??
FEATURE
fsa@casa.gov.au
Making incursions
CASA and Airservices Australia
are releasing new runway safety
resources in July: a booklet and
DVD which look at five busy
118 lives; and an increasing number of runway incursions
as traffic levels grew. Accordingly, the International Civil
Aviation Organization (ICAO) commissioned a runway
safety study group to develop best practice guidance
material for states and other aviation organisations.
interactive ‘Runway Challenge’
the incidence of runway incursions through the imple-
online. As a preliminary to their
educational and awareness campaigns.
at the growing issue worldwide of
runway incursions.
Since then, ICAO has been active in trying to reduce
mentation of various safety measures, and wide-ranging
Last year, for example, ICAO released its ‘Manual on
the Prevention of Runway Incursions’ as a response
to recommendations at runway safety seminars held
in Asia, the Pacific and Middle East between 2002
and 2005, for a manual containing runway incursion
prevention guidelines.
I
n relation to the number of global aircraft movements,
The push by ICAO has also led to a standardisation
runway incursions are thankfully rare. However, there is
in the approach to preventing runway incursions. The
evidence that they are on the rise, as a result of increased
ICAO* definition of runway incursions is widely adopted,
traffic volume. And as the runway incursion which
and there is now a standard classification scheme for
occurred at Tenerife in the Canary Islands in 1977 tragically
assessing the severity of runway incursions. This means
demonstrated, they can have disastrous consequences.
the ability to collect more meaningful data, and to use
That accident, which led to the loss of 583 lives when
two Boeing-747s collided on the runway, remains the
FSA MAY–JUNE 08
incursion accident in Milan, which resulted in the loss of
training aerodromes; and the
release, Flight Safety takes a look
Such programs were further driven by the 2001 runway
this in turn to drive more effective prevention measures.
Runway incursion prevention has also been on
world’s worst aviation disaster. The potential for another
the United States’ National Transportation Safety
disaster of that magnitude is ever-present, something
Board’s (NTSB) ‘most wanted list’ of safety improve-
recognised by aviation safety bodies around the world in
ments since that list began in 1990. The NTSB held
coordinating runway safety awareness programs.
a runway incursions forum in March last year on
fsa@casa.gov.au
FEATURE
into runway safety
the 30th anniversary of Tenerife, with a dozen or so
cent.’ Serber also drew comparisons between vari-
speakers representing investigators, regulators,
ous studies which have been performed worldwide.
ATC, pilots and airports.
‘Numerous studies have been performed on the runway
The Airline Pilots’ Association International’s Captain
incursion problem, both in and outside of the United
Mitchell Serber, chairman, airport ground environment
States. The studies share a great deal of commonality
group, was one of the industry speakers. According to
with respect to causal factors and solutions.’
Serber, ‘Approximately one runway incursion occurs
each day in the United
Runway incursion:
States, and the potential
for a catastrophic accident
is “unacceptable”, according to the Federal Aviation
Authority’s
(FAA)
risk/
severity matrix.’
He went on to explain
that, ‘The likelihood of
runway incursions grows
exponentially as a func-
Speakers at the NTSB forum examined a range of
Any occurrence at an aerodrome
involving the incorrect presence of
an aircraft, vehicle, person, animal
or object on the protected area
of a surface designated for the
landing and take-off of aircraft.
tion of air traffic growth,
which is on the increase in the United States. From
*ICAO definition
options for reducing runway
incursions. The recurring theme
was the need not just for a
single system or program, but
a structure consisting of what
Serber described as ‘layers of
information and alerts’: movingmap displays, runway
status
lights, surface movement radar,
perimeter
taxiways,
training
and communications, and visual
aids. Together, these would work
together to provide multiple layers of protection.
1988 to 1990, traffic volume at towered airports in the
Some of these technological solutions have already
United States increased 4.76 per cent, but the runway
been implemented, or are in the process of being imple-
incursion rate at these airports increased more than
mented. As of 23 March last year, the FAA approved a
43 per cent. From 1990 to 1993, traffic volume suddenly
quicker certification process for a Class II electronic
decreased 5.34 per cent, and the runway incursion rate
flight bag with an airport moving-map, which shows
quickly dropped by 30 per cent.
an aircraft’s precise position on the airfield. While
Then, reversing the trend once again, from 1993 to
new aircraft currently have this function, the certifi-
1998, traffic volume grew only 2.41 per cent, but the
cation process meant previously that it was too costly
runway incursion rate climbed an incredible 67 per
for airlines to retrofit to their aircraft fleet.
FSA MAY–JUNE 08
FEATURE
fsa@casa.gov.au
Runway status lights under test in the USA at Dallas-
material due for release in July. Although thankfully
Fort Worth, and in San Diego, are also proving effective in
Australia has not suffered any aviation fatalities as a result
averting runway incursions. The lights, installed at runway
of runway incursions, there have been numerous near-
and taxiway intersections, and at runway departure
misses, with the potential for disastrous consequences.
points, are surveillance-driven, illuminating automatically
Given the runway incursion prevention initiatives occur-
to show pilots when it is unsafe to cross or depart from a
ring at the global level, Airservices Australia decided to
runway. The lights have received
a ‘thumbs-up’ from pilots, ATC
and the airport operators, and
the FAA supports their accelerated deployment.
But the human component –
providing ‘low-tech’ solutions to
runway incursions – is proving
to be more challenging. Captain
Robert Bragg, the first officer on
‘Take-off and landing
average four per cent of
flight journey time, but
account for 70 per cent
of all accidents.’
Australia, by establishing a group
to take a national perspective on
runway incursions and to improve
awareness. The Runway Incursion Group, formed in 2005, now
comprises Airservices Australia, CASA, the Australian Transport Safety Bureau and Defence,
among others, working together to coordinate runway
at the NTSB forum last year, listed the ‘low-tech lessons’
safety initiatives.
The Runway Incursion Group promotes local runway
• anyone can make a mistake, no matter how qualified
safety teams established at controlled aerodromes and
(Robert Bragg, now retired, has clocked up 33,000 flying
comprising representatives from the aerodrome opera-
hours)
tor, the air traffic service provider and aircraft opera-
• communications must be effective and readily under-
tors. The group undertakes a survey of each aerodrome
stood
to identify factors which may trigger runway incursions.
• when in doubt, don’t
It reviews signage, markings, layout, etc, comparing
• check, double-check and recheck
these with other aerodromes to identify best practice. To
• continue emphasis on crew resource management.
date, all the aerodromes visited have agreed to establish
The human factors side of the equation receives consid-
runway safety teams.
erable emphasis in the latest Australian runway safety
Recurring runway incursion scenarios
Airservices also published a booklet, Runway Safety: a
Runway incursions – a growing trend
An aircraft or vehicle crossing in front of a landing aircraft;
F iscalTotal
Rate perTotal
year
incursions 1 million ops incursions
An aircraft or vehicle crossing in front of an
aircraft taking off;
2000
2001
407
6.2
An aircraft or vehicle crossing the runway-holding position marking;
2002
339
5.2
2003
323
5.2
583
2004
326
5.2 504
2005
327
5.2 530
2006
330
5.4
806
2007
371
2 008* 110 (Oct & Nov 2007)
An aircraft or vehicle unsure of its position and
inadvertently entering an active runway;
A breakdown in communications leading to
failure to follow an air traffic control instruction;
and
An aircraft passing behind an aircraft or vehicle
that has not vacated the runway.
ICAO Manual for the Prevention of Runway Incursions
FSA MAY–JUNE 08
the risk of runway incursions in
the Pan Am 747 involved in the Tenerife accident, speaking
he took away from that day thirty years ago:
10
take similar action to mitigate
( FAA definition) (FAA definition)
405 (ICAO)
5.9
6.07
(estimate)
887
(preliminary)
* FAA adopted the ICAO runway incursion definition, which includes
the words ‘incorrect presence’ on 1 October 2007, the beginning of the
2008 fiscal year.
However, the latest FAA report on runway trends and incursions shows
that over the years 2003-2006 (i.e. the FAA fiscal year, 1 Oct-30 Sept),
the FAA met its targets to reduce the most severe (category A & B)
runway incursions.
fsa@casa.gov.au
FEATURE
pilot’s guide, in 2006, and together with CASA, has developed the interactive online ‘Runway Challenge’, due to go
live by July. (Also see p13 of this issue.) To reinforce this
material, CASA has produced a DVD and visual aid booklet also due for release in May. CASA’s kit focuses on four
busy general aviation aerodrome procedures (GAAP)
airports: Bankstown, Jandakot, Moorabbin and Parafield,
as well as Cairns, in recognition of the number of runway
incursions reported at these sites. Interviews conducted
with ATC, flying instructors, CASA aerodrome personnel and aerodrome operators led to the production of
resources which identify each airport’s unique features.
Sally-Anne Scott, chief flying instructor with the North
Queensland Aero Club.
The booklet will include local information on each of the
drome, with a large number of student pilots. The layout
five aerodromes, including requirements specific to each
of the airfield is complex, and there is a large number of
location; ground, tower and ATIS frequencies; a large
aircraft movements. ‘Pilots need to be more aware of the
simplified airport diagram; and analysis of the hotspots
layout of the runways’.
at each. While instructors and pilots who have seen the
Someone who reinforces these factors is Gary Smythe,
draft material have given very positive feedback, espe-
chief pilot for Moorabbin Flying Services. ‘Runway incur-
cially on the simplified airport diagrams, the booklet is
sions occur at GAAP-type aerodromes, because they’re
in no way intended to replace the En Route Supplement
often training-type aerodromes. You have inexperienced
Australia (ERSA) information or procedures.
pilots going solo at 15-18 hours – there is a lack of familiar-
The accompanying DVD features interviews with ATC,
ity.’ However, he says, the ‘ATC at Moorabbin has 20-25
flying instructors and CASA aerodrome inspectors at the
years of experience, and is conversant with the fact that it
various localities, expanding on the issues summarised in
is a training aerodrome, and errors do occur.’
the booklet. Those interviewed identify numerous factors
Mike Pottier also points to a gap in VFR training,
implicated in runway incursions, many common to all five
which could contribute to runway incursions involving
aerodromes represented.
student pilots. ‘There’s nothing in the syllabus about
As Mike Pottier, the chief pilot for the Royal Aero Club of
Western Australia explains, ‘Jandakot is a training aero-
Severity classification scheme
A A serious incident in which a collision is narrowly
avoided, or the event results in a collision.
BAn incident in which separation decreases and
there is significant potential for collision, which may
result in a time-critical corrective/evasive response
to avoid a collision.
An incident characterised by ample time and/or
C
distance to avoid a collision.
An incident that meets the definition of runway
D
incursion, such as the incorrect presence of a single
vehicle, person or aircraft on the protected area of
a surface designated for the landing and take-off of
aircraft, but with no immediate safety consequences.
EInsufficient information or inconclusive or conflicting evidence precludes a severity assessment.
taxiing,’ he says.
This comes back to something the instructors, pilots
and ATC all emphasised: the necessity for pre-flight planning. Jeff Hatcher, ATC at Bankstown, and one of the driving forces on the Runway Incursions Group, says ‘ATC,
CASA, the average pilot and the instructors, all need to
consider the emphasis on the taxi part of the flight. It’s
a complex issue, but something we need to address.
You can’t be a pilot who switches off the aviator before
switching off the engines,’ Jeff says (Flight Safety 2004).
All agree you should familiarise yourself with the ERSA
charts and plan your taxi route, especially if you’re at an
unfamiliar airport. This should include listening to the
automatic terminal information service (ATIS) and reading all relevant NOTAMs, so you don’t miss important
information.
‘Pilots are unfamiliar with the airport, and not studying
the ERSA in enough detail,’ Sally-Anne Scott, chief flying
instructor with the North Queensland Aero Club based at
Cairns airport, argues. ‘It’s a trap pilots who have done a
FSA MAY–JUNE 08
11
FEATURE
fsa@casa.gov.au
lot of flying at country airstrips and who are not used to
Before you arrive at the airport:
multiple exits, fall into.’ Lloyd Mais, the CASA northern
• familiarise yourself with the airport layout and airfield
region aviation safety advisor, agrees. ‘You should try
markings
and make yourself familiar with the airport, but if you’re
• plan your taxi route, and note any hotspots – runway
still having problems, talk to ATC, so that they know.
crossings or parallel markings which might be easily
Their communication style will change if you’re a local
confused
pilot, versus an itinerant pilot.’
As an international airport,
the potential for runway incursions
with
severe
conse-
quences is high at Cairns,
where 767s, 737s and SAABs
share
runways
with
GA
• have a frequency management plan
Pre-flight planning is
critical–before you
arrive at the airport
aircraft and students from
• plan to ask ATC for help if things change,
or you’re unsure.
All those interviewed stressed the role
of effective communication in preventing runway incursions. Sadly, miscommunication was a major factor in the 1977
Tenerife incursion. The KLM 747 pilot used
local flying schools. As Craig Bradshaw, aka ‘Bones’,
the phrase, ‘We are now at takeoff,’ which the ATC took to
pilot and Cairns ATC, describes, ‘Airports are very
mean that the aircraft was at the holding point waiting for
busy places to be manoeuvring around, especially with
clearance to take off, rather than actually taking off. The
a lot of checks to be done. Often ATC are asking lots
controller did not warn the KLM pilot of the Pan Am 747
of questions, and it can be a very busy time for pilots
which was already on the runway, obscured by fog.
when they’re taxiing. As both a pilot and ATC, Craig is
Before you start taxiing, test your radio, then listen to
very aware of the pressures place on pilots in surface
the ATIS for active runways and further information. Jeff
movements; he was one of the driving forces behind
Hatcher argues that radio congestion is a problem in any
having Cairns hotspots included in the ERSA charts.
busy environment, especially at GAAP aerodromes, and
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FSA MAY–JUNE 08
fsa@casa.gov.au
that you’re not going to eliminate it completely. But keep-
run,’ Moorabbin CFI, Gary Smythe, explains. ‘Concentrate
ing your transmissions brief will help.
on your checks first, and then taxi with your head up’. It’s
‘Think about your transmissions – plan ahead; listen
before you talk and don’t jump in when it’s someone else’s
not rocket science, but it’s easy to miss a holding point if
you’re distracted.
turn. If you’re changing frequency, think ahead; listen first
Seeing signs is one thing, but you must know what they
and find out what’s happening on that frequency. Wait
mean, and be familiar with variations in signage. Familiar-
until that conversation is finished, and then take your
ise yourself with the relevant aerodrome in the aeronauti-
chance,’ he says.
FEATURE
cal information publication (AIP). Moorabbin has updated
It’s also critical to use standard phraseology on the
radio, and to monitor ground frequency when manoeuvring, as short term activation and deactivation of runways
its signage recently, but some other GAAP aerodromes
have more limited signage, including Bankstown.
will be broadcast on this. Always confirm ATC direction
Take the ‘Runway Challenge’
too, as incidents have occurred because of mistaken call
Airservices Australia’s web services team leader, Damian
signs. Above all, the message came through loud and
Heffernan is coordinating the development of a new online
clear: ‘If you’re unsure, ask ATC for assistance’.
interactive ‘Runway Challenge’, which is due to go live by
In the complex dynamic environment of a busy GAAP
aerodrome, situational awareness – knowing where you
July. Go to www.airservicesaustralia.com for updates,
and to be directed to the Challenge.
are, and what’s around you – is vital. Sally-Anne Scott
Bankstown, with its number of aircraft movements,
emphasises this when she advises pilots ‘to keep your
and hotspots, was used to develop the initial template.
head up and look outside for holding points’. In recognition
It is envisaged that further GAAP and other aerodromes
of the importance of situational awareness in preventing
will be added, as well as scenarios involving not only
runway incursions, an area has been allocated for pre-
aircraft as at present, but airside vehicles etc.
flight checks at Moorabbin. ‘Don’t do vital checks on the
The Challenge will allow ‘pilots to taxi around the
Ways you can help prevent runway incursions
6
Know your location. Keep a current airport
diagram handy, and read all relevant NOTAMs,
so you don’t miss important information.
7
Maintain a sterile cockpit. While on the ground,
and at cruising altitude, talking should be kept to
a minimum.
8
Know your signs. Be aware of what the various
airport signs, markings and lights mean, and
what action to take.
4
Listen carefully. Listen to the ATIS for active
runways and further information.
9
Never assume. Don’t take clearances for
granted. Look both ways before entering or
crossing taxiways and runways.
5
Confirm ATC direction, as incidents have
occurred because of mistaken call signs. Read
back required elements of the clearance, and
end your transmission with your call sign.
10
Follow procedures. Operating procedures are
designed for your safety. Follow them.
1
Plan your surface movements as carefully as you
would plan your flight
2
See the ‘big picture’. Maintain situational awareness – look around, and minimise ‘heads-down’
activities while taxiing. Monitor both ground and
tower communications where possible.
3
Transmit clearly. Test your radio before entering the taxiways, and plan your transmission,
paying attention to standard terminology and
phraseology.
W h en i n dou b t a s k A TC for a s s i s t an c e
FSA MAY–JUNE 08
13
FEATURE
fsa@casa.gov.au
Know the colour-coding and meanings of runway signs
1. Mandatory instruction signs
White inscription on a red background.
Identifies the entrance to a runway, or critical
area, and areas prohibited for use by aircraft.
Red and white: runway in sight
3. Information signs–destination
Also black inscription on a yellow background.
Arrow identifies direction to specific destinations
on the airfield, such as runways, terminals.
Yellow array: points the way
4 Information signs–
direction
2. Information signs–
location
Yellow inscription on
a black background.
Identifies the taxiway
you are located on.
Black square: you’re there
Runway markings are white... although yellow taxiway centrelines may
lead on to, or lead off, or cross, the runway). Taxiway markings are yellow.
aerodrome, where they will be faced with a number of
minutes, with the longer, more difficult scenarios taking
pre-set, real-life scenarios. ‘Pilots’ can select differ-
about four minutes.’
ent levels: ‘easy’, ‘medium’ and ‘hard’, which will then
The Challenge requires the correct phraseology to be
determine the number and type of scenarios they
used; if you choose the incorrect option, you’ll immediately
face as they manoeuvre around the aerodrome. For
lose 100 points, thereby reinforcing the importance of stan-
each level, pilots can only lose a specified number
dard phraseology for effective communication. It will also
of points before they fail – with some dangerous or
reinforce a broader understanding of correct taxiway and
illegal practices resulting in automatic failure.
runway procedures because at the end of each scenario,
‘It will be very realistic,’ Damian says, ‘because we’re
pilots will be shown ‘Here’s what you did wrong’. They can
working off recent satellite pics which are only a few
then re-do the scenario to get a perfect score, and then
months old. If you select the camera icon, you’ll be able to
level 2 will open up. Pilots will also be able to print out the
have a 360-degree spin-around of the runway.
scenario detailing all the correct phraseology, which it is
‘The plane will go a bit faster than real-time’, he continued. ‘Probably for the easy levels, it will be about two
Screen shots of the new ‘Runway Challenge’.
14
FSA MAY–JUNE 08
Black inscription on a yellow
background.
Identifies taxiway leading
out of an intersection with
an arrow indicating direction
required to align the aircraft
on that taxiway.
Yellow array: points the way
hoped will benefit student pilots of non-English-speaking
background. n
fsa@casa.gov.au
Aerodrome Safety Kit – booklet and DVD on runway safety
at GAAP aerodromes
www.casa.gov.au
Runway Safety forum – 27 March 2007 Washington DC
Summary of proceedings, as well as downloads of all
presentations
www.ntsb.gov/events/symp_ri
Interactive runway safety course
www.aopa.org/asf/runway_safety
Runway Challenge – online interactive simulation for GA
pilots
www.airservicesaustralia.com
Runway Safety – a pilot’s guide
www.airservicesaustralia.com/pilotcentre
Runway safety
dedicated section of FAA website, with runway incursion
simulations, updates, information for pilots, controllers,
and airside drivers, etc
www.faa.gov/runwaysafety
Runway Incursions White Paper March 2007.
ALPA Paper in response to NTSB forum.
www.alpa.org
Cairns ATC–pic Dean Covell
Further information
FEATURE
Curing Incursions
AeroSafety World May 2007
www.flightsafety.org
FAA runway incursions statistics/report
AeroSafety World February 2008
www.flightsafety.org
Runway warning lights
AeroSafety World March 2008
www.flightsafety.org
Runway safety goals
AeroSafety World March 2008
www.flightsafety.org
Runway Incursions – reducing the risk
Flight Safety Australia, Jan-Feb 2002 p24-29
www.casa.gov.au/fsa/2002/jan/index.asp
Runway incursions – the bane of Bankstown
Flight Safety Australia, Mar-Apr 2004 p32-33
www.casa.gov.au/fsa/2004/apr/index.asp
Runway incursions
Flight Safety Australia, July-Aug 2005 p41-42
www.casa.gov.au/fsa/2005/aug/index.asp
Error Zone – risks on the ground
Flight Safety Australia, July-August 2006 p28-35
www.casa.gov.au/fsa/2006/aug/index.asp
FSA MAY–JUNE 08
15