Date: 201701
Local time of day: 0001-0600
Location: GEG.Airport, WA
Flight conditions: Marginal
Weather elements / visibility: Snow
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Ground GEG
Reporter organization: Government
Reporter function: Ground; Flight Data / Clearance Delivery
Reporter qualification: Air Traffic Control Developmental
Human factors: Workload; Distraction; Confusion; Communication Breakdown; Human-Machine Interface
Second reporter function: Instructor; Local
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Runway
Detector: Person Air Traffic Control
When detected: In-flight
Contributing factors: Human Factors; Equipment / Tooling; Staffing; Weather
Primary problem: Human Factors

Narrative: I was working clearance delivery and ground control combined. It was a low visibility; dark out and runway 7/25 was closed. Snow removal operations were in progress. I cleared [Airport Ops] into the red and blue zones which allows clearance on to taxiways on the west side of the airport as well as on to the west side of runway 7/25. A clearance into the red and blue zone does not allow airport operations on to runway 3/21 or the associated safety areas.I taxied Aircraft X out to runway 21 and advised [Airport Ops] of the taxiing traffic. [Airport Ops] had the traffic in sight and he said he and the snow crew would give way to Aircraft X . Then I had to cut a new ATIS. The ATIS included multiple NOTAMS and field conditions; which made it very lengthy. When local cleared Aircraft X for takeoff I glanced up to scan the movement area. [Airport Ops] and crew were on Taxiway A. [Airport Ops] was near the fire house while the snow crew was near Taxiway A5 but still located on A. I finished cutting the ATIS and reviewed it to make sure it was correct. As I finished cutting the ATIS another aircraft called with an update on when they would be airborne for a flow time and they called for push back on to Taxiway A. I quickly scanned the movement area to make sure OPS and crew would be clear of the aircraft pushing back. [Airport Ops] and crew were still on the opposite end of the airport. I gave the aircraft clearance on the taxiway A and then looked back at the blue zone where [Airport Ops] and snow crew were working.The snow crew had proceeded on to Runway 21 without clearance. I coordinated with the Local Controller to see if he had put [Airport Ops] and crew on the runway. Local said he had not. At this point Aircraft X was airborne and took off without incident. I keyed up and tried to reach [Airport Ops] . As I did the snow crew was exiting the runway. [Airport Ops] did not answer me immediately. Local tried as well to reach [Airport Ops] on tower frequency. When [Airport Ops] did respond he asked for clearance on to Runway 21 at Taxiway A5. I told [Airport Ops] I just saw his crew on the runway without clearance to do so. [Airport Ops] said it was a communication issue. I turned to the Controller In Charge (CIC) who had been alerted of the runway incursion to see if I should now allow [Airport Ops] and crew on to the runway. I was told yes; so I coordinated with local control for [Airport Ops] and crew to proceed on the runway. Having my head down to cut an ATIS took my focus away from the movement area. If Spokane had an automatic ATIS it would improve safety greatly. The CIC was not plugged in and monitoring. I think the CIC should be required to be plugged in and monitoring the operation.


Second narrative: There was a scheduled ATIS outage which was denied by the Supervisor due to weather and field conditions. The Tower Manager after hearing the ATIS was denied overrode the decision. During the one hour in which I was training on Local Control we had 15 departures and 7 arrivals. The Ground Controller was busy coordinating with OPS for snow removal and the visibility was increasing and decreasing (position reports; holding short ILS critical area). I counted 10 aircraft calling for weather and field conditions from the Ground Controller. On Local Control we received a call from an aircraft well outside our airspace looking for runway in use and field conditions. The increase workload due to an equipment outage was a hindrance to the operations and could have been detrimental to safety. The original time for the ATIS outage; are early enough in the morning to only affect some of the morning departures and not hinder daily operations.


Synopsis: Tower Controllers reported of snow removal vehicles on and near the runway at the same time an aircraft was departing.