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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of Seattle®
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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Portr of Seattle®
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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Port of Seattle® C. Arrivals - Movement Area:
Runway 16L
• RVR below 1200 to 500: Aircraft arriving on this runway may use Taxiways M, N, P, or Q and B-South Apron can be utilized to exit the runway.
• RVR less than 500: Below 500 RVR, only Taxiways P and B-South Apron can be utilized to exit the runway.
Runway 16C
• RVR below 1200 to 500: Aircraft arriving this runway may use Taxiways M, N, P, or Q for exit. ATCT will operate the controlled stop bars on these taxiways to authorize aircraft to cross Runway 16L.
• RVR less than 500: Below 500 RVR, only Taxiways P and Q can be utilized to exit the runway. Taxiway M and Taxiway N are not available, and lead off lights to these 2 taxiways from Runways 16C are turned OFF.
The controlled stop bars on Taxiways M & N revert to non-controlled stop bars to protect Runways 161, when the RVR is less than 500.
Runway 16R
• RVR below 1200 to 500: Aircraft using this surface may use Taxiway N, P, Q, and R for exit. Taxiway I, from the Taxiway N intersection south, may be used for southbound taxiing of these arrivals. ATCT will operate the controlled stop bars o Taxiways N, P, and Q to authorize aircraft to cross Kunway 16L.
• RVR below 500: Aircraft using this surface may use Taxiways Q and R for exit. Taxiway N and P are not available, and lead off lights to Taxiway N and P from Runway 16C are turned OFF. ATCT will operate the controlled stop bars on Taxiway Q to authorize aircraft to cross Runway l61..
Once established on Taxiway B, ATCT will direct aircraft to the appropriate GPM that serves their parking position, and the aircraft will be instructed to contact Seattle Ramp Tower.
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Port - of Seattle® Departures - Movement Area: Departing aircraft will be directed along the LVO/SMGCS route to Runway 16L, 16C, or 16R. Whenever possible aircraft having takeoff minima of less than 500 feet RVR will be provided a clear route of access to the runway during this plan. Other aircraft will be directed to hold at a designated location. The ground controller will assign taxi routes that meet this requirement. (See attachment 2, LVO/SMGCS Taxi Routes.)
When applicable, ATCT will not utilize Taxiway B-north of Taxiway L, for aircraft with tail heights of 48' or greater.
E. Assistant for Movement - Follow-Me Procedures (AMA-Taxilane W Only):
Port of Seattle Airport Operations will provide Follow-Me escorts when requested, based on priority of workload. The pilot, Seattle Ramp Tower (Taxilane W) or ATCT (AMA), may initiate this request. Follow-Me service is available only on the AMA or Taxilane W, and encouraged any time a pilot questions their position or requires additional guidance.
6.3 Non-Movement Area Procedures:
Responsibility: Aircraft that are utilizing the Non-Movement Area will be in contact with Seattle Ramp Tower to receive traffic advisories/instructions to assist in sequencing and ramp situational awareness. These aircrafts are dependent on Seattle Ramp Tower advisories to resolve traffic conflicts.
Arrivals - Non-Movement Area: Seattle Ramp Tower will provide traffic advisories/instructions to aircraft parking.
Departures - Non-Movement Area: Departing aircraft will receive pushback instructions for Seattle Ramp Tower. These aircraft will be sequenced and given instruction to proceed to the appropriate green box for transter to SEA ATCT.
D Assistance for Movement - Company Procedures: Carriers are responsible for a company site specific plan which outlines procedures to aid flight crews when visibility warrants assistance (i.e., towing, wing-walking, etc.).
6.4 General Aviation/PACCAR Aircraft:
Arrivals:
General Aviation/PACCAR Aircraft that arrive when the reported visibility is below 1200' RVR will arrive Ry16R and taxi Low Visibility Taxi Routes to the point on the route adjacent their ramp. At that point, these aircraft proceed visually or receive ground handling assistance If these aircraft arrive on a surface other than Ry16R, they will receive a POS Follow-Me to an appropriate parking location once the aircraft are established on a published SMGCS taxiway east of Runway 16L.
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Port _ of Seattle® Departures:
General Aviation/PACCAR Aircraft requesting departures when the reported visibility is below 1200' RVR will contact ATCT and join the lighted Low Visibility Taxi Route on the surface adjacent their ramp. In event that the visibility dictates, POS Operations will provide a Follow-Me for these aircraft to become established on the route.
6.5 Lighting:
Runways: SEA ATCT has four options for runway use when visibility is 1200 to 500 RVR.
1) Inboard/Outboard: In this configuration, Runways 16R and 161 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 will be utilized. Runway 16R is not illuminated.
Only Inboard/Outboard (16L and 16R) and Inboard/Center (16L and 16C) configurations can be used below 500 RVR.
When LVO/SMGCS operations are anticipated, or experienced, POS will conduct a Serviceability Inspection for the surface configuration ATCT has selected at the time of that inspection. If ATCT elects to select a different runway configuration, every effort will be made by ACT to allow POS to conduct a Serviceability Lighting Inspection for Taxiways: When the RVR is below 1200', but equal to or greater than 500, the following lighting aids are extinguished: Taxiways D-west of 16L, E, F, H, J, K, L, S, and Z. The Taxiway B centerline lights become uni-directional and visible northbound only south of GPM 15. Taxiway T lights north of Taxiway N are also extinguished.
When the RVR is below 500, the following lighting aids are also extinguished: Taxiways M, N, and P west of Runway 16C.
6.6 Aircraft Location Aids:
The ground controller may use the ASDE-X or pilot position report to locate the aircraft prior to its entry into the aircraft movement area. The controller will then provide taxi instructions and traffic advisories appropriate to the route. Geographic positions markings may be used for clearance limits as required.
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6.7 Stop Bars:
Stop bars are used to control access to active runways in accordance with Air Traffic Control procedures. Stop bars will be operated when any RVR component reports visibility below 1200° RVR.
If stop bars are not available for the runways in use, operations may continue down to 500 RVR.
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Port z of Seattle®
7. AIRLINE PROCEDURES DURING LOW VISIBILITY CONDITIONS
7.1 When the LVO/SMGCS plan is in effect (RVR < 1200), the movement of aircraft on the ramp (the non-movement area) is the responsibility of the airline and will be conducted in accordance with the company's site specific LVO/SMGCS Plan (Attachment 4 for an example). Aircraft will be in radio contact with Seattle Ramp Tower for aircraft movement in the non-movement area.
For outbound/departure movement from the gate or parking position, aircraft may be taxied or towed within the ramp area to green box 1, 22, 44, 55, 66, 88, 99. These green boxes are located on the non-movement area east of the main north-south Vehicle Lanes.
The green box is that point in the outbound route where responsibility to resolve traffic conflicts transfers from the company/Seattle Ramp Tower to the ATCT. The green box also is a decision point for the aircrew to determine if there is sufficient visibility to taxi to the lighted LVO/SMGCS taxi route, or if the assistance of a Follow-Me will be necessary. Airlines assume the responsibility for aircraft movement across the vehicle service road, and the airline site specific plan will address this. Aircraft must have ATCT clearance prior to entering the movement area. Pilots are expected to utilize the geographic position markings and relay position reports as required by ATCT. Low visibility taxi routes are depicted in the appropriate aviation charts.
For landing operations, pilots will follow ATCT instructions and taxi along the published Low Visibility Taxi Routes to their assigned Geographic Position Marking. At the GPM, the pilot will contact Seattle Ramp Tower. In the event visibility dictates that assistance is required, the aircraft will advise Seattle Ramp Tower, and contact their company for assistance according to the company's site specific IVO/SMGCS Plan. The airline is responsible for the movement of the aircraft across the vehicle service road, and will use designated taxilanes for movement to their parking location.
When RVR is below 1200' and greater than or equal to 500, aircraft that require relocation on the movement area between ramps and gate areas are required to have an operating transponder. This is true for aircraft that are either taxied or towed.
7.5 When RVR is less than 500, aircraft that require relocation on the movement area between ramps and gate areas must be taxied and have an operating transponder.
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Port - of Seattle®
8. RESPONSIBILITIES
8.1 Port of Seattle Serves as point of contact for this plan and host meetings of the LVO/SMGCS Working Group.
B. Coordinate an annual review of the plan.
C. Publish, distribute, amend, and coordinate the LVO/SMGCS Plan.
D. Monitor adherence to the plan and take appropriate action to correct deficiencies.
8.2 Airport Traffic Control Tower A. Initiate and terminate this plan as specified in section 6.
B. Coordinate with Port of Seattle prior to implementing the plan.
C. Provide directional assistance to ARFF units responding to the scene of an emergency.
8.3 Seattle Ramp Tower A. Provide advisories/instructions to aircraft on the non-movement area, based on known traffic.
B. Participate in the L.VO/SMGCS Working Group.
8.4 Airport Tenants A. Participate in the LVO/SMGCS Working Group.
B. Disseminate LVO/SMGCS procedures to company employees.
C. Enforced IVO/SMGCS driving procedures and, if authorized, conduct driver's training.
D. Carriers authorized for CAT III operations must maintain a Ground Movement Plan specific to LVO/SMGCS operations at SEA-TAC (Example in Attachment
4).
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9. PLANS/MILESTONES
9.1 Milestones A. Alaska Airlines was approved for 400' RVR departures with specifically equipped aircraft in October 1990.
B. The SMGCS Plan, facilities, and procedures were approved by the FAA. On December 10, 1992, SEA-TAC International Airport was approved to conduct takeoff and landing operations in visibility as low as 300' RVR.
C. United Airlines Flight 1400 made the first below 600' RVR landing on October 17, 1993.
D. Installation of additional taxiway lights that extend from the apron to the low visibility taxi route, and from the low visibility taxi route to the apron were installed in 1997.
Controlled stop bars added to Taxiways M. N, P, and Q on the west intersections with Runway 16L/34R were added in February 2003.
In-Pavement Runway Guard Lights operational 24/7 effective March 2003.
G. Non-Controlled stop bars were installed on the following taxiway intersections on the east side of Runway 16L in November 2003: B (S. Apron), S,, Q, P, H, N, M, L, J, H, and E. Also in November 2003, taxiway centerline/edge lights were installed on Taxiway G.
H. North Apron "Island" was completed in October 2004 creating clear delineation between Taxiway C and Taxiway D. The hardware intrastructure was installed for a stop bar system for both Taxiway C and Taxiway D.
Controlled stop bars on Taxiways D and C east of Runway 16L were commissioned on 11/4/05.
J. Below 600° RVR departures on Runway 16L were authorized on 11/4/05.
K. Category III ILS approach procedure was approved for Runway 16L. on 12/22/05.
Category III ILS approach procedure was approved for Runway 16R on 11/20/08.
M. Change 600' RVR thresholds to 500' RVR. All in-pavement runway guard lights will remain on except where co-located with stop bars. Add runway use availability for 16C-16R, 16L-16C-16R on October 9, 2020.
9.2 Near Term Plan A. Evaluate and acquire enhanced vision capability for ARFF and Operations vehicles.
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