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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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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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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Port - of Seattle® ATTACHMENT 1.
LOW VISIBILITY PLAN IMPLEMENTATION AIR TRAFFIC CONTROL TOWER PROCEDURES:
1. Coordinate with Port Operations to implement or terminate the plan.
2. Notify Ramp Control when plan is implemented/terminated.
Relay pilot requests for "Follow-Me" service to Airport Operations.
4. Configure airfield lighting to meet operational requirements.
AIRLINE FLIGHT OPERATION PROCEDURES:
Resolve aircraft movement conflicts within the ramp/apron area in accordance with company procedures, and through radio communications with Ramp Tower.
2. Coordinate requirements for "Follow-Me" service with the Airport Duty Manager (787-5229) if possible or notify ATCT of requirements.
3. Utilize "Low Visibility Operations Procedures" as previously coordinated with the Port of Seattle and Seattle Tower.
4. Advise the Airport Duty Manager when unscheduled low visibility operations are anticipated.
PORT OF SEATTLE OPERATIONS PROCEDURES:
NOTE: These are general procedures only. Specific checklists for RVR 1200 FEET AND DECREASING, RVR 500 FEET and TERMINATION are located in SEA-TAC Airport Operations and not disseminated with this plan.
Coordinate with the Tower to implement or terminate the plan.
2. Advise tenants of plan implementation, NOTAMs affecting IVO/SMGCS operations, via the PASSUR Communicator System.
3. Initiate/continue airfield lighting checks in accordance with established CAT II/III procedures.
4. Control vehicle access to the AOA; monitor movement areas for unauthorized vehicles.
5. Analyze construction activity and other special activity; reduce/eliminate these activities as necessary.
6. Consider this plan when setting snow removal priorities.
Provide "Follow-Me" service as requested on AMA and/or Taxilane W.
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Port - of Seattle® ATTACHMENT 2.
SEA LOW VISIBILITY TAXI CHART, JEPPESEN October 9, 2020 Page 25 of 36 E-25
Port — of Seattle®
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Port - of Seattle® ATTACHMENT 3.
SURFACE PAINTED GROUND MARKINGS 12' E B7 12'
SURFACE PAINTED DIRECTION
GATE ID BOX SIGN 10' Black border, Inner 55 5' ring, white, 6" wide GREEN BOX
GEOGRAPHIC POSITION MARKING Consists of a black inscription, 4' high, centered on a pink circle with a white inner ring & black border as shown.
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Port - of Seattle® ATTACHMENT 4.
LOW VISIBILITY PLAN IMPLEMENTATION
SAMPLE AIRLINE AIRCRAFT GROUND MOVEMENT PLAN _ AIRLINES
AIRCRAFT GROUND MOVEMENT PLAN The Port of Seattle Low Visibility Operations/Surface Movement Guidance and Control System (LVO/SMGCS) Plan requires air carriers that operate in Low Visibility conditions at SEA to submit a Site Specific Low Visibility Movement Plan. Low Visibility operations are defined as those that occur for FAA approved air carriers when the Runway Visual Range (RVR) is less than 1200.
Although the plan is required for operations below 1200', the reality of ramp operations is that a ramp movement plan relates to those movements when the visibility is in the vicinity of 600' or less. In these conditions it becomes more likely that the visibility could hamper a flight crew's ability to navigate from the Lighted LVO/SMGCS Route on the Movement Area to the parking position. These conditions historically occur at SEA for less than 20 hours a year on average.
The attached plan is a suggested format that establishes basic rules that are prescribed by POS and the LVO/SMGCS Working Group. Site specific plans are simply a procedure for companies to follow to assure safety, and establish basic expectations on where and how to manage ramp operations in extreme low visibility.
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PROCEDURES Arrival Operations:
In the event that visibility restrictions prohibit taxi in operations to the gate, ATCT/Seattle Ramp Tower will assign the aircraft a Geographic Position Marking (GPM) to await assistance.
The flight crew will contact Operations/Maintenance and request arrival assistance. This assistance is typically provided by an aircraft tug and ground crew.
Airlines personnel and ground handler will provide necessary assistance from the assigned GPM. The GPM (also referred to as "Pink Spot") where the arriving aircraft will be waiting will be either Pink Spot _ (located > or Pink Spot. _ (located between terminals _ and Airlines staff and ground handler are responsible for the movement of the aircraft from the Pink Spot (GPM) to the gate, including movement across vehicle use surfaces.
Arrival Rules:
• Personnel providing assistance will establish radio contact with Seattle Ramp Control on frequency 122.27 or 126.87 prior to proceedings to the Pink Spot. This radio contact is required for access to the aircraft and will be maintained for the duration of the assistance given to the gate.
• In the event that an arriving aircraft requests assistance from a Pink Spot other than or _ an escort from Port of Seattle (POS) Airport Operations is required. POS can be contacted at 206-787-5229.
• At no times will Airlines personnel and ground handler access an aircraft requesting assistance on any surface of the airfield without establishing proper radio contact and authorization by personnel trained and qualified to operate on the Movement Area (AMA).
***Neither _ Airlines personnel nor ground handling personnel are allowed to enter Movement Area (AMA) at any time for any reason *** *Please contact POS at 206-787-5229 with AMA issues and questions* October 9, 2020 Page 29 of 36 E-29
Port Z of Seattle® Departure Operations:
When an aircraft is conducting a pushback operation, the flight crew will make a decision if the visibility is sufficient to taxi to a lighted LVO/SMGCS taxi route, or if visibility dictates assistance will be needed to become established at the beginning of the lighted LVO/SMGCS route. This decision is typically made prior to the time of pushback tug disconnection. Assistance rendered is typically the aircraft being towed to a Non-Movement Area Green Box. At this point the company assistance will end, and the tug will disconnect from the aircraft. At no time will company vehicles enter the Movement Area. Any future assistance the flight crew needs outbound from the Green Box will be provided by a POS Follow-Me vehicle.
The start of the LVO/SMGCS taxi route, and the termination of this ground handing plan will be at Green Box Airlines ground staff and _ ground handler is responsible for the movement of the aircraft via standard pushback procedures from the gate to the point that the aircraft is positioned at Green Box , including movement across vehicle use surfaces.
Departure Rules:
• Aircraft will push back from the gate using standard procedures via radio authorization by Seattle Ramp Tower on frequency 122.27 or 126.87. This communication is typically made by the flight crew.
• On completion of the pushback operation, the flight crew will advise both Seattle Ramp Tower and Operations/Maintenance if they require good assistance to move to the Green Box.
• Once reaching Green Box _, the tug will disconnect and return to the ramp.
• In the event that aircraft needs assistance to taxi to the lighted SMGCS Taxi Route, Ramp Tower will contact Port of Seattle (POS) and POS will provide a Follow-Me vehicle to this lighted route.
***Neither Airlines personnel nor _ ground handling personnel are allowed to enter Movement Area (AMA) at any time for any reason *** *Please contact POS at 206-787-5229 with AMA issues and questions* Attachment:
Ramp diagram, Port of Seattle "Surface Movement Guidance and Control Plan" October 9, 2020 Page 30 of 36 E-30