DOCSLIB.ORG

FAA Runway Safety Report 2011-2012

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
FAA Runway Safety Report 2011-2012 Runway Safety Report 2011 – 2012 Table of Contents Introduction . 3 Section 1: Runway Safety Data . 5 Section 2: Runway Safety Technological Advancements . 9 Section 3: Improved Analysis . 21 Section 4: Embracing Corrections to Mitigate Risks . 29 Appendix A: Regional Runway Incursion Statistics . 38 Appendix B: Runway Incursion Data for FY 2008 through FY 2012 by Airport . 40 Runway Safety Report 2011 – 2012 1 2 Runway Safety Report 2011 – 2012 Introduction Safety is the Federal Aviation Administration’s number one priority. With our comprehensive Safety Management System (SMS), we now anticipate and correct risks before they jeopardize safety. By bringing attention to the potential hazards associated with the presence of aircraft, vehicles, and pedestrians in the runway surface environment, the FAA proactively improves flight safety. Our SMS provides us with a wealth of information, which, when compiled and analyzed, can give us a more panoramic view of our system, using a wider variety of data and a more holistic view of all the factors that contribute to safety. By blending the strength of our people, new technology, and enhanced analysis and procedures, we are seeing continued improvements in safety. There are four key elements to our safety strategy: collect and value information from our front line employees; deploy technology to gather relevant data; analyze and identify risk; and, finally, take corrective action that removes risk from the National Airspace System (NAS). Runway safety is everyone’s business. The Runway Safety Group works with airlines, industry, pilot groups, and FAA lines of business to mitigate serious hazards on the runway. Working with all stakeholders, the FAA has developed innovative programs and techniques to reduce the number and severity of surface incidents, including implementing the international standard phraseology “line up and wait” and requiring explicit taxi instructions for runway crossings. The FAA conducts Runway Safety Action Team meetings at every towered airport in the country. In April 2010, we created the FAA’s Airport Construction Advisory Council (ACAC) to increase awareness of closures and construction at various airports across the nation. Risk analysis greatly improves when stakeholders constantly focus on the runway environment. Our efforts also include comprehensive outreach, education, and training. These initiatives focus on keeping surface safety awareness at the highest possible levels among pilots, controllers, and vehicle drivers. This Runway Safety Report provides an overview of FY 2011 and FY 2012. It offers a comprehensive accounting of the accomplishments within the FAA, which is reflected in the associated runway safety metrics contained in this report. A review of the historic data highlights the significant progress made by the FAA in improving airport surface safety. We are fully aware that there will continually be new challenges to address. We are proud of our accomplishments to date, and remain committed to lead the effort to reduce risk associated with runway operations within the NAS. We will continue to work with our partners to develop new and innovative ways to improve runway safety in an ever-changing environment. Joseph Teixeira Vice President, Safety and Technical Training Air Traffic Organization, Federal Aviation Administration Runway Safety Report 2011 – 2012 3 4 Runway Safety Report 2011 – 2012 SECTION 1: Runway Safety Data he FAA collects data on runway incursions through electronic systems and reporting programs as a primary step of its runway safety program. Airports in the United States with air traffic control services are required to report any incidentT that occurs on the surface of a runway environment, runway safety area (RSA), or on any other airport movement area. New automated recording and reporting systems are making • Category D is an incident that meets the definition of those records more and more accurate. Voluntary safety runway incursion, such as incorrect presence of a single reporting programs for pilots and air traffic controllers are vehicle/person/aircraft on the protected area of a surface providing insight into the reasons why the incidents occur. designated for the landing and take off of aircraft, but with The FAA reviews all of these incidents and identifies a subset no immediate safety consequences. as surface events, most of which are runway incursions. These categories consider factors such as the speed and What is a Runway Incursion?1 performance characteristics of the aircraft involved, the proximity of one aircraft to another aircraft or a vehicle, and • Any occurrence at an aerodrome involving the incorrect the type and extent of any evasive action by those involved in presence of an aircraft, vehicle, or person on the protected the event. area of a surface designated for the landing and takeoff of aircraft.2 Runway incursions can be further classified by type as Air Traffic Controller Operational Incidents, Pilot Deviations, or On October 1, 2007, the start of FAA’s fiscal 2008, the Vehicle/Pedestrian Deviations. FAA adopted standard definitions from the International Civil Aviation Organization (ICAO) for runway incursions • Operational Incident: The action of an air traffic controller and runway incursion severity. Pilot deviations accounted that results in less than required minimum separation for 63 percent of runway incursions, with the remaining between two or more aircraft or between an aircraft and 37 percent essentially split between the other two runway obstacles (e.g., equipment, vehicles, personnel on runways) incursion types. or clearing an aircraft to take off or land on a closed runway. There are four severity categories of runway incursions: • Pilot Deviation: The action of a pilot that violates any • Category A is an incident in which a collision is narrowly Federal Aviation Regulation (e.g., a pilot crosses a runway avoided. without a clearance to do so, while en route to an airport • Category B is an incident in which separation decreases ramp or gate). and there is a significant potential for collision, which may • Vehicle/Pedestrian Deviation: Pedestrians or vehicles result in a time-critical corrective/evasive response to avoid entering any portion of the airport movement areas a collision. (runways or taxiways) without authorization from Air • Category C is an incident characterized by ample time and/ Traffic Control. or distance to avoid a collision. 1 FAA Order 7050.1A, September 16, 2010 2 ICAO Manual on the Prevention of Runway Incursions, Doc 9870, AN/463, First Edition – 2007 Runway Safety Report 2011 – 2012 5 The FAA has met the established runway safety goals, as demonstrated by the measures in a recent safety performance report3: by 2012, reduce Category A and B runway incursions to a rate of no more than 0.395 per million operations, and maintain or improve that rate through FY 2013. In each year through FY 2012, the FAA has met or exceeded these goals. Both total runway incursions and Category A and B runway incursions increased year over year from FY 2011 through FY 2012. This increase in the number of reported events coincides with a similar increase in the number of reported airborne operational incidents and correlates to the implementation of improved reporting systems and safety culture enhancements. We have also seen an increase in reporting from federal contract towers. Total Runway Incursions In FY 2012, 583 towered airports reported a total of 1,150 runway incursions, which is an increase from the 954 runway incursions in FY 2011. The increase correlates to improvements in reporting systems and several years of safety culture enhancements that encourage FAA employees to actively participate in the Air Traffic Organization’s (ATO) Safety Management System. These programs are paying off, yielding nearly 10 times more data over the last three years than traditional reporting systems. With the increased reporting, we are able to identify and address safety risks more effectively and more consistently. Figure 1: Number and Rate of Runway Incursions (FY 2008 – FY 2012) 3 FAA Portfolio of Goals, FY 2011 Methodology Report, FAA Flight Plan Performance Measures 6 Runway Safety Report 2011 – 2012 SECTION 1: Runway Safety Data Category A and B Runway Incursions The number and rate of Category A and B runway incursions fell between FY 2008 and FY 2010. Beginning in FY 2011 and continuing in FY 2012, the rate of Category A and B runway incursions increased slightly (see Figure 3). The majority of runway incursions in the United States continue to be Category C and D events. The FAA has made significant strides in improving runway safety and continues to outperform FAA performance targets in this area, with fewer than 0.395 events per million operations. While the FAA tracks runway incursion counts and rates, counting numbers of incidents does not provide a complete picture of surface safety. The FAA works with industry to use tools and techniques, such as root cause analysis, to identify hazards and develop mitigations. To enhance our ability to identify and correct hazards, the FAA is developing an improved risk analysis process. This process enhances our ability to identify causal factors associated with the more serious occurrences, and analyzed data will be used to identify specific hazards targeted for mitigation. Improved identification of areas of risk, by location, type of operations, airport configurations, etc., will enable the FAA to enact mitigations (new
Load more

Recommended publications
  • Runway Excursion During Landing, Delta Air Lines Flight 1086, Boeing MD-88, N909DL, New York, New York, March 5, 2015
    Runway Excursion During Landing Delta Air Lines Flight 1086 Boeing MD-88, N909DL New York, New York March 5, 2015 Accident Report NTSB/AAR-16/02 National PB2016-104166 Transportation Safety Board NTSB/AAR-16/02 PB2016-104166 Notation 8780 Adopted September 13, 2016 Aircraft Accident Report Runway Excursion During Landing Delta Air Lines Flight 1086 Boeing MD-88, N909DL New York, New York March 5, 2015 National Transportation Safety Board 490 L’Enfant Plaza, S.W. Washington, D.C. 20594 National Transportation Safety Board. 2016. Runway Excursion During Landing, Delta Air Lines Flight 1086, Boeing MD-88, N909DL, New York, New York, March 5, 2015. Aircraft Accident Report NTSB/AAR-16/02. Washington, DC. Abstract: This report discusses the March 5, 2015, accident in which Delta Air Lines flight 1086, a Boeing MD-88 airplane, N909DL, was landing on runway 13 at LaGuardia Airport, New York, New York, when it departed the left side of the runway, contacted the airport perimeter fence, and came to rest with the airplane’s nose on an embankment next to Flushing Bay. The 2 pilots, 3 flight attendants, and 98 of the 127 passengers were not injured; the other 29 passengers received minor injuries. The airplane was substantially damaged. Safety issues discussed in the report relate to the use of excessive engine reverse thrust and rudder blanking on MD-80 series airplanes, the subjective nature of braking action reports, the lack of procedures for crew communications during an emergency or a non-normal event without operative communication systems, inaccurate passenger counts provided to emergency responders following an accident, and unclear policies regarding runway friction measurements and runway condition reporting.
    [Show full text]
  • Runway Safety Spring 2021 Report
    Graphical NOTAM Interface For Improving Efficiency of Reporting NOTAM Information April 2021 Design Challenge: Runway Safety/Runway Incursions/Runway Excursions Challenge E: Optimizing application of NextGen technology to improve runway safety in particular and airport safety in general. Team Members: Undergraduate Students: Matthew Bacon, Gregory Porcaro, Andrew Vega Advisor’s Name: Dr. Audra Morse Michigan Technological University Table of Contents | 1 02 Executive Summary Runway excursions are a type of aviation incident where an aircraft makes an unsafe exit from the runway. According to the Ascend World Aircraft Accident Summary (WAAS), 141 runway excursion accidents involving the Western-built commercial aircraft fleet occurred globally from 1998 to 2007, resulting in 550 fatalities; 74% of landing phase excursions were caused by either weather-related factors or decision-making factors (Ascend, 2007). One mitigation strategy is training pilots how to interpret Runway Condition Codes (RWYCCs) to understand runway conditions. Recent developments such as NextGen and Electronic Flight Bags (EFBs) have improved the quality of weather condition reporting. However, Notices to Airmen (NOTAMs), the primary source of runway condition information and any other irregularities in airspace, are still presented to pilots in an inefficient format contributing to runway excursions and safety concerns NOTAMs consist of confusing abbreviations and do not effectively convey the relative importance of information. The team developed an Electronic Flight Bag (EFB) user interface that provides a graphical representation of NOTAM and weather information to improve how pilots receive condition changes at airports. The graphical NOTAM interface utilizes Automatic Dependent Surveillance-Broadcast (ADS-B) to receive real time NOTAM updates.
    [Show full text]
  • Development of a Bayesian Belief Network Runway Incursion and Excursion Model
    Proceedings of the American Society for Engineering Management 2014 International Annual Conference S. Long, E-H. Ng, and C. Downing eds. DEVELOPMENT OF A BAYESIAN BELIEF NETWORK RUNWAY INCURSION AND EXCURSION MODEL Lawrence L. Green Vehicle Analysis Branch (E401) 1 North Dryden Street (Mail Stop 451) NASA Langley Research Center, Hampton VA 23681 __________________________________________________________________________________ Abstract In a previous work, a statistical analysis of runway incursion (RI) event data was conducted to ascertain the relevance of this data to the top ten Technical Challenges (TC) of the National Aeronautics a nd Space Administration (NASA) Aviation Safety Program (AvSP). The study revealed connections to several of the AvSP top ten TC and identified numerous primary causes and contributing factors of RI events. The statistical analysis served as the basis for developing a system-level Bayesian Belief Network (BBN) model for RI events, also previously reported. Through literature searches and data analysis, this RI event network has now been extended to also model runway excursion (RE) events. These RI and RE event networks have been further modified and vetted by a Subject Matter Expert (SME) panel. The combined system-level BBN model will allow NASA to generically model the causes of RI and RE events and to assess the effectiveness of technology products being developed under NASA funding. These products are intended to reduce the frequency of runway safety incidents/accidents, and to improve runway safety in general. The development and structure of the BBN for both RI and RE events are documented in this paper. Keywords Runway Safety, Runway Incursion (RI), Runway Excursion (RE), Bayesian Belief Network (BBN) Introduction One focus area of the National Aeronautics and Space Administration (NASA), enabled through the Aviation Safety Program (AvSP) of the NASA Aeronautics Research Mission Directorate and in cooperation with the Federal Aviation Administration (FAA), is to improve aviation safety.
    [Show full text]
  • Chealander Testimony
    Testimony of Steven Chealander National Transportation Safety Board before the Commerce, Science, and Transportation Committee Aviation Operations, Safety, and Security Subcommittee U.S. Senate April 10, 2008 Good morning, Chairman Rockefeller and Ranking Member Hutchison. Thank you for allowing me the opportunity to present testimony on behalf of the National Transportation Safety Board. I am privileged to represent an agency that is dedicated to the safety of the traveling public. As you know, the Safety Board is charged with investigating aviation incidents and accidents, determining their probable cause, and making recommendations to prevent similar accidents from happening again. The Board is concerned about key safety issues including: runway incursions, runway excursions, icing conditions, fuel tank inerting, human fatigue, and maintenance of aircraft. The world’s deadliest runway incursion accident, which remains the world’s deadliest aviation accident, occurred in March 1977 when two passenger jumbo jets collided on a runway at Tenerife, Canary Islands, causing the deaths of 583 passengers and crew. The deadliest U.S. runway incursion accident involving two aircraft was a collision between a USAir 737 and a Skywest Metroliner commuter airplane at Los Angeles International Airport (LAX) in February 1991, which killed 34 people. Another accident, involving a Comair Bombardier CL600 that departed the wrong runway on August 27, 2006, killed 49 people in Lexington, Kentucky. The Safety Board has also investigated several other runway excursions including the accident involving a Southwest Boeing 737 that killed one person at Chicago’s Midway Airport. Runway Incursions On October 1, 2007, the Federal Aviation Administration (FAA) adopted the International Civil Aviation Organization’s definition of runway incursion.
    [Show full text]
  • Runway Excursions Study
    NLR-CR-2010-259 Executive summary A STUDY OF RUNWAY EXCURSIONS FROM A EUROPEAN PERSPECTIVE Report no. NLR-CR-2010-259 Author(s) G.W.H. van Es Report classification UNCLASSIFIED Date May 2010 Knowledge area(s) ) Vliegveiligheid (safety & security) Problem area on the European context. The Vliegoperaties Safety statistics show that study was limited to civil Luchtverkeersmanagement(A runway excursions are the most transport type of aircraft (jet and TM)- en luchthavenoperaties common type of accident turboprop) involved in Descriptor(s) reported annually, in the commercial or business Runway safety European region and worldwide. transport flights. Overrun Veeroff Description of work Results and conclusions Runway friction Causal and contributory factors The final results are used to RTO that may lead to a runway define preventive measures for excursion are identified by runway excursions. analysing data of runway excursions that occurred during the period 1980-2008. The scope of this report includes runway excursions that have taken place globally with a focus UNCLASSIFIED NLR-CR-2010-259 NLR Air Transport Safety Institute Anthony Fokkerweg 2, 1059 CM Amsterdam, UNCLASSIFIED P.O. Box 90502, 1006 BM Amsterdam, The Netherlands Telephone +31 20 511 35 00, Fax +31 20 511 32 10, Web site: http://www.nlr-atsi.nl NLR-CR-2010-259 A STUDY OF RUNWAY EXCURSIONS FROM A EUROPEAN PERSPECTIVE G.W.H. van Es This report may be cited on condition that full credit is given to NLR, the author and EUROCONTROL. This report has also been published as a EUROCONTROL report. This document has been given an NLR report identifier to facilitate future reference and to ensure long term document traceability.
    [Show full text]
  • Aviation Investigation Report, Runway Excursion, Cargojet Airways Ltd., Boeing 727-225, C-GCJZ, Moncton, New Brunswick, 24 March
    AVIATION INVESTIGATION REPORT A10A0032 RUNWAY EXCURSION CARGOJET AIRWAYS LTD. BOEING 727-225, C-GCJZ MONCTON, NEW BRUNSWICK 24 MARCH 2010 The Transportation Safety Board of Canada (TSB) investigated this occurrence for the purpose of advancing transportation safety. It is not the function of the Board to assign fault or determine civil or criminal liability. Aviation Investigation Report Runway Excursion Cargojet Airways Ltd. Boeing 727-225, C-GCJZ Moncton, New Brunswick 24 March 2010 Report Number A10A0032 Synopsis On 24 March 2010, at 0120 Atlantic Daylight Time, a Boeing 727-225 aircraft (registration C-GCJZ, serial number 21854) operated as Cargojet flight 620, departed Hamilton/John Munro International Airport, Ontario, on a scheduled cargo flight to the Greater Moncton International Airport, New Brunswick, with 3 crew members on board. An Instrument Landing System approach was carried out and at 0307, the aircraft touched down on the 6150 foot long Runway 06. Following touchdown, the flight crew were unable to stop the aircraft prior to the end of the runway. The aircraft came to rest in deep mud, the nose wheel approximately 340 feet beyond the runway end and 140 feet beyond the edge of the paved runway end strip. A local fire department responded and arrived on-scene approximately 20 minutes after the aircraft departed the runway. The flight crew exited the aircraft using a ladder provided by the fire fighters. There were no injuries and the aircraft had minor damage. Ce rapport est également disponible en français. Table of Contents
    [Show full text]
  • Reducing the Risk Runway Excursions
    MAIN MENU Report . Reducing the Risk of Runway Excursions: Report of the Runway Safety Initiative . Appendixes Reducing the Risk of RUNWAY EXCURSIONS REPORT OF THE RUNWAY SAFETY INITIATIVE This information is not intended to supersede operators’ or manufacturers’ policies, practices or requirements, and is not intended to supersede government regulations. Reducing the Risk of RUNWAY EXCURSIONS REPORT OF THE RUNWAY SAFETY INITIATIVE Contents 1. Introduction 4 1.1 Definitions 4 2. Background 5 3. Data 6 Reducing the Risk of 4.0 Common Risk Factors inRunway Excursion Events 9 RUNWAY EXCURSIONS 4.1 Flight Operations 9 4.1.1 Takeoff Excursion Risk Factors 9 REPORT OF THE RUNWAY SAFETY INITIATIVE 4.1.2 Landing Excursion Risk Factors 9 4.2 Air Traffic Management 9 TABLE OF CONTENTS 4.3 Airport 9 1. Introduction .......................................................................................................................................................................... 4 1.1 Definitions ................................................................................................................................................................. 4 4.4 Aircraft Manufacturers 9 2. Background .......................................................................................................................................................................... 5 4.5 Regulators 9 3. Data ...................................................................................................................................................................................
    [Show full text]
  • FY 2021 Southwest (ASW) Regional Runway Safety Plan
    FY2021 Southwest (ASW) Regional Runway Safety Plan COMMITTED TO CONTINUOUSLY IMPROVING SURFACE SAFETY. www.faa.gov ATO Safety and Technical Training Executive Summary In response to the agency goal and follow up to is a fluid and dynamic document which will be the National Runway Safety Plan, the ASW Runway evaluated and modified as events warrant. Safety Plan serves as a roadmap with regional Runway Safety Program FAA Order 7050.1B runway safety emphasis for FY2021. prescribes the FAA Runway Safety Program and FAA Safety Management System (SMS) The members of the Regional Runway Safety establishes policy, assigns responsibility, and TABLE OF 04 Governance Council (RSGC) and the Regional delegates’ authority for ensuring compliance with CONTENTS Runway Safety Program Manager(s) (RSPMs) this order within each organization. will determine the impact and resources. This 06 Regional Runway Safety Plan (RRSP) Methodology ASW Executive Roster ASW Runway Safety Team Rob Lowe Darren Fields ASW Regional Administrator ASW Runway Safety Program Manager 07 FY21 RRSP Initiatives and Safety Assurance Lisa Ryan Heather Peet ASW Deputy Regional ASW Runway Safety Program Manager Administrator Safety Risk Management (SRM) Andy Atchley 08 Director, Central Service Center Ignacio Flores Director, Airports Division Safety Policy Southwest Region 10 Frank McIntosh Director, Air Traffic Services Central Service Area 11 Safety Promotion Randall Burke Director, Technical Operations Services Central Service Area 13 Appendices 4 Southwest (ASW) Regional Runway Safety Plan FY21 Southwest (ASW) Regional Runway Safety Plan FY21 5 FAA Safety Management National Runway System (SMS) Safety Plan Objectives The FAA Order 8000.369B, Safety Management A main function of the SMS is to collect and System, advances safety management by analyze relevant data that identifies the factors moving toward a process-oriented safety that constitute acceptable risk.
    [Show full text]
  • FINAL INVESTIGATION REPORT on RUNWAY EXCURSION to M/S AIR INDIA EXPRESS LTD BOEING 737-800 NG AIRCRAFT VT-AXT on 10/07/2018 at MUMBAI
    88 380873/2019/DIRECTORATE OF AIR SAFETY (AS)-DGCA FINAL INVESTIGATION REPORT ON RUNWAY EXCURSION TO M/s AIR INDIA EXPRESS LTD BOEING 737-800 NG AIRCRAFT VT-AXT ON 10/07/2018 AT MUMBAI GOVERNMENT OF INDIA O/o, DIRECTOR AIR SAFETY, WESTERN REGION, NEW INTEGRATED OPERATIONAL OFFICE COMPLEX, SAHAR ROAD, VILE PARLE (EAST), MUMBAI-400099 89 380873/2019/DIRECTORATE OF AIR SAFETY (AS)-DGCA OBJECTIVE This investigation is conducted in accordance with the provisions of Aircraft (Investigation of Accidents and Incidents) Rules, 2017 of India. The sole objective of this investigation is the prevention of accidents and incidents and not to apportion blame or liability. i 90 380873/2019/DIRECTORATE OF AIR SAFETY (AS)-DGCA FOREWARD This document has been prepared based upon the evidences collected during the investigation, opinion obtained from the experts and laboratory examination of various components. Consequently, the use of this report for any purpose other than for the prevention of accidents or incidents could lead to erroneous interpretations. ii 91 380873/2019/DIRECTORATE OF AIR SAFETY (AS)-DGCA CONTENTS CHAPTER ITEM PAGE NO. --- ABBREVIATIONS 1 --- SYNOPSIS 6 1 FACTUAL INFORMATION 1.1 History of Flight 6 1.2 Injuries to Persons 15 1.3 Damage to Aircraft 15 1.4 Other Damage 16 1.5 Personnel Information 16 1.6 Aircraft Information 19 1.7 Meteorological Information 23 1.8 Aids to Navigation 23 1.9 Communication 24 1.10 Aerodrome Information 24 1.11 Flight Recorders 27 1.12 Wreckage and Impact Information 36 1.13 Medical and Pathological Information
    [Show full text]
  • Predicting Pilot Misperception of Runway Excursion Risk Through Machine Learning Algorithms of Recorded Flight Data
    Dissertations and Theses 2-2020 Predicting Pilot Misperception of Runway Excursion Risk Through Machine Learning Algorithms of Recorded Flight Data Edwin Vincent Odisho II Follow this and additional works at: https://commons.erau.edu/edt Part of the Aviation Safety and Security Commons, and the Risk Analysis Commons This Dissertation - Open Access is brought to you for free and open access by Scholarly Commons. It has been accepted for inclusion in Dissertations and Theses by an authorized administrator of Scholarly Commons. For more information, please contact [email protected]. PREDICTING PILOT MISPERCEPTION OF RUNWAY EXCURSION RISK THROUGH MACHINE LEARNING ALGORITHMS OF RECORDED FLIGHT DATA By Edwin Vincent Odisho II A Dissertation Submitted to the College of Aviation in Partial Fulfillment of the Requirements for the Degree of Doctor of Philosophy in Aviation Embry-Riddle Aeronautical University Daytona Beach, Florida February 2020 © 2020 Edwin Vincent Odisho II All Rights Reserved. ii ABSTRACT Researcher: Edwin Vincent Odisho II Title: PREDICTING PILOT MISPERCEPTION OF RUNWAY EXCURSION RISK THROUGH MACHINE LEARNING ALGORITHMS OF RECORDED FLIGHT DATA Institution: Embry-Riddle Aeronautical University Degree: Doctor of Philosophy in Aviation Year: 2020 The research used predictive models to determine pilot misperception of runway excursion risk associated with unstable approaches. The Federal Aviation Administration defined runway excursion as a veer-off or overrun of the runway surface. The Federal Aviation Administration also defined a stable approach as an aircraft meeting the following criteria: (a) on target approach airspeed, (b) correct attitude, (c) landing configuration, (d) nominal descent angle/rate, and (e) on a straight flight path to the runway touchdown zone.
    [Show full text]
  • Regional Examples of Runway Excursions (Res)
    Regional Examples of Runway Excursions (REs) RST Implementation Workshop Eduardo Chacin St. Jonhs’, Antigua and Regional Officer , Flight Safety ICAO NACC Regional Office Barbuda 8-11 November 2016 30-05-2008, Tegucigalpa, Honduras 8-11 November 2016 RST Implementation 2 30-05-2008, Tegucigalpa, Honduras • The wind information given by the ATC at Tegucigalpa was 190°/10kt and confirmed that the runway was wet. • The aircraft landing weight was 63.5t (max landing weight 64.5t) and a Vapp of 137kt. • At touch down, IAS was 139kt and Ground Speed (GS) was 159kt (estimated tailwind was 12kt from DFDR data analysis). • Runway 02 is 3297 feet high and has a displaced threshold of 213m. • The Landing Distance Available (LDA) for runway 02 is 1649m. 8-11 November 2016 RST Implementation 3 30-05-2008, Tegucigalpa, Honduras • The touch down occurred at approximately 400m from the runway 02 displaced threshold • Immediately after touch down, the crew selected MAX REV, and both engine reversers and the ground spoilers deployed normally. • The crew applied manual braking 4s after main landing gear touch down and commanded maximum pedal braking 10 seconds later. • At 70kt IAS, upon call-out of the copilot, the captain selected IDLE REV. • The remaining distance to the runway end was approximately 190m. • The aircraft overran the runway at 54kt and dropped down the 20 m embankment and onto a street, sustaining severe damage on impact with the ground. • Total: Fatalities: 3 / Occupants: 124 • Ground casualties: Fatalities: 2 8-11 November 2016 RST Implementation 4 20-12-2008, Denver, CO, USA 8-11 November 2016 RST Implementation 5 20-12-2008, Denver, CO, USA • A Boeing 737-500, departed the left side of runway 34R during takeoff from Denver International Airport (DEN).
    [Show full text]
  • Session Arrester Systems, Declared Distances and Runway Excursion
    Session Arrester Systems, Declared Distances and Runway Excursion Prevention 1 Runway Excursion Toronto, Canada August 2, 2005 200 meters from end of runway 2 American Airlines Flight 331, Norman Manley International Airport, Kingston, Jamaica December 22, 2009 ? How can you reduce the damage ? Std Rwy Strip Width 150 m from Runway Centerline ICAO ANNEX 14, Volume I Recommended “Graded” Rwy Strip (1) Runway Width equals 75 m from Runway Centerline Std RESA Recommended RESA Strip Std Length Length = Length 150 m 60 m 90m Runway Width = width of “Graded” Width = Rwy Strip (2) Runway 2x Runway Width End Safety Area Total Length = 240 m (800 feet) Case for Std Rwy Strip Code 3 Runways and Code 4 Runways •Not to scale 4 Runway Strip • 3.4.1 A runway and any associated stopways shall be included in a strip. • 3.4.2 A strip shall extend before the threshold and beyond the end of the runway or stopway for a distance of at least: — 60 m where the code number is 2, 3 or 4; — 60 m where the code number is 1 and the runway is an instrument one; and — 30 m where the code number is 1 and the runway is a non-instrument one. 5 ?Where does the Runway Strip Begin? before a threshold beyond a runway end beyond a STOPWAY •Clearway •Clearway 17 35 Runway End Safety Area (RESA) • 3.5.1 A runway end safety area shall be provided at each end of a runway strip where: — the code number is 3 or 4; and — the code number is 1 or 2 and the runway is an instrument one.
    [Show full text]