RUNWAY INCURSION PREVENTION GUIDE

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RUNWAY INCURSION PREVENTION GUIDE

• FLIGHT CREW PROCEDURES
• SURFACE OPERATION

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BACKGROUND

• In the past, the process of getting to and from
  the runway was relatively simple compared to
  other phases of flight, and little attention was
  given to formalizing flight crew procedures
  during taxi operations.
• Also training for flight deck procedures during
  airport surface operations has not been uniform
  among organizations, and has frequently received
  inadequate attention.
• As a result, a variety of procedures and
  techniques evolved primarily based on what flight
  crewmembers have observed or what just seemed
  right at the time.
• This lack of structure, standardization, and
  formal training is inconsistent with the goal of
  increasing the safety and efficiency of aircraft
  movement on the surface.
• a. Recently, increases in traffic and
  expansion of many airports have created complex
  runway and taxiway layouts.

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Background cont.

• This additional complexity has made airport
  surface operations more difficult and potentially
  more hazardous then they were in the past.
• To increase safety and efficiency, it is
  necessary to lessen the exposure to hazards and
  risks by holding the flight crews workload to a
  minimum during the taxi operations. This can be
  accomplished through procedures that direct the
  flight crew to be prepared to devote their
  attention to only essential task while the
  aircraft is in motion. This requires the
  development and formalized teaching of safe
  operating procedures during taxi operations
• b. In developing procedures, it is important to
  consider existing flight crewmember workload
  prior to take off and before landing.
  Consideration should be given to some tasks that
  make up normal workload of flightcrews, such as
  accomplishing checklist, configuring the aircraft
  for takeoff and landing, programming the Flight
  Management Systems and managing communication
  with the ATC and with the carrier.

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BACKGROUND Cont.

• The more complex the activities within the
  cockpit environment, the greater is the need for
  explicit and clear Standard Operating Procedures
  (SOP). The overall goal is for the carriers to
  develop standardized flight crew procedures that
  will increase the flight crews awareness but not
  will increase their workload while the aircraft
  is taxiing.

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We are clear to do what?? Ok, and now we
turn on Alpha to the left !!!!
Correct? Rojer, rojer
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FOCUS

• This guidance focuses on the activities occurring
  within the cockpit (e.g., planning,
  communicating, coordinating), as opposed to the
  actual control of the aircraft (e.g.,steering,
  maneuvering).
• Taxi operations present distinct challenges and
  requirements not found in other phases of the
  flight operations. These distinct challenges are
  elaborated, when necessary, throughout the
  guidance.
• An additional section is provided concerning
  operations at airports without operating control
  towers. Finally, a section is included on the use
  of exterior lights during ground operations which
  make an aircraft more conspicuous to other flight
  crews.

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Who is immune to RunwayIncursions?
NOBODY

• TOWERED ,
• NON-TOWERED Airports?
• GENERAL AVIATION
• Airports
• TOWERED?
• NON-TOWERED?

And that means YOU!!!
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What is a Runway Incursion?

• Any occurrence at an airport movement area
  involving
• An aircraft
• Vehicle
• Person
• Animals
• Or object on the ground that creates a collision
  hazard or results in loss of separation with an
  aircraft, taxiing, intending to take off,
  landing, or intending to land.
• It can also include lost of position awareness,
  insufficient linguistic skills in other language
  and lack of training.

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400
CANADA
350
300
250
200
Reported Incursions
150
100
It was always there, BUT
50
0
1993 1994 1995
1996 1997 1998 1999
2000
YEAR
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CANADA
80
2 Runway SIRO
70
60
2 Parallel Runways
50
40
Number of scenarios
30
Single Runway
20
10
0
1 2
3 4
5 of AIRCRAFT
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SOLUTIONS???

• Establishing programs to address runway
  incursions centered on identifying the potential
  severity of an incursion and reducing the
  likelihood of incursions through training,
  technology, communications, procedures, Airport
  signs/marking/lightening, data analyses and
  development for local solution.
• These initiatives should include
• Promoting aviation community participation in
  runway safety activities and solutions
• Providing training, education, and awareness for
  pilots, controllers, and vehicle operators
• Publishing advisory circulars for airport surface
  operation

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SOLUTIONS??? cont.

• Reviewing pilot- controller phraseology
• Providing foreign air carrier pilots with
  training, education and awareness
• REQUIRING all pilots checks, certifications and
  flight reviews to incorporate performance
  evaluations of ground operations and test for
  knowledge.
• Creation of Runway Incursion Action Teams (RIAT)
• Further development and Implementation of
  AIRPORT AREA SAFETY SYSTEM (AMASS)

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FLIGHT CREW PROCEDURES

• General
• The potential for runway incursion, incident and
  accident can be reduced through adequate
  planning, coordination and communication. The
  following guidelines are intended to help flight
  crews cope more effectively with current airport
  conditions during taxi operations.
• All flight crew members, regardless of whether
  they are designated as the pilot in command,(PIC)
  or second in command (SIC), or the flight
  engineer (FE), will benefit from this guidance.
  The guidelines are grouped into six categories
• Planning
• Situation awareness
• Use of written Taxi instruction
• Intra-cockpit verbal coordination
• ATC/Pilot communication
• Taxiing

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PLANNING

• Thorough planning for taxi operation is essential
  for safe operation.Flight crews should give as
  much attention to the planning of the airport
  surface movement portion of the flight as they
  give to the planning of the other phases of
  flight.
• Planning should be done in two main phases
• a. Anticipate airport surface movements by
  doing pre-taxi or pre-landing planning based on
  the automatic terminal information service(ATIS)
  and on previous experience at the airport.
• b. Once taxi instruction are received, the
  pre-landing or pre taxi plan should be reviewed
  and updated as necessary. It is essential that
  the update plan is understood by all flight
  crewmembers

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Planning Cont.

• CAUTION
• A potential pitfall of pre-taxi and pre-landing
  planning is setting expectations and than
  receiving different instructions from the ATC.
  Flight crews need to ensure that they follow the
  clearance or instruction that are actually
  received, and not the one the flight crew
  expected to receive.
• The following guidance should be used to conduct
  a briefing of all crew members.
• How familiar are the crewmembers with the
  airport?
• Has anyone flown out of or into the airport
  recently?
• Might there be some changes made at the airport
  recently?
• Remember to review the latest NOTAM for both the
  departure and Arrival airport for information
  concerning construction (Fig. 1) or
  taxiway/runway closures.

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DIDNT CROSS to RW 05 L
FIG. 1
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Planning cont.

• (b) Take some time and study the airport layout.
  An airport diagram must be readily available for
  use by the pilots.
• Pay special attention to any unique or complex
  intersections along the taxi route. THE HOT
  SPOTS
• Flight crews should identify critical times and
  location on the taxi route (transitioning trough
  complex intersections, crossing intervening
  runways,
• The verbal coordination between the PIC and the
  SIC will be important to ensure correct aircraft
  navigation and crew orientation.

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Planning Cont.

• (c.) The flight crew should plan the timing and
  execution of aircraft checklist and company
  communication at the appropriate times and
  location.
• The flight crew should also consider the
  anticipated duration of the taxi operation, the
  location of complex intersection and runway
  crossings, and the visibility along the taxi
  route. All intersection should be considered as
  the airport HOT SPOTS!!!!
• If at all possible, during low visibility
  operation flight crew should only conduct
  pre-departure checklist when aircraft is stopped

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SITUATIONAL AWARENESS

• When conducting taxi operations, flight crew need
  to be aware of their situation as it relate to
  the other aircraft operations going on around
  them as well as to other vehicles moving on the
  airport.
• The flight crew should know the aircrafts
  precise location on the airport. Especially when
  the visibility is poor. It is important for the
  flight crew to understand and follow ATC
  instructions and clearance.
• (c) Flight crews should use a continuous loop
  progress for actively monitoring and updating
  their progress and location during taxi. Verbal
  share of relevant information between the
  crewmembers is essential.

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OCCURRENCE

• Oct. 08 ,2001-Milano Italy METAR Fog, RVR less
  than 1200
• MD-87
• SAS 686
• 110 fatalities
• Cessna CitationII
• 4 fatalities
• 5 ground fatalities
• REMARKS
• Flight 686 struck corporate Cessna Citation II
  while taking of at Milano Linate Airport. The
  business jet exploded on the runway. On the
  impact the right main landing gear of the MD-87
  collapsed, deviating the original heading of the
  686 into the structure parallel to the Runway .
  The aircraft exploded upon impacting the building
  structure.
• Finding Cessna Citation strayed in fog onto the
  active runway

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Situation awareness cont.

• (a) Situation awareness is enhanced by monitoring
  ATC instruction/clearances issued to other
  aircraft.
• (b) Prior to entering or crossing any runway,
  scan the full length of the runway (RVR
  permitting) including approach areas.
• Verbally confirm scan results with each other and
  aircraft movement should be stopped if there is
  any difference or confusion on part of any flight
  crew member about the result of the scan.
• CAUTION Do not stop on the runway. If possible,
  taxi off the runway and then initiate
  communications with the ATC to regain orientation
• (c) Be specially vigilant when instructed to
  taxi into position and hold, particularly at
  night or during periods of reduced visibility.

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OCCURRENCE

• C-182 Failed to follow ATC instruction and taxied
  onto runway 22 without clearance while on Runway
  04 the Us Air Md-80 was cleared to extend its
  landing roll. To avoid collision the Md-80
  entered the grass area parallel to Runway.
  Mesa-Arizona Sept.13/01
• C-310 failed to follow ATC instructions and
  crossed Runway 16L without authorization with
  traffic on ½ mile short final. Reno/Tahoe, Nevada
  July 22/01
• B35 Bonanza taxied to position Runway 1 and
  departed without authorization. Rockford, IL
  Aug.2/01

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Situation awareness cont.

• (c)cont. Do not remain in position or hold on the
  departure runway for an extended period without
  direct communication from ATC.
• If any flight crewmember is uncertain about any
  ATC instruction or clearance, query ATC
  immediately. WHEN IN DOUBT, ASK ! If anyone
  suspects radio problems and weather condition
  permit, attempt to observe the tower for light
  gun signal.
• All flight crewmembers must have a common
  understanding of ATCs instructions and
  expectations regarding where the aircraft is to
  stop and must be able to identify the appropriate
  hold points. When in doubt, immediately advise
  ATC about the ability to comply with any of their
  instructions.

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Situation awareness cont.

• CAUTIONS
• 2. Unless otherwise instructed by ATC, clear of
  the landing runway even if that requires you to
  cross or enter a taxiway/ramp area.
• 3. At the airport with an operating air traffic
  control tower, never enter a runway without
  specific authorization. When in doubt, contact
  ATC.
• 4. At no tower airport or at an airport where the
  control tower is closed,listen on the appropriate
  traffic advisory frequency. For inbound aircraft,
  scanning full length of the runway including
  approach and departure end of the runway before
  crossing. Remember not all aircraft are radio
  equipped.

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USE OF WRITTEN TAXI INSTRUCTIONS

• At many airports, taxi instruction can be very
  complex, involving numerous turns and
  transitions, as well as runway crossing and
  holding instructions.
• During the part of the surface operation, the
  pilots are very busy with a variety of cockpit
  duties and responsibilities that compete for
  their attention.
• Writing down taxi instruction, especially complex
  instructions, can reduce a pilots vulnerability
  to forgetting part of a complex instruction and
  can be used to support airport surface operations
  as follows

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Use of Written Taxi Instruction cont.

• (1) For use as reference for reading back the
  instruction to ATC.
• (2) For crewmembers coordination on the assigned
  runway and taxi route.
• (3) For short pre taxi or pre landing briefing on
  the pending airport surface operation.
• (4) As a means of reconfirming the taxi route and
  any restriction at any time during the airport
  surface operation.

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Use of Written Taxi Instruction cont.

• However, where the taxi instructions are complex
  or the flight crew is unfamiliar with the airport
  layout, a verbatim transcription of all
  instructions is desirable.
• INTRA-FLIGHT DECK/COCKPIT VERBAL COORDINATION
• 1. It is is essential that the flight crew
  correctly understand and agree on all ATC ground
  movement instructions
• 2. Any misunderstanding or disagreement should be
  resolved before taxiing the aircraft.

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Intra-flight deck/cockpit Verbal Coordination
cont.

• 3. It is the verbal aspect of this coordination
  that is most significant. It is not correct to
  assume that all flight crewmembers have heard and
  understood instructions correctly
• Any persistent disagreement or uncertainty among
  crewmembers should be resolved by contacting the
  ATC for clarification.
• This verbal coordination /agreement should be
  accomplished

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Intra-flight deck/cockpit Verbal Coordination
cont.

1. When ATC issues taxi instruction for departure,
   the flight crew should refer to the airport
   diagram, coordinate verbally and agree on
   assigned runway ant taxi route, including any
   instruction to hold short of or cross an
   intersecting runway.
2. When ATC issues landing instructions, the
   flightcrew should coordinate verbally and agree
   on the runway assigned by ATC, as well as any
   restrictions, such as hold short points of an
   intersecting runway after landing.

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OCCURRENCE

• AIR CHINA B-747 after landing turned right on
  taxiway T10 instead of left as cleared, crossing
  Runway 14R, conflicting with KOREAN AIR B 747 on
  departure roll.Closest proximity 25 feet. Denver
  Colo. May10/01
• Flight 1714 a DC-9 instructed to hold short of
  Runway 5R at Bravo2 taxiway, crossed without
  clearance conflicting with Piper PA28, on
  departure.Closest proximity 0 feet vertical, 20
  horizontal. Knoxville, Ten.Sept 15/01

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Intra-flight deck/cockpit Verbal Coordination
cont.

• (e) When approaching an intersecting runway,the
  flight crew should coordinate verbally in order
  to identify the runway. They should also verbally
  review the ATC instructions as to whether they
  are to hold short of or cross the runway. HOT
  SPOT!!!
• (g) Before entering a runway for takeoff, the
  flightcrew should verbally coordinate to ensure
  correct identification of the runway and receipt
  of the proper ATC clearance to use it. Similar
  verification should be performed during approach
  and landing.
• (h) When it becomes necessary for a flight crew
  member to stop monitoring any ATC frequency,
  he/she should advise the other crewmember(s) when
  stopping and resuming the frq. monitor.

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Intra-flight deck/cockpit Verbal Coordination
cont.

• (h) cont. Any information or instructions
  received or transmitted during that flight
  crewmembers absence from the ATC frequency
  should be briefed and reviewed upon his/her
  return.
• When the pilot not taxiing the aircraft focuses
  his/her attention on instruments in the cockpit,
  such as entering data into the aircrafts Flight
  Management System, and consequently, is not able
  to visually monitor the aircraft,s progress,
  he/she should verbally advise the pilot taxiing
  the aircraft.
• Likewise, notification should be made when the
  flight crewmember has completed his/her task and
  is again able to visually monitor the taxi
  operation.

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ATC/FLIGHT CREW COMMUNICATION

• The primary way the flight crew and ATC
  communicate is by voice. The safety and
  efficiency of taxi operations at the airports
  with operating control tower depends on
  thiscommunication loop.
• Controllers use standard phraseology and require
  readbacks and other responses from the flightcrew
  in order to ensure that clearances and
  instruction are understood.
• In the order to complete the communication
  loop, the controllers must also clearly
  understand the flightcrews read back and other
  responses. The flight crew can help enhance the
  controllers understanding by responding
  appropriately and using standard phraseology. The
  AIM, approved crew training programs, and
  operation manuals provide information on standard
  ATC phraseology and communications requirement.

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ATC/Flight crew Communication

• Some of the most important guidelines that
  contribute to clear
• and accurate communications
• Maintain a sterilecockpit. Flight crewmembers
  must be able to focus on their duties without
  being distracted by non-flight related matters
  (eating meal, reading non-related material or
  engaging in non-essential conversation. On the
  flight deck without door dividing cabin-cockpit
  instruct the passenger to refrain from
  unnecessary conversation for the specific regimen
  of the flight.
• Use standard ATC phraseology at all times in
  order to facilitate clear and concise ATC/flight
  crew communications
• Focus on what ATC is instructing. Do not perform
  any non-essential tasks while communicating with
  ATC.

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ATC/Flight crew Communication cont.

• (4) Readback all all hold short and runway
  crossing instructions and clearances, including
  runway designators.
• NOTE Air Traffic controllers are required to
  obtain from the pilot a readback of all runway
  hold short instructions.
• (5) Readback all takeoff and landing clearances,
  including the runway designator.

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Taxiing cont.

• (1) Prior the taxiing, a copy of the airport
  diagram should be available for use by the
  flightcrew.
• NOTE A flight crewmemberother than the pilot
  taxiing the aircraft-should follow the aircrafts
  progress on the airport diagram to ensure that
  the instructions received from ATC are being
  followed by the pilot taxiing the aircraft.
• (2) When the visibility is designated as low
  when the (RVR) falls bellow 1200 feet visibility
  along the taxi route may be considerably less
  then the runway visibility

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Taxiing cont.

• (3) Use all resources available, including
  heading indicators,airport signs, marking and
  lighting, to keep the aircraft on its assigned
  taxi route.
• (4) Anytime the flightcrew become uncertain as
  to the location of the aircraft position on the
  movement area, STOP the aircraft and immediately
  advise the ATC. If necessary request progressive
  taxi instructions.
• (5) Give ATC any information available about the
  position of theaircraft, such as signs, markings,
  and landmarks.
• CAUTION Do not stop on a runway.

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POLICIES AND SUGGESTED PROCEDURES FOR TAXI
OPERATION AT NON-TOWERED AIRPORTS OR WITH TOWER
TIME LIMITED OPERATION

• General.The absence of an operating airport
  traffic control tower creates a need for
  increased vigilance on the part of the flight
  crews.
• Specific communications procedures apply,
  different from airports with control towers.

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Policies and Procedures cont.

• Aspects of the taxi operation at these airport
  are unique with very limited opportunity for
  traffic query.
• PLANNING
• When planning to fly into or out of such an
  airport, be absolutely sure of the towers
  operational Status before conducting any
  operations.
• Listen to the broadcast of advisory information
  on the designated frequency or UNICOM.

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Policies and Procedures cont.

• (3) When planning for taxi at the airport without
  an operating control tower, consider the
  following
• How familiar are you with the airport?
• Have you flown out or into that airport recently?
• Might there have been some changes made at the
  airport since your last flight? Is there a NOTAM
  issued?
• Take time to study the airport layout and use
  diagram to plan your taxi.
• Consider likelihood of inbound traffic without
  radio equipment, using the same airport.

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Policies and Procedures cont.

• Remember,NOT ALL the airport are using a standard
  traffic pattern.
• Dont forget to check the traffic pattern
  altitude
• CAUTION During the calm wind or nearly calm wind
  conditions, be aware that flight operations may
  occur at more than one runway at the airport.
  Also, aircraft may be utilizing an instrument
  approach procedure to runways other than the
  runway in use for VFR operations. The instrument
  approach runway may intersect the VFR runway.

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Situational awareness.

• Situational awareness is important in all
  circumstances. Without ATC to verbally assist or
  tell the flight crew were and when to stop the
  flightcrews (THAT MEANS YOU!!!) must relay on
  visual cues to maintain situational awareness and
  maintain the planned taxi route. Other things to
  consider is
• Monitor the appropriate frequency and listen to
  what the pilots of other aircraft on the
  frequency are saying on the radio.
• If possible, monitor the approach control
  frequency to alert you to IFR traffic inbound to
  the airport.

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Policies and Procedures cont.

• Situational awareness cont.
• (c) Give your full attention to crossing and
  clearing the runway.
• Communication and Aeronautical Data
• Refer to the applicable communication rules and
  regulations.
• (1) Guidelines
• Before Taxi
• Ensure that current aeronautical data for the
  airport is obtained including the operating hours
  and status of the control tower.

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Policies and Procedures cont.

• Communication and Aeronautical Data cont.
• Ensure airport communication facilities or aids
  are monitored by a flight crewmember.
• (b) Taxi for Departure
• The same items as for Before taxi
• The flightcrews should self-announce all ground
  movement operations on the appropriate frequency

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Policies and Procedures cont.

• Communication and Aeronautical Data cont.
• (c) Taking the Runway
• The fight crew should self-announce their
  intention to take off on the
  appropriate frequency.
• Do not line up on the departure runway and hold
  any longer than absolutely necessary.
• Always state the name of the airport at the
  beginning and end of the radio transmission.
• CAUTION Some aircraft operating at airports
  without operating control towers may not be
  equipped with a radio. Flightcrews must remain
  alert for them.

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Policies and Procedures cont.

• USE OF EXTERIOR AIRCRAFT LIGHTS
• General
• Exterior aircraft lights may be used to make an
  aircraft operating on the airport surface more
  conspicuous.
• Use various combination of exterior lights to
  convey their location and intent to other pilots.
• Because adherence to the guidelines are voluntary
  and aircraft equipment varies, the flight crew
  are cautioned not rely solely on the aircrafts
  light to determine the intention of the flight
  grew of the other aircraft. The operational
  limitation of the aircraft lighting system must
  be taken into consideration.

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Policies and Procedures cont.

• USE OF EXTERIOR AIRCRAFT LIGHTS cont.
• b) Exterior Lights
• To the extend possible and consistent with
  aircraft equipment, operating limitations, and
  flightcrew procedures, illuminate exterior lights
  as follows
• Engines running. Turn on the rotation beacon
  before start and when ever an engine is running.
• Taxiing. Prior to commencing taxi, turn on
  navigation, position, anti-collision and logo
  lights. Strobe lights should not be illuminated
  during taxi if they adversely affects the vision
  of other pilots or ground personnel. Intersection
  with departure/arrival runway. All exterior
  light should be illuminated Do not use high beams
  light when holding to cross the runway.It can
  create vertigo effect for the departing/arriving
  crews crossing the beam. The same apply for the
  strobe lights in existing fog condition.

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Policies and Procedures cont.

• USE OF EXTERIOR AIRCRAFT LIGHTS cont.
• Entering the departure runway for takeoff. When
  entering a runway to takeoff, or when taxiing
  into position and holding for takeoff, illuminate
  one or more landing lights and all other exterior
  lights.
• Strobe lights should not be illuminated if they
  will adversely affect the vision of other pilots.
• Takeoff .Turn on all remaining lights when
  takeoff clearance is received, or when commencing
  takeoff roll at an airport without an operating
  control tower.

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SUMMARY

• Taxi operation require constant vigilance on the
  part of the entire flight crew.
• Each flight crewmember needs to be constantly
  aware of the movement and location of other
  aircraft and ground vehicles.
• Taxi operation require the same planning,
  coordination, and proper execution as other
  phases of flight operation.
• Sterile cockpit discipline is always appropriate
  while taxiing, even under normal weather
  condition.

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Summary cont.

• During low-visibility taxi operations, additional
  vigilance is absolutely essential.
• Flightcrews must pay particularly close attention
  to instruction from ATC and must insist on
  correct readback and hearback.
• Additionally attention should be paid to readback
  and hearback between ATC and other aircraft.
• Any ambiguity or uncertainty should be promptly
  resolved by clarification with ATC.
• When clear of the active runway crew should be
  prepared to stop to resolve any questions about
  the ATC clearance or about the aircraft position.

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NOW HEAR THIS !

• SAFE AIRCRAFT OPERATION CAN BE ACCOMPLISHED AND
  INCIDENT ELIMINATED IF FLIGHT CREWS ARE PROPERLY
  TRAINED AND CORRECTLY ACCOMPLISH STANDARD TAXI
  OPERATING PROCEDURES AND PRACTICES.

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THANK YOU
Thank You Capt. Jan Jurek RO/SO