1 00:00:00,040 --> 00:00:08,919 Appendix one, Part one Runway Incursion Avoidance Introduction. Runway safety is a significant 2 00:00:09,000 --> 00:00:13,279 challenge and a top priority for everyone in aviation. In the United States, 3 00:00:13,279 --> 00:00:17,800 an average of three runway incursions occurred daily. Each of these incidents have the 4 00:00:17,800 --> 00:00:23,199 potential to cause significant damage to both persons and property. Runway incursions are a 5 00:00:23,199 --> 00:00:28,440 serious safety concern and have involved air carrier, aircraft, military aircraft, General 6 00:00:28,480 --> 00:00:35,079 aviation or GA, and pedestrian vehicles see Figure one Dash one. Several runway 7 00:00:35,079 --> 00:00:40,240 incursions have resulted in collisions and fatalities. Fatalities have occurred at both towered and 8 00:00:40,320 --> 00:00:45,039 non towered airports. A few seconds of an attention can cause a runway incursion. 9 00:00:46,840 --> 00:00:50,439 You are expected to taxi an airplane safely, whether moving to or from 10 00:00:50,479 --> 00:00:55,560 a runway or otherwise moving about the airport. Scenarios such as bad weather, 11 00:00:55,960 --> 00:01:02,640 low visibility, construction, airport unfamiliarity, time of day, distractions, fatigue, 12 00:01:02,840 --> 00:01:07,920 and miscommunications with air traffic control or ATC add greatly to the challenge of 13 00:01:07,959 --> 00:01:12,000 surface navigation. This chapter is designed to help you attain an understanding of the 14 00:01:12,120 --> 00:01:18,879 risks associated with surface navigation and is intended to provide you with basic information regarding 15 00:01:18,879 --> 00:01:23,680 the safe operation of aircraft at towered and non towered airports. This chapter focuses 16 00:01:23,680 --> 00:01:30,359 on the following major areas runway incursion, overview, taxi route planning, taxi 17 00:01:30,439 --> 00:01:38,719 procedures, communications, airport signs, markings, and lighting. Each section identifies 18 00:01:38,760 --> 00:01:42,040 best practices to help you avoid errors that may potentially lead to runway incursions. 19 00:01:42,760 --> 00:01:48,719 Although the chapter pertains mostly to surface movements for single pilot operations, all of 20 00:01:48,760 --> 00:01:53,120 the information is relevant for flight crew operations as well. Additional information about surface 21 00:01:53,159 --> 00:02:00,959 operations is available through the following sources. Federal Aviation Administration fa A, Runway 22 00:02:00,000 --> 00:02:08,680 Safety Website Www dot FAA dot gov slash go slash Runway Safety, FAA, 23 00:02:08,800 --> 00:02:15,919 National Aeronautical Navigation Services AERONAV formerly known as the National Aeronautical Charting Office and ACO 24 00:02:16,879 --> 00:02:24,400 www dot FAA dot gov, slash air underscore Traffic, slash flight underscore Info, 25 00:02:24,560 --> 00:02:30,120 slash A E, R, O, N A V. Airport Facility 26 00:02:30,199 --> 00:02:39,199 Directory afdwww dot FAA dot gov, slash air underscore traffic, slash flight underscore 27 00:02:39,319 --> 00:02:47,080 Info, slash Aero nav slash Product Catalog, slash Supplemental Charts slash Airport Directory. 28 00:02:49,560 --> 00:02:58,360 Automatic Terminal Information Service ADAS noticet airman not TAMS, HTTP colin slash slash 29 00:02:58,599 --> 00:03:02,840 www, dot, f AA, dot gov, slash pilots slash f LT 30 00:03:04,240 --> 00:03:12,199 underscore p l a N slash no TAMS, Advisory Circular AC ninety one, 31 00:03:12,280 --> 00:03:15,759 DASH seventy three, Part ninety one and Part one hundred and thirty five Single 32 00:03:15,879 --> 00:03:24,719 pilot and flight school procedures during taxi operations. Aeronautical Information Manual AM www dot 33 00:03:24,800 --> 00:03:32,360 FAA dot gov, slash air underscore, traffic slash publications, slash at pubs 34 00:03:32,400 --> 00:03:39,639 slash am AC one twenty DASH seventy four Parts ninety one, one twenty one, 35 00:03:40,000 --> 00:03:45,319 one twenty five, and one thirty five. Flight crew procedures during taxi 36 00:03:45,360 --> 00:03:53,680 operations. Runway incursion overview. Approximately three runway incursions occur each day at towered 37 00:03:53,680 --> 00:03:58,599 airports within the United States. The potential that these numbers present for a catastrophic 38 00:03:58,639 --> 00:04:03,879 accident is unacceptable. A runway incursion is formally defined by the FAA as quote 39 00:04:04,120 --> 00:04:09,800 an occurrence at an aerodrome involving the incorrect presence of an aircraft, vehicle or 40 00:04:09,919 --> 00:04:14,560 person on the protected area of a surface designated for the landing and takeoff of 41 00:04:14,599 --> 00:04:20,879 aircraft end quote. The following are examples of pilot deviations, operational incidence OI, 42 00:04:20,959 --> 00:04:30,439 and vehicle driver deviations that may lead to runway incursions. Pilot deviations crossing 43 00:04:30,439 --> 00:04:35,120 a runway hold marking without clearance from ATC, taking off without clearance, landing 44 00:04:35,160 --> 00:04:43,600 without clearance, operational incidence OI clearing an aircraft onto a runway while another aircraft 45 00:04:43,639 --> 00:04:47,000 is landing on the same runway, issuing a takeoff clearance while the runway is 46 00:04:47,000 --> 00:04:55,160 occupied by another aircraft or vehicle. Vehicle driver deviations crossing a runway hold marking 47 00:04:55,199 --> 00:05:01,120 without ATC clearance. According to FAA data, approximately sixty five percent of all 48 00:05:01,199 --> 00:05:06,319 runway incursions are caused by pilots. Additionally, seventy five percent of the sixty 49 00:05:06,360 --> 00:05:13,800 five percent of runway incursions are caused by GA pilots. Causal factors of runway 50 00:05:13,800 --> 00:05:19,519 incursions. Detailed investigations of runway incursions over the past ten years have identified three 51 00:05:19,560 --> 00:05:27,079 major areas contributing to these events. Failure to comply with ATC instructions, lack 52 00:05:27,120 --> 00:05:33,319 of airport familiarity, non conformance with standard operating procedures. Clear, concise and 53 00:05:33,399 --> 00:05:40,240 effective pilot controller communication is paramount to safe airport surface operations. You must fully 54 00:05:40,319 --> 00:05:45,319 understand and comply with all ATC instructions. It is mandatory to read back all 55 00:05:45,399 --> 00:05:50,240 runway hold short instructions verbatim. Taxiing on an unfamiliar airport can be very challenging, 56 00:05:50,680 --> 00:05:56,000 especially during hours of darkness or low visibility. Ensure you have a current 57 00:05:56,000 --> 00:06:00,800 airport diagram, remain heads up with eyes outside, and devote your entire attention 58 00:06:00,839 --> 00:06:05,240 to surface navigation. Per ATC clearance. All checklists should be completed while the 59 00:06:05,279 --> 00:06:10,639 aircraft is stopped. There is no place for non essential chatter or other activities 60 00:06:10,639 --> 00:06:18,439 while maintaining visualans during taxi see Figure one Dash two. Runway confusion. Runaway 61 00:06:18,480 --> 00:06:24,360 confusion is a subset of runway incursions and often results in u unintentionally taking off 62 00:06:24,439 --> 00:06:28,680 or landing on a taxiway or wrong runway. Generally, you are unaware of 63 00:06:28,680 --> 00:06:31,360 the mistake until after it has occurred. In August two thousand and six, 64 00:06:31,600 --> 00:06:35,600 the flight crew of a commercial regional jet was cleared for takeoff on runway twenty 65 00:06:35,600 --> 00:06:40,959 two, but mistakenly lined up and departed on runway twenty six, a much 66 00:06:41,000 --> 00:06:44,879 shorter runway. As a result, the aircraft crashed off the end of the 67 00:06:44,959 --> 00:06:50,600 runway causal factors of runway confusion. There are three major factors that increase the 68 00:06:50,680 --> 00:06:57,120 risk of runway confusion and can lead to a wrong runway departure airport complexity, 69 00:06:57,519 --> 00:07:01,199 close proximity of runway thresholds, joint use of a runway as a taxiway. 70 00:07:02,120 --> 00:07:06,160 Not only can airport complexity contribute to a runway incursion, it can also play 71 00:07:06,160 --> 00:07:11,839 a significant role in runway confusion. If you are operating at an unfamiliar airport 72 00:07:11,839 --> 00:07:15,279 and need assistance in executing the taxi clearance, do not hesitate to ask ATC 73 00:07:15,519 --> 00:07:20,279 for help. Always carry a current airport diagram and trace or highlight your taxi 74 00:07:20,319 --> 00:07:25,240 route to the departure runway prior to leaving the ramp. If you are operating 75 00:07:25,240 --> 00:07:30,000 from an airport with runway thresholds in close proximity to one another, exercise extreme 76 00:07:30,040 --> 00:07:33,519 caution when taking the runway. Figure one Dash three shows a perfect example of 77 00:07:33,519 --> 00:07:39,839 a taxiway leading to a runway and a runway without displaced threshold. If departing 78 00:07:39,839 --> 00:07:43,920 on runway thirty six, ensure that you set your aircraft heading bug to three 79 00:07:44,000 --> 00:07:47,399 hundred and sixty degrees and align your aircraft to the runway heading to avoid departing 80 00:07:47,399 --> 00:07:53,240 from the wrong runway. Before adding power, make one last instrument scan to 81 00:07:53,319 --> 00:07:57,800 ensure that the aircraft heading and runway heading are aligned. Under certain circumstances, 82 00:07:58,040 --> 00:08:01,680 it may be necessary to use a runway as a taxiway. For example, 83 00:08:01,959 --> 00:08:05,680 during airport constructions, some taxiways may be closed, requiring rerouting of traffic onto 84 00:08:05,800 --> 00:08:11,279 runways. In other cases, departing traffic may be required to back taxi on 85 00:08:11,279 --> 00:08:16,399 the runway in order to utilize the full runway length. It is important to 86 00:08:16,439 --> 00:08:22,720 remain extremely cautious and maintain situational awareness SA When instructed to use a runway as 87 00:08:22,720 --> 00:08:26,199 a taxiway, do not become confused and take off on the runway you are 88 00:08:26,279 --> 00:08:33,679 using as a taxiway. Taxi route planning Thorough planning is essential for safe taxi 89 00:08:33,679 --> 00:08:37,360 operations. Give as much attention to planning the airport surface movement as is given 90 00:08:37,360 --> 00:08:43,120 to other phases of flight. See Figure one. Dash four Notices to airmen 91 00:08:43,240 --> 00:08:48,600 no TAMS time. Critical aeronautical information which is of a temporary nature or not 92 00:08:48,679 --> 00:08:54,360 sufficiently known in advance to permit publication on aeronautical charts or in other operational publications 93 00:08:54,759 --> 00:09:01,440 receives immediate dissemination by the no TAM system. The note information could affect your 94 00:09:01,440 --> 00:09:05,559 decision to make the flight. It includes such information as taxiway on runaway closures, 95 00:09:05,559 --> 00:09:13,039 construction communications, changing in status of navigational aids, and other information essential 96 00:09:13,080 --> 00:09:18,320 to planned, en route, terminal or landing operations. Exercise good judgment and 97 00:09:18,399 --> 00:09:22,639 common sense by carefully regarding the information readily available in NOE tams. For more 98 00:09:22,679 --> 00:09:26,600 detailed information on no TAMS, refer back to chapter one of this handbook. 99 00:09:28,600 --> 00:09:35,840 Automated Terminal Information Service ADIS. The Automated Terminal Information Service ADIS is a recording 100 00:09:35,840 --> 00:09:41,919 of the local weather conditions and other pertinent non controlled information broadcast on a local 101 00:09:41,919 --> 00:09:46,440 frequency in a looped format. It is normally updated once per hour, but 102 00:09:46,639 --> 00:09:52,279 is updated more often when changing local conditions. Warrant important information is broadcast on 103 00:09:52,320 --> 00:09:58,279 ADIS, including weather, runways in use, specific ATC procedures, and any 104 00:09:58,320 --> 00:10:03,440 airport construction activity that could affect taxi planning. When the ADIS is recorded, 105 00:10:03,480 --> 00:10:05,919 it is given a code. This code is changed with every ADIS update. 106 00:10:07,399 --> 00:10:11,639 For example, ADIS Alpha is replaced by ADIS Bravo. The next hour, 107 00:10:11,759 --> 00:10:16,440 ADIS Charlie is recorded followed by ADIS delta and progresses down the alphabet, with 108 00:10:16,519 --> 00:10:20,559 every update starting back at alpha after a breaking surface of twelve hours or more 109 00:10:22,519 --> 00:10:26,279 prior to calling ATC tune to the ADIS frequency and listen to the recorded broadcast. 110 00:10:26,840 --> 00:10:31,720 The broadcast ends with a statement containing the ADIS code. For example, 111 00:10:31,200 --> 00:10:37,840 advised on initial contact you have information bravo. Upon contacting the tower controller, 112 00:10:37,159 --> 00:10:43,159 state information BRAVO was received. This allows the tower controller to verify the pilot 113 00:10:43,200 --> 00:10:46,279 has the current local weather and airport information without having the state at all to 114 00:10:46,320 --> 00:10:52,039 each pilot who calls. This also clears the tower frequency from being overtaken by 115 00:10:52,039 --> 00:10:56,480 the constant relay of the same information, which will result without an ADIS broadcast. 116 00:10:56,600 --> 00:11:01,279 The use of ADIS broadcasts at departure and arrival airports is not only a 117 00:11:01,360 --> 00:11:09,519 sound practice, but a wise decision. Airport Facility Directory AfD the Airport Facility 118 00:11:09,559 --> 00:11:15,720 Directory AfD is a pilot's manual that provides information on airports and other aviation facilities. 119 00:11:16,480 --> 00:11:20,879 The directory includes data that cannot be readily depicted in graphic form, including 120 00:11:20,919 --> 00:11:26,200 airport hours, runway widths, lighting codes, and fuel available. See Figure 121 00:11:26,240 --> 00:11:33,440 one Dash five airport diagram it is essential to have a current airport diagram available 122 00:11:33,480 --> 00:11:37,360 for the departure airport as well as the arrival airport for safe operations. See 123 00:11:37,399 --> 00:11:43,080 Figure one. Dash six. In the back section of each AfD volume are 124 00:11:43,120 --> 00:11:48,559 full page airport diagrams that can help you planed surface operations. Time should be 125 00:11:48,600 --> 00:11:52,919 taken to study of the airport diagram and anticipated taxi routes based on the information 126 00:11:52,000 --> 00:11:58,080 provided from the ADIS and no tams. You should not take for granted that 127 00:11:58,120 --> 00:12:03,039 the anticipated taxi route will be the same taxi route received from ATC, which 128 00:12:03,080 --> 00:12:05,320 is why it is so important to write down and read back the taxi clearance 129 00:12:05,360 --> 00:12:13,240 from ATC. Current airport diagrams are available for download at www dot FAA, 130 00:12:13,360 --> 00:12:22,399 dot gov. Slash Airports slash Runway Underscore safety slash diagrams hot spots. An 131 00:12:22,440 --> 00:12:28,399 airport hot spot is typically a complex or confusing taxiway slash taxiway or taxiway slash 132 00:12:28,480 --> 00:12:35,200 runway intersection. This area of increased risk has either a history of or potential 133 00:12:35,240 --> 00:12:39,720 four runway incursions or surface incidents due to a variety of causes, including airport 134 00:12:39,799 --> 00:12:46,600 layout, traffic flow, airport marking, signage, and lighting. You should 135 00:12:46,639 --> 00:12:50,480 pay special attention to any complex intersections or areas designated on the airport diagram as 136 00:12:50,480 --> 00:12:56,440 hotspots to reduce the risk of a runway incursion. Hotspots are depicted on airport 137 00:12:56,440 --> 00:13:01,600 diagrams as open circles or polygons designated as HS one, HS two, etc. 138 00:13:03,320 --> 00:13:07,120 See Figure one Dash seven. Hot Spots will remain charted on airport diagrams 139 00:13:07,159 --> 00:13:13,039 until the increased risk has been reduced or eliminated. Being proactive by knowing all 140 00:13:13,080 --> 00:13:18,759 possible taxi routes and maintaining taxi route awareness helps mitigate runway incursions, especially when 141 00:13:18,840 --> 00:13:26,639 navigating through complex intersections, known hotspot areas and intervening runways. End of Part 142 00:13:26,679 --> 00:13:28,240 one of Appendix one.