After a nearly two-decade controversy over construction of the third runway, the first plane touched down on the newly built runway on Sept. 25.

The brand new Alaska Airlines 737 touched down five times before taking off again as part of the Federal Aviation Administration Agency' certification for the new runway at Sea--Tac International Airport. On a sixth approach, the plane landed.

Landing tests of a wide-body jet will occur later this month

The controversial runway opens for commercial flights next month-on Nov. 20.

The landings were "really great" according to one of four people on board the plane.

Sarah Demory, Port of Seattle's runway activation manager, sat in the jump seat right behind pilot Bob Graves, where she could clearly see media as well as FAA and airport staffers lined up next to the runway to witness the historic event.

Three TV news helicopters hovered in the air to film the landings.

All components worked "absolutely perfectly," according to Demory.

A copilot and safety inspector were also on board.

FAA workers inspected the runway and snapped pictures of fresh landing marks on the runway.

Pilot Graves is director of operations for Alaska Airlines.

Three of the landings were on autopilot while the rest were done with Graves controlling the touchdown.

Boeing had been asked to participate in the first landings but was not able to because of the machinist strike, according to Port officials.

Alaska, which also owns Horizon Air, accounts for over 40 percent of takeoffs and landings at Sea-Tac.

The test plane was Alaska's newest 737-800, having been delivered a week before the landings.

The runway is principally designed to avoid weather delays by allowing two airplanes to land on separate runways during times of low-visibility, according to Port spokesman Perry Cooper. He said those weather conditions occur up to 44 percent of the time at Sea-Tac.

Cooper said the additional runway could trim landing delays from 90 minutes down to 15 minutes, which is considered within on time arrival parameters.

The two existing runways are too close together to allow simultaneous landings, Cooper added.

The third runway was originally designated to be for landings only, but Port officials say it may be used for takeoffs in rare instances.

Although flights have decreased since the Sept. 11, 2001 terrorist attacks, the additional runway is still needed, Cooper said.

"It's not about the amount of flights, it's about the weather problem," Cooper declared.

While the runway's budget ballooned from its original estimate following construction delays, the runway will open $150 million under its final budget estimate, Cooper noted.

The final budget estimate is $1.28 billion, but Cooper said the final cost will be about $1.03 billion.

Port noise specialists said a study in 2002 estimated the noise impact of the third runway to determine residential insulation needs.

Another FAA noise study will be done once the runway is in operation and results should be available in about two years, according to staffers. They noted that arrivals are generally quieter than takeoffs.

The Port, operators of Sea-Tac, held a community open house at Boulevard Park Presbyterian Church on the evening following the test landings.

Staffers provided information and answered questions concerning environmental projects, property acquisition, job opportunities, noise reduction, and community development plans.