TagATC(31)

The ELMAA Four Departure is a standard instrument departure procedure for Seattle-Tacoma International Airport (SEA) that routes aircraft southward after takeoff on runways 16L, 16C, or 16R. Departing aircraft climb on headings of 161°–165°, cross the PEAKK waypoint at or above 3,000 feet, then turn right to intercept the SEA R-230 radial toward the ELMAA fix, with onward transitions available to Hoquiam (HQM) or Corvallis (CVO). Notably, departures from runways 34L, 34C, and 34R are not authorized due to noise abatement restrictions, and minimum climb gradients of up to 560 feet per nautical mile are required depending on the runway used.

The Mountain Two Departure (MONTN2.SEA) is an instrument departure procedure for Seattle-Tacoma International Airport (SEA) that provides pilots with specific climb and routing instructions based on which runway they are using. Departing aircraft must meet minimum climb gradients ranging from 500 to 580 feet per nautical mile depending on the runway, and are directed to fly specific headings before turning eastbound on a 071° heading toward fixes like PEAKK or NEZUG. The procedure requires radar and DME equipment, with top altitude assigned by ATC and a lost communications protocol directing pilots to proceed direct to the SEA VORTAC at 4,000 feet.

The Seattle Eight Departure (SEA8.SEA) is a standard instrument departure procedure for Seattle-Tacoma International Airport, outlining specific climb headings and routes for each runway to guide aircraft safely after takeoff. A notable noise-abatement provision requires large turbine-powered aircraft departing runways 34L, 34C, and 34R between 10 PM and 6 AM local time to be vectored over Puget Sound before proceeding on course. The procedure requires radar and assigns top altitude by ATC, with special minimum climb gradients applicable to runways 16R and 16L.

FAA Order JO 7110.126A, effective September 28, 2019, updates the rules air traffic controllers use to maintain safe distances between aircraft to avoid wake turbulence. The order introduces a nine-category system for classifying aircraft by their wake turbulence characteristics, replacing older weight-based separation standards with more precise, data-driven minimums that can reduce unnecessary spacing between certain aircraft pairs. These updated standards are designed to improve traffic flow and runway efficiency at busy airports across the national airspace system.

This July 2016 Federal Aviation Administration Letter of Agreement establishes coordination and control procedures between Seattle Terminal Radar Approach Control (TRACON) and Seattle Airport Traffic Control Tower, replacing a prior agreement from June 2013. It outlines responsibilities for managing air traffic, including pre-arranged coordination protocols, handling of Boeing Field arrivals and departures, and conditions under which those procedures may be suspended. The document governs how controllers at both facilities communicate and share airspace authority around the Seattle area.

This draft chapter evaluates alternative measures to address growing aircraft delays caused by airspace interactions between Seattle-Tacoma International Airport (Sea-Tac) and Boeing Field, which are projected to worsen significantly from 1990 through 2000. The measures examined include improved air traffic control (ATC) technology, airport facility improvements such as a new runway and reliever airports, and demand management strategies like flight quotas and peak-period surcharges. The chapter emphasizes that, despite delays not being critical until around 1990, immediate planning and commitment from various agencies is necessary given the lengthy implementation timelines involved.

This document presents forecasts of aircraft operations at Seattle-Tacoma (Sea-Tac) International Airport and King County International Airport from 1980 to 2000, broken down by aircraft classification and flight category including air carrier, general aviation, and military. It projects that total annual operations at Sea-Tac will grow from approximately 213,600 in 1980 to over 260,800 by 2000, driven largely by increases in larger Class D air carrier aircraft. Peak hour operation estimates are provided for both Visual Flight Rules (VFR) and Instrument Flight Rules (IFR) conditions, offering planners a detailed basis for noise impact and capacity assessments.