Special Runway Incursion Issue, October 1998

Select WP05FS12. October '98

 

We need your help to reduce

Runway Incursions

Runway Incursions and all the dangers attached to them
have been increasing at an alarming rate.

You can help by:

  • Being familiar with the airport diagram.
  • Planning in advance for your taxi.
  • Using standard radio phraseology.
  • Making sure you understand and read back all clearances.
  • Complying with all ATC instructions.
  • Focusing your attention while you are taxiing.

 

What's in this Special Runway Incursion Issue?
  • The Runway Incursion Problem
    Incursions are increasing
  • Runway Signs and Markings
    Be sure you know how to read them
  • What's Your Plan
    Planning the ground portion of your trip is as imprtant as t5he flight portion
  • Did You Hear What the Controller Said?

 

 

The Runway Incursion Problem

Incursions, and all the dangers attached to them, have been increasing at an alarming rate

 A runway incursion is any occurrence at an airport involving an aircraft, vehicle person, or object on the ground that creates a collision hazard or results in a loss of separation, as defined by air traffic requirements. This separation loss can happen to a departing aircraft, or one preparing for a takeoff. Planes that are landing or intending to land can become subject to a loss of separation or incursion. In other words, ground operations are fertile ground for incursions. Although general aviation accidents have been decreasing over the past few years, incursions and all the dangers attached to them have been increasing at an alarming rate. It is merely a matter of time before these incursions become tragic accidents.

Although the definition applies only to airports with operating control towers, real danger exists for ground operations at any

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airport. The danger is greatest at night and in reduced visibility conditions. A lot like a busy intersection in your neighborhood, as traffic at our airports increases, our exposure also increases. Basic communication technique and an understanding of the airport environment become your safety net.

November 1996: A Beech 1900C was making a straight-in approach at dusk in visual conditions to Runway 13 at Quincy Municipal Airport, an uncontrolled field. At

the same time, a Beech King Air began its takeoff roll on Runway 04. Runway 04 intersects Runway 13. Waiting behind the King Air was a Piper Cherokee (PA-28).

At 1700, the captain of the Beech 1900C reported his airplane was on short final for Runway 13. He asked "is the aircraft gonna hold in position on Runway 04 or are you guys gonna take off"?

The King Air passenger-pilot did not respond, but the pilot of the Cherokee did, stating "Seven six

four …holding…for departure on runway four." The NTSB report found the Cherokee pilot’s response to the Beech 1900C’s question inappropriate since the Cherokee was behind the King Air and not first in line for takeoff. The Beech 1900C cockpit voice recorder picked up a ground proximity warning signal followed by the last part of the Piper Cherokee’s transmission, "* on the King Air."

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Despite evasive action by the pilots of both planes, they collided on the ground at the intersection of the two runways. The accident killed ten passengers and two crewmembers on the Beech 1900C. Two people in the King Air were also killed.

The weather was not a factor and all the pilots involved were properly certificated, trained and qualified.

The National Transportation Safety Board (NTSB) determined

theprobable cause of the accident to be the failure of the King Air pilots to effectively monitor the common traffic advisory frequency (CTAF.) Also implicated was their failure to scan for traffic. Contributing to the cause of the accident was the Cherokee pilot’s interrupted radio transmission. The pilots of the Beech 1900C misunderstood his message.

In its discussion of the human factors involved in the accident, the NTSB concluded that the

transmission by the Cherokee pilot created some of the confusion that precipitated the accident. Also, the pilot of the King Air was a retired airline captain and known to usually be in a hurry to get home. It is possible the pilots in the King Air were not monitoring the common traffic advisory frequency.

This tragic accident illustrates the necessity of stressing basic

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necessity of stressing basic communication technique and a solid understanding of the airport environment. Knowledge, training and awareness become your safety net.

Runway Signs and Markings

Be sure you understand the code before you venture out on the tarmac

 You might find it difficult to stopfor a stop sign if each time one was posted it looked different from other stop signs. When cues are familiar both in how they look and where they are placed, we are more likely to see and respond to the message.

We are creatures of habit. Marketing research tells us that customers look for the known, the familiar, and are most likely to respond to a message if they see it at least seven times. It is that sameness that helps create a response the advertisers want.

 Standardization is a form of sameness and repetition.

Airport markings are being standardized. That makes it good for us as pilots. A sign at one airport will look the same and mean the same at any airport. With runway incursions increasing at busy towered airports, this signage can be your ticket to trouble free ground navigation.

Airport markings are being

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standardized. That makes it good for us as pilots. A sign at one airport will look the same and mean the same at any airport. With runway incursions increasing at busy towered airports, this signage can be your ticket to trouble free ground navigation.

Signs are placed ahead of intersections and on the left side or both sides. They are mounted high enough to be seen by the large jet drivers and the general aviation pilot. At Denver International, taxiing at night can seem a little like going through a Christmas tree

maze. There are green lights, blue lights, wagging yellow lights, red ones and white lights. Here, and at many busy airports, at night and in low visibility, these signs are lighted from behind.

Airport signs follow a specific color convention. Red means danger. A red sign with white letters means you are approaching a runway. The sign may give two numbers such as 12-30, or 30-12. In the first instance, 12-30, the red sign indicates that the approach end of runway 12 is to your left as you look at the sign. In the second example, 30-12, the

30 end of the runway is to the left as you face the sign. When only one number is used, say 19R, that indicates you are actually at the approach end of runway 19R.

Black signs with yellow frames and yellow letters can name either a runway or a taxiway. These signs say you are on whatever runway or taxiway named. They are easy to spot and easy to distinguish from the other signs. They answer the "where am I"

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question. These signs will be at the side of both runways and taxiways.

Yellow signs with black letters and arrows can be the most confusing of all runway signs. These signs, however, give very specific information about where you are and how to proceed to where you want to go.

They provide general taxiing direction to a named runway. They also guide us by showing the direction to turn at the next intersection to maneuver onto a named taxiway. On the runways,

named taxiway. On the runways, these yellow signs show the pilot the direction to turn to exit the runway onto the named taxiway. Sometimes there will be a series of yellow signs with arrows going in different directions. To get to your destination, find the taxiway you want and turn your airplane onto the pavement that corresponds to the direction the arrow is pointing.

Many airports are now making the yellow hold bars and some taxiway yellow stripes easier to see by outlining them with black paint. It is critical to recognize and

respond to the hold bars properly. On the taxiway side of an intersection there are two solid yellow lines nearest the pilot with double dashed yellow lines on the far side, or runway side. These are the HOLD lines.

When you are coming off a runway, the dashed lines will be nearest you. You "dash" across the broken lines and then the solid ones to completely exit the runway. You are not officially clear of a runway until all of your

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aircraft has crossed over those solid lines.

We manage to maneuver our cars through busy streets and intersections safely with the help of stop signs and other markings. Today’s standardized airport markings provide the same safety protection. When we understand the meaning of the signs and know where to expect to find them on an airport, we will get to and from parking safely.

What’s Your Plan?

Planning the ground portion of your trip is as important as the flight portion

Be prepared for visits to airports, even familiar ones, with three primary tools:

  • an airport diagram
  • a plan
  • standard radio communication phraeseology.

Airport diagrams can be found in instrument chart packages. They are also available in several publications for the visual flight rules (VFR) pilots. These products will have a great deal of useful information. The diagrams will display the runway environment, name the runways and taxiways,

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give all the frequencies needed and a variety of helpful hints. A pilot shop or catalog is a good source.

The plan will be up to you. Where do you want to go? What services will you need? Where will you park for the restaurant or overnight?

Once you know where on the airport you want to go, you can lay out some possible routes to that spot. Assume you land in the direction most often used at your destination. Notice what taxiways you will use and what

intersections you may encounter on your way. Next, you want an alternate route. Assume, for instance, you land to the south instead of the westerly direction you are used to. What taxiways will you probably be assigned? What intersections will you need to navigate? Are there any obvious trouble spots?

With the airport diagram studied ahead and easily accessible to you after arrival, you are not likely to become confused.

Your communications with air

traffic control will complete your safety planning. Before keying the microphone, have your transmission prepared.

Typical call-ups:

" San Jose ground, Cessna 456 November, clear of one niner left, taxi to Charlie’s Café.

" San Jose clearance, Cessna 456 November, at Charlie’s Café

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ramp, with Whiskey, taxi runway one niner left."

How do you ask for help?

" San Jose ground, Cessna 456 November, at Charlie’s Café ramp, with Whiskey, unfamiliar, request progressive taxi to runway 19L." When you make this request , controllers will guide you one segment of your journey at a time. Remember, there’s nothing wrong with being

 unfamiliar. Just let the controller know so they can help!

When you receive a clearance, make sure you listen to it carefully and understand what the controller has said not what you expected to hear. If you don’t understand or it doesn’t seem correct for any reason you should question the controller. Then you want to acknowledge it quickly and effectively. For instance, you have requested runway 19L and the controller says, "Cessna 456 November,

proceed to runway 19L.

You can respond, "Cessna 456 November taxi runway 19L"

With any hold short instructions, you are required to repeat the instruction.

" Cessna 456 November, proceed to Runway 19L via taxiway bravo, hold short runway 19R."

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Response:
"Runway 19L via taxiway Bravo, hold short runway 19R, 456 November."

With this answer you have acknowledged the instruction and completed the transmission with your n-number. Controllers are required to get verification you have heard and understood their instructions. You want to do it effectively using only as many words as you need to be clear.

Then be sure to pay attention to

your taxiing and comply with the instructions. Once you have started taxiing your journey has begun. Make an effort to raise your awareness and focus on making this a safe flight from chock to chock.

So with the three tools of a diagram, a plan and good radio technique, runway incursions will be a problem you have heard about and one that does not happen to you.

This Information Prepared
by Kathleen O’Brien

Federal Aviation Administration
Long Beach Flight Standards District Office
5001 Airport Plaza Dr.
Ste 100
Long Beach, CA 90815
(562) 420-1755

In association with
Western Pacific -
Aviation Safety Program
October 1998

 

Did you hear what the controller said?
"During the takeoff roll on runway 30R, the MD-82, collided with the Cessna441 which was positioned on the runway waiting for takeoff clearance. The pilot of the Cessna acted on an apparently preconceived idea that he would use his arrival runway, runway 30R, for departure. After receiving taxi clearance to back-taxi into position and hold on runway 31, the Cessna pilot taxied into position at an intersection on runway 30R, which was the assigned departure runway for the MD-82."