RUNWAY INCURSION PREVENTION GUIDE

1. RUNWAY INCURSION PREVENTION GUIDE FLIGHT CREW PROCEDURES SURFACE OPERATION

2. 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.

3. 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 crew’s 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.

4. BACKGROUND Cont. • The more complex the activities within the cockpit environment, the greater is the need for explicit and clear Standard OperatingProcedures (SOP). The overall goal is for the carriers to develop standardized flight crew procedures that will increase the flight crew’s awareness butnot will increase their workload while the aircraft is taxiing. *^#?~+ clear to cross*#@ takeoff,*&hold at:*% We are clear to do what?? Ok, and now we turn on “Alpha” to the left !!!! Correct? Rojer, rojer A

5. 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.

6. TOWERED , NON-TOWERED Airports? GENERAL AVIATION Airports: TOWERED? NON-TOWERED? Who is immune to RunwayIncursions? NOBODY And that means YOU!!!

7. 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.

10. 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

11. 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

12. 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

13. 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 Team’s (RIAT) • Further development and Implementation of AIRPORT AREA SAFETY SYSTEM (AMASS)

14. 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

15. 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

16. 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.

17. Singapore Airlines flight SQ006, daily service from Singapore to Los Angeles via Taipei, crashed on takeoff from Taipei's Chang Kai Shek International Airport at 23:18 local time. The weather in the area was poor, precipitated by a typhoon,with a temperature of 69°F/21°C, pressure 29.59in./1002 hPa, wind from 020° at 37 knots, gusting to 56 knots, and visibility of 400 meters in heavy rain. Subsequent investigation of the accident confirmed that the flight crew mistakenly attempted takeoff on Runway 05R (9029x150ft), instead of the planned Runway 05L (12008x200ft). NOTAMs showed that, at the time of the accident, Runway 05R was closed for repairs, and that numerous pieces of construction equipment were parked on the runway. Approaching 140 knots, the 747 impacted the construction vehicles, breaking the fuselage into three parts and igniting a large post-crash fire. DIDN’T CROSS to RW 05 L FIG. 1

18. 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.

19. 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

20. 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 aircraft’s precise location on the airport. Especially when the visibility is poor. It is important for the flight crew tounderstand 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.

21. 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

23. 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.

24. 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

25. 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 ATC’s 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.

26. 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.

27. 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 pilot’s vulnerability to forgetting part of a complex instruction and can be used to support airport surface operations as follows:

28. 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.

29. 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.

30. 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:

31. Intra-flight deck/cockpit Verbal Coordination cont. • 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. • 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.

32. 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

33. 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.

34. Intra-flight deck/cockpit Verbal Coordination cont. (h) cont. Any information or instructions received or transmitted during that flight crewmember’s 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 aircraft’s 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.

35. 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 this”communication 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 flightcrew’s read back and other responses. The flight crew can help enhance the controller’s 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.

36. ATC/Flight crew Communication Some of the most important guidelines that contribute to clear and accurate communications; • Maintain a “sterile”cockpit. 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.

37. 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.

38. Taxiing cont. (1) Prior the taxiing, a copy of the airport diagram should be available for use by the flightcrew. • NOTE: A flight crewmember—other than the pilot taxiing the aircraft-should follow the aircraft’s 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

39. 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.

40. 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.

41. 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 tower’s operational Status before conducting any operations. • Listen to the broadcast of advisory information on the designated frequency or UNICOM.

42. 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.

43. Policies and Procedures cont. • Remember,NOT ALL the airport are using a standard traffic pattern. • Don’t 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.

44. 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 flightcrew’s (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.

45. 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.

46. 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

47. 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 mustremain alert for them.

48. 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 aircraft’s 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.

49. 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.

50. 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.