carriers, and other tenants of the airport, as well as a description of airport enhancements planned for Seattle-Tacoma International Airport. These enhancements, procedures, and actions are in accordance with the guidance in the Federal Aviation Administration (FAA) Advisory Circular 120-57A, Surface Movement Guidance and Control System, and are necessary for FAA approval of takeoff and landing operations by air carriers in visibility conditions below 1200 feet runway visual range (RVR). When visibility conditions are less than 1800 feet RVR down to and including 1200 feet RVR, operations are conducted on a Category II basis. When visibility conditions are less than 1200 feet RVR, operations are conducted in accordance with this plan. If the airport traffic control tower (ATCT) personnel determine that the visibility is below 1200 feet RVR for any runway in use and normal taxi routes to and from that surface are obscured from the tower, they will initiate less than 1200 feet RVR procedures.
1.2 The procedures and actions contained in the LVO/SMGCS Plan were developed by the LVO/SMGCS working group which consists of representatives of Port of Seattle Aviation Operation, Port of Seattle Fire Department, FAA Northwest Mountain Region Flight Standards and Airport Divisions, Seattle-Tacoma Airport Traffic Control Tower, Air Transport Association, Air Line Pilots Association, Alaska Airlines, Delta Airlines, Northwest Airlines, United Airlines, and other interested parties. This document does not supersede established policies, procedures, rules or guidelines for airports, operators, or air traffic. Federal Aviation Regulation (FAR) Part 91 operators are encouraged to utilize this plan or request follow-me service to enhance safe operations in low visibility conditions.
1.3 This plan address both current and future enhancements of the airport regarding low visibility takeoff, landing, and taxiing operations. The work of the LVO/SMGCS working group will continue after the initial approval process by the FAA. It will meet periodically to assess current low visibility operations, and it will develop enhancements and modify procedures as experience is granted and the number of low visibility operations increases.
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of Seattle®
2. DEFINITIONS
2.1 Apron (Ramp): The term "apron" compromises the area and facilities used for aircraft gate parking and aircraft support and servicing operations.
2.2 Aircraft Parking Positions: Used for parking aircraft to enplane and deplane passengers, load, or unload cargo.
Aircraft Service Areas: On or adjacent to an aircraft parking position. These are used by airline personnel/equipment for servicing aircraft and staging of baggage, freight, and mail for loading and unloading of aircraft.
2.4 Green Boxes: Green boxes are green rectangles with black outlines painted on the taxilanes east of the vehicle control lane on the Non-Movement Area.
2.5 Taxilanes: Reserved to provide taxiing aircraft with access to and from parking positions.
2.6 Vehicle Roadway Markings: Surface markings placed on portions of the Non- Movement Area to depict areas of travel designated for aircraft ground service vehicles and fire equipment.
2.7 Clearance Bar: A clearance bar consists of three in-pavement steady-burning yellow lights. (Reference AIM)
2.8 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 ATC.
2.9 Hold Point: The term "hold point" refers a location where the air traffic controller could be expected to hold a taxiing aircraft.
2.10 Low Visibility Operations (LVO): For the purpose of this plan, Low Visibility Operations are considered to mean the movement of aircraft on the airport when the visibility conditions are reported to be less than 1200 feet RVR.
2.11 Movement Area: The term "movement area" refers to the runways, taxiways, and other areas of the airport that are used for taxiing or hover taxiing, air taxing, takeoff, and landing of aircraft, and are exclusive of loading ramps and aircraft parking areas. Specific approval from the ACT must be obtained prior to entering the movement area. This document does not change the definition or description of the area as contained in the Airport Certification Manual and Letter of Agreement between the Port of Seattle and Sea-Tac ATCT.
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Port of Seattle®
2.12 Non-movement Area: The term "non-movement area" refers to taxilanes and apron areas under control of Seattle Ramp Tower (SRT). Specific approval from SRT must be obtained prior to operating in the non-movement area.
Runway Guard Lights-Elevated Flashing (ERGL): 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 to presence of an active runway and assist in preventing runway incursions. (Reference AIM)
2.14 Runway Guard Lights-In Pavement Flashing (IPRGL): Fixture consists of a row of in-pavement 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.
2.15 Runway Visual Range (RVR): An instrumentally derived value based upon standard calibrations that represent the horizontal distance a pilot will see down the runway from the approach end. RVR readings are taken at the touchdown, mid-point, and rollout section of all runways. When any one RVR reading on any runways in use is below 1200' RVR and normal taxi routes to and from that surface are obscured from the tower, LIVO/SMGCS operations are commenced by ATC and the Port of Seattle.
2.16 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 where applicable. Stop bars illuminate when the RVR is less than 1200.
a) Controlled Stop Bars are controlled by ATC via the lighting control panel in ATCT, and include a system of in-pavement alternating green and yellow taxiway centerline/lead-on lights at taxiway intersections that intersect runways and are part of the Low Visibility Taxi Routes.
b) Non Controlled Stop Bars are installed at selected taxiway intersections that intersect runways that are not part of the Low Visibility Taxi Routes. Once illuminated, Non-Controlled Stop Bars can only be turned off by use of a master stop bar override control feature of the airfield lighting control system located on the lighting control panel in ATCT.
Surface Movement Guidance Control System (SMGCS): This system consists of the provisions of guidance to, and control or regulation of, all pilots, ground vehicle operators, and personnel of the airlines or airport during low visibility operations, RVR below 1200 feet. Guidance relates to facilities and information necessary for pilots and ground vehicle operators to find their way about the airport. Control or regulation relates to the measures necessary to prevent collisions and ensure smooth and efficient traffic flows.
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2.18 Taxi Route: Illuminated taxiways used by aircraft during low visibility operations.
2.19 ASDE-X: The surface movement surveillance system in use at SEA.
2.20 Transponder-equipped vehicle: Vehicles that have vehicle locator devices to assist in target acquisition on the ASDE system.
2.21 Seattle Ramp Tower (SRT): Facility that coordinates and assists the movement of aircraft on the non-movement area of the airport by providing traffic advisories on known aircraft movements.
2.22 Functionality Inspection: Performed weekly. This inspection is to confirm proper function of the controlled stop bar sensor system, and to confirm proper illumination of the lighting system of the selected IVO/SMGCS runway/taxi routes and sign systems.
2.23 Serviceability Inspection: Performed in advance and within two hours of below 1200 RVR operations, and every two hours that the airport is experiencing below 1200 RVR conditions. This inspection is to confirm that appropriate lighting elements/system are illuminated and serviceable/visible. These elements include the controlled and noncontrolled stop bars; elevated runway guard lights associated with controlled stop bars;
in-pavement runway guard lights dependent on runways in use; taxiway centerline and In the event of inoperative or burned-out lights/signs, POS will initiate corrective action and/or publish the appropriate NOTAM and defer corrective action to a later time.
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Port of Seattle®
3. FACILITIES, SERVICES, AND EQUIPMENT. The following facilities services and equipment support the low visibility operations:
3.1 Kunways Runway 16L Arrivals: Approved to 300 feet RVR (CAT III) for appropriately equipped aircraft and trained crews.
Departures: Approved to 300 feet RVR for appropriately equipped aircraft and trained crews.
Lighting: Approach Lighting System with sequenced flashers (ALSF-II) Touchdown Zone Lights Centerline Lights High Intensity Edge Lights Markings: Precision runway markings RVR Equipment: Touchdown, midpoint, and rollout modified for read out to 100' RVR Runway 16C Arrivals: Approved to 300 feet RVR (CAT III) for appropriately equipped aircraft and trained crews.
Departures: Approved to 300 feet RVR for appropriately equipped aircraft and trained crews.
Lighting: Approach Lighting System with sequenced flashers (ALSF-II) Touchdown Zone Lights Centerline Lights High Intensity Edge Lights Markings: Precision runway markings RVR Equipment: Touchdown, midpoint, and rollout modified for read out to 100' RVR Runway 16R Arrivals: Approved to 300 feet RVR (CAT III) for appropriately equipped aircraft and trained crews.
Departures: Approved to 300 feet RVR for appropriately equipped aircraft and trained crews.
Lighting: Approach Lighting System with sequenced flashers (ALSF-II) Touchdown Zone Lights Centerline Lights High Intensity Edge Lights Markings: Precision runway markings RVR Equipment: Touchdown, midpoint, and rollout modified for read out to 100' RVR October 9, 2020 Page 10 of 36 E-10
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3.2 Taxiway Lighting Taxiway Centerline Lights:
Taxiway centerline lights extend continuously along the designated low visibility routes. Where the low visibility route crosses a runway, the centerline taxiway lights extend across the runway.
Taxiway Edge Lights:
Taxiway edge lights are installed on turns in the Low Visibility Taxi Routes used for below 500 RVR operations.
Lead-on Lights:
The lead-on lights on Low Visibility Taxi Routes serving Runways 16L and16C, and 16R extend to the runway centerline.
Lead-off Lights:
The lead-off lights on Low Visibility Taxi Routes exits from the runways commence at the runway centerline.
Attachment 5 of this plan details the locations of Low Visibility Taxi Route elements of the airport. These attachments depict the illumination of lighting facilities when the RVR is less than 1200.
3.3 Non-Controlled Stop Bars Installed in co-location with the in-pavement flashing runway guard lights at the intersection on the east side of Runway 16L, except at the Taxiways C and D intersections. When the RVR is less than 1200, the in-pavement flashing runway guard lights at these intersections go off, and the non-controlled stop bars are illuminated.
3.4 Controlled Stop Bars Controlled stop bars are located at the intersection of Low Visibility Taxi Routes and active runways.
The controlled stop bars on Taxiways M and become non-controlled stop bars when the RVR is lower than 500 as those taxiways are not available at that point.
3.5 Runway Guard Lights Runway guard lights are installed at taxiway hold lines to runways. Two configurations are used 1) Elevated (wig-wigs, referred to as ERGLs) at the taxiway edges and 2) Inpavement across the taxiway (IPRGLs).
Runway guard lights are installed to help prevent Runway Incursions and operate continuously except during low-visibility conditions. When in low-visibility conditions, October 9, 2020 Page 11 of 36 E-11
Port — of Seattle® the elevated runway guard lights continue to operate all intersections. When in lowvisibility conditions, in-pavement guard lights will continue to operate at some intersections, depending on runway configuration in use.
3.6 Taxiway Clearance Bars Clearance bars are installed along the low-visibility taxi route at geographic position marks. (Reference: Attachment 2)
3.7 Geographic Position Markings/Clearance Bar Lighting Geographic position markings (GPM) are a series of numbered markings painted along the low-visibility taxi routes. These can be used by pilots and ACT personnel to determine aircraft position and identify action points such as hold points and turn points.
Clearance Bar Lights are located in conjunction with the GPMs. Bi-Directional GPMs are located at spots 5,7, 9, 12, and 13. Northbound and southbound taxi operations will be coordinated by ATC by using three GPMs when the RVR is less than 1200' down to
3.8 Surface Movement Surveillance Surface Movement Surveillance is provided by airport surface detection equipment radar.
ASDE-X is used at SEA by ATCT personnel to augment visual observation of aircraft and vehicles on runways and taxiways. ASDE-X operation is required prior to commencing below 500 RVR operations. If the ASDE-X fails while in below 500 RVR conditions, operations may continue until RVR increases above 500 RVR. ATCT procedures, in conjunction with use of Geographic Position Markings, provide geographic positioning of aircraft and vehicles if the ASDE-X is unserviceable.
3.9 Follow-Me Service Airport Operations will provide Follow-Me service for aircraft at any time on the movement area, or for aircraft operating on Taxilane W. The Airport Operations Follow-Me vehicle is identified by yellow flashing emergency lights. Any operator who is unfamiliar with the plan will be provided an escort on the movement area/Taxilane W.
Any operator requesting an escort while operating on the Movement Area or Taxilane W will be provided one. A Follow-Me request may be initiated by the pilot, Seattle Ramp Tower, or ATC.
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3.10 Taxiway Guidance Signing and Markings Lighted taxiway guidance signs are provided along the low-visibility route.
Surface Painted Direction Sign: Pavement markings that are configured the same as associated signs and provided when it is not possible to provide taxiway direction signs at intersections. The markings are black letters and arrows within a yellow rectangle.
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 pilots in confirming the designation of the taxiway on which the aircraft is located.
The markings are yellow letters within a black rectangle.
3.11 Communications Telephone and radio communications are functional between all organizations involved in the execution of this plan (e.g., telephone and radio communications between ARFF and the ATC1).
3.12 Notification All organizations involved in the execution of this plan are notified when the plan goes into effect. Additional notifications regarding impacts to facilities and equipment affecting SMGCS operations will be made via NOTAM, ATIS, and PASSUR Communicator systems.
3.13 NOTAM Procedures When elements of the airport's facilities are unserviceable or out of service, NOTAMs will be issued. There are elements of the airport's facilities that have a secondary impact to landing minima, and LVO/SMGCS operations. These impacts may not be readily apparent by NOTAM issuance alone. For example, the NOTAMS "ASDE OTS," "SEA STOP BARS OTS," Geographic Position Markings Obscured" all impact the airport's LVO/SMGCS minima by disqualifying <500 RVR operations. Typically, the U.S.
NOTAM Office will not issue NOTAMs that raises the landing or takeoff minima on information provided from an airport operator.
To assure proper dissemination of information that impact LVO/SMGCS operations, NOTAMs disclosing the affected element of the program would be issued. POS will make notification of the NOTAM, with a description of the impact, via PASSUR Communication system. SEA ATCT will include this information on ATIS. Users are encouraged to contact POS Airport Duty Manager (206-787-5229) with any questions regarding NOTAMs impacting LVO/SMGCS or any other airfield operations issues.
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4. AIRCRAFT RESCUE AND FIRE FIGHTING (ARFF) SEA-TAC Airport has one ARTFF station located near the south end of Taxiway A with personnel and equipment resources necessary to meet Index E and response time requirements of Part 139. When aircraft operations are being conducted below 500 feet
• One ARFF truck will be deployed in the vicinity of the South Satellite.
• A second ARFF truck will be deployed to the ramp area SW of the Taxiway T/Q intersection.
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5. VEHICLE CONTROL Vehicle access to SEA-TAC Airport is controlled by a system of perimeter fencing and gates. All Port of Seattle and tenant vehicles entering the air operations area (AOA) are identified by mandatory markings on the side of the vehicles. Vendors and temporary-use vehicles such a construction equipment are identified through a ramp permit system controlled by Airport Operators. Airport Security personnel check both the vehicle and the driver for appropriate identification prior to allowing the vehicle to enter the AOA.
"Low Vis" will be activated through the access control system (will automatically deny access to unauthorized employees/personnel) to all card reader vehicle gates. Airport Operations personnel patrol all airside areas to ensure unauthorized vehicles are removed from the airport. The ID Access Control System includes specific restrictions during low visibility operations (see paragraph 5.5).
5.2 Except for necessary movement in leased areas, vehicles must be operated within a clearly marked system of vehicle drive lanes. Solid white lines with a broken white line are used as a center divider to identify the drive lanes. Additionally, the entire drive lane parallel to Taxiway B is painted with supplemental "zipper lanes." A white-red-white line (vehicle control line) parallel to this line serves as a warning to vehicle operators not to enter the surfaces west of this line.
5.3 All vehicle drivers are required to have training prior to driving on the AOA. Airport employees and tenants are provided training by Airport Operations. A driver's test is administered to all vehicle drivers and must be passed before the driver is allowed to operate a vehicle on the airport. The driver-training course will be reviewed annually by Airport Operations to ensure the training programs are applicable to current low visibility operations.
Once this plan is implemented, access to the airfield is further restricted to essential vehicles. The Airport Identification Badge Access Control System contains restrictions that designate non-essential vehicles. On the movement area, only Airport Operations vehicles used to inspect the airfield, vehicles responding to an emergency, and approved tug drivers are authorized. All other access to the AOA will be coordinated and approved by Airport Operations. When the visibility is below 500 feet RVR, the ATCT will not allow any vehicles on the movement area that is not in direct support of the SMGCS plan or is responding to an emergency.
Prior to implementation of this plan, Airport Operations will analyze all construction activity and/or other specialized activity on the airport and determine the limitations to be imposed. These range from restrictions to elimination of the activity.
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6. AIR TRAFFIC CONTROL PROCEDURES Implementation: Airport Traffic Control Tower and Port of Scattle Operations personnel monitor RVR values and coordinate the implementation of Low Visibility Procedures when the visibility is less than 1800 feet RVR and falling, and decreasing RVR values indicate visibility less than 1200 feet RVR is imminent on the runways in use. These procedures are terminated by ACT personnel when no longer deemed necessary, due to prevailing weather Notes:
1) When the LVO/SMGCS program is initiated by ATCT, Airport Operations will notify Seattle Ramp Tower and the air carriers. The checklists in attachment 1 are used to implement Low Visibility Procedures.
2) SEA ATCT will announce when Low Visibility Procedures are in effect on the ATIS.
6.2 Airport Movement Area Procedures:
A. Responsibility: Aircraft and vehicles that are utilizing the Airport Movement Area (AMA) are the responsibility of SEA ATT. These aircraft/vehicles will be in radio contact with ATCT.
B. Runway Use: SEA ATCT has four options for runway use when visibility is 1200 to 500 RVR.
1) Inboard/Outboard: In this configuration, Runways 16R and16L will be utilized. Runway 16C is not illuminated.
2) Inboard/Center: In this configuration, Runways 16C and 16L will be utilized Runway 16R is not illuminated.
3) Center/Outboard: In this configuration, Runways 16C and 16R will be utilized. Runway 16L is not illuminated.
4) Inboard/Center/Outboard: In this configuration, Runways 16L, 16C, and 16R could be illuminated.
Only Inboard/Outboard (16L, and 16R) and Inboard/Center (16L and16C) configurations can be used below 500 RVR.
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