The examples and perspective in this article deal primarily with the United States and do not represent a worldwide view of the subject. (January 2024) |
A runway incursion is an aviation incident involving improper positioning of vehicles or people on any airport runway or its protected area. When an incursion involves an active runway being used by arriving or departing aircraft, the potential for a collision hazard or instrument landing system (ILS) interference can exist. At present, various runway safety technologies and processes are commonly employed to reduce the risk and potential consequences of such an event.
Definition
editThe internationally-accepted definition of a runway incursion is:[1]
Any occurrence at an aerodrome involving the incorrect presence of an aircraft, vehicle or person on the protected area of a surface designated for the landing and take off of aircraft.
— International Civil Aviation Organization (ICAO)., PANS-OPS Doc 4444, Ch.1
In the United States, the FAA classifies runway incursions into 3 types, with 5 levels of severity:[2]
| Runway incursion type | |
|---|---|
| Operational incident | Action of an air traffic controller that results in less than required minimum separation between two or more aircraft, or between an aircraft and obstacles (vehicles, equipment, personnel) on runways or clearing an aircraft to takeoff or land on a closed runway. |
| Pilot deviation | Action of a pilot that violates any Federal Aviation Regulation, example: a pilot crosses a runway without a clearance while en route to an airport gate. |
| Vehicle/pedestrian deviation | Pedestrians or vehicles entering any portion of the airport movement areas (runways/taxiways) without authorization from air traffic control. |
| Runway incursion severity (descending order) | |
| Accident | An incursion that resulted in a collision. |
| Category A | A serious incident in which a collision was narrowly avoided. |
| Category B | An incident in which separation decreases and there is a significant potential for collision, which may result in a time critical corrective/evasive response to avoid a collision. |
| Category C | An incident characterized by ample time and/or distance to avoid a collision. |
| Category D | Incident that meets the definition of runway incursion such as incorrect presence of a single vehicle/person/aircraft on the protected area of a surface designated for the landing and takeoff of aircraft but with no immediate safety consequences. |
Analysis
editFormal study of runway incursions began in the 1980s, following several high-profile near misses and fatal collisions of airliners operating on airport surfaces. One of the earliest reports on the topic was published in 1986 by the American National Transportation Safety Board (NTSB), titled Runway Incursions at Controlled Airports in the United States.[3] Citing examples like the Tenerife airport disaster and the 1972 Chicago–O'Hare runway collision, a special investigation was opened "to investigate selected runway incursions to determine their underlying causes and to recommend appropriate remedial actions."[3]: 1 After detailed examination of 26 incursion incidents occurring in 1985, investigators compiled a list of conclusions and safety recommendations. Among their findings were a need for clearer airport signage, improved controller supervision, and revised training procedures for aircrews and controllers. Despite the valuable data generated by the investigation, the NTSB conceded that, at the time, "the magnitude of the runway incursion problem could not be measured because of both incomplete reporting and follow-up investigations by the FAA."[3]: 33
Two years later in 1988, the Federal Aviation Administration issued its own report, Reducing Runway Incursions, with the purpose of establishing an integrated program for runway incursion reduction. Its general recommendations included:[4]: 44–45
- Establish a steering committee on runway incursion reduction
- Accelerate development and field deployment of Airport Movement Area Safety System technology
- Emphasize the analysis of pilot-related causal factors
In January 1991, the FAA published the first edition of its biennial Runway Incursion Plan (now known as the National Runway Safety Plan). The document introduced organizational and legislative reforms alongside new initiatives to leverage research on human factors, design, technological innovation, and professional development.[4]: 45–46 In August 1992, however, a US General Accounting Office (GAO) congressional testimony criticized the agency's budgeting, delayed implementation, and inadequate reporting of the initiatives, especially its rollout of ASDE-3 radar and Traffic Collision Avoidance System (TCAS) technologies.[5]
Despite newfound emphasis on runway incursion prevention, another fatal accident occurred on 3 December 1990, when eight people were killed after two Northwest Airlines flights collided in fog at Detroit Metropolitan Airport.[4] The NTSB determined the accident's probable cause to be pilot error due to communication errors, inadequate crew resource management (CRM), and disorientation exacerbated by deficient airfield geometry.[4]: 79 Additionally, the NTSB recommended stricter airport certification requirements under 14 CFR Part 139 in the areas of lighting and conspicuous markings/signage.[4]: 80
In 2000, research into incursions at uncontrolled and non-towered airports was conducted by the Aviation Safety Reporting System based on data gathered by interviewing pilots who had experienced a runway incursion. Interviews lasted around 45 minutes to 1 hour, and the data was de-identified for FAA use in developing safety measures.[6]
In 2005, the FAA assisted ICAO in its creation of a formal, internationally-accepted definition of a runway incursion. The new verbiage was first added to the fourteenth edition of PANS-OPS Doc 4444, but it was not until 1 October 2007, that the FAA finally adopted the ICAO definition. Previously, the FAA had maintained that an incursion only included incidents in which a potential traffic conflict existed. An event without a potential conflict– such as an unauthorized aircraft crossing an empty runway– had been defined as a 'surface incident'.[7]
As of 2017, the last fatal runway incursion accident involving a U.S. Federal Aviation Regulations Part 121 air carrier was in 2006.[8]
Between 2011 and 2017, 12,857 runway incursions were reported in the United States. Between October 2016 and September 2017, 1,341 were reported. Of these, six were placed in the most serious categories A and B. Four of these were considered ATC incidents, and two were "pilot deviations". Of the 1,341 incidents, 66 percent were caused by pilot deviation, 17 percent were vehicle/pedestrian incidents, 16 percent were air traffic control (ATC) incidents, and 1 percent were "other".[8]
An FAA study of the year ending September 2016, found that of 361 runway incursions attributed to pilot deviation, 27 percent resulted from "pilot failed to hold short of runway as instructed", and 14.7 percent from "pilot failed to hold short of runway". 5 percent of pilot deviations were classified as the pilot failing to comply with an ATC clearance. In 3.4 percent of deviations, the pilot departed without a departure clearance.[8]
The NASA Aviation Safety Reporting Service (ASRS) received 11,168 reports of runway incursions between January 2012 to August 2017, at a rate of approximately 2000 per year. More than 40 percent of reports were filed by general aviation pilots, and 36 percent by air carrier pilots. Factors included situational awareness, communication breakdown, confusion, and distraction.[8]
Technology
editThe Airport Surface Detection Equipment, Model X (ASDE-X) and the Airport Movement Area Safety System (AMASS) are computerized systems that are intended to alert air traffic controllers to the potential for a runway incursion.
The Honeywell Runway Awareness and Advisory System alerts pilots to the potential for a runway incursion.
List
editList of runway collision accidents with fatalities
editCategory A runway incursion incidents
editUnited States
editThe following table lists Category A runway incursion incidents in the United States since 2001.[9] This table only includes incidents in which all involving planes are Part 121 and Part 129 airliners, and are investigated by both FAA and NTSB. Note that the Category rank of Air Canada Flight 759 incident in 2017 was "N/A" according to the FAA Runway Safety database, so it is not in the following table.[10]
| Date | Airport | Flights | Aircraft | Closest proximity | Refs |
|---|---|---|---|---|---|
| 2023-02-04 | Austin–Bergstrom International Airport, Austin, TX | Southwest Airlines Flight 708 and Federal Express Flight 1432 | Boeing 737-700 and Boeing 767-300 | 150 to 170 feet (46 to 52 meters) | NTSB docket FAA |
| 2017-02-15 | San Francisco International Airport, San Francisco, CA | Compass Airlines Flight 6081 and Virgin America Flight 920 | ERJ 170-200 and Airbus A320-214 | Vertical: about 125 feet (38m) | NTSB docket FAA |
| 2015-02-17 | O'Hare International Airport, Chicago, IL | American Eagle flight ENY3084 and United Express flight GJS3710 | Embraer ERJ-145LR and Bombardier CL-600-2C10 | Between center: about 94 feet (29m) Between wingtips: 20 to 30 feet (6 to 9 meters) |
NTSB docket FAA |
| 2011-08-08 | O'Hare International Airport, Chicago, IL | Chautauqua Airlines flight 5021 and Trans States Airlines flight 3367 | Embraer ERJ-135 and Embraer ERJ-145 | Vertical: within 125 feet (38m) Horizontal: within 350 feet (107m) |
NTSB docket FAA |
| 2007-07-11 | Fort Lauderdale-Hollywood Airport, Fort Lauderdale, FL | United Airlines flight 1544 and Delta Air Lines flight 1489 | Airbus A320 and Boeing 757 | Lateral: 230 feet (70m) | NTSB FAA |
| 2007-05-26 | San Francisco International Airport, San Francisco, CA | Republic Airlines flight 4912 and Skywest Airlines flight 5741 | Embraer 170 and Embraer 120 | Tower's estimate: 300 feet Skywest crew's estimate: 30 to 50 feet RPA4912 crew's estimate: 150 feet |
NTSB FAA |
| 2006-03-21 | O'Hare International Airport, Chicago, IL | Lufthansa flight 437 and Chautauqua flight 7826 | Airbus A319 and Embraer ERJ 145EP | 100 feet (30m) | NTSB FAA |
| 2005-06-09 | General Edward Lawrence Logan International Airport, Boston, MA | Aer Lingus flight 132 and US Airways flight 1170 | Airbus A330-301 and Boeing 737-300 | 171 feet (52m) | NTSB docket FAA |
See also
editFoot notes
edit- ^ One passenger initially survived the crash, but died 31 days later. The NTSB final report lists 34 fatal injuries, because at that time only deaths within 3 days of an accident count as fatal injuries.
References
edit- ^ Procedures for Air Navigation Services – Air Traffic Management (Doc 4444) (Sixteenth ed.). International Civil Aviation Organization (published 10 November 2016). 2016. pp. Ch.1 p15. ISBN 978-92-9258-081-0.
- ^ "Runway Incursions". www.faa.gov. Retrieved 28 May 2021.
- ^ a b c Runway Incursions at Controlled Airports in the United States (PDF). Vol. SIR-86-01. Washington, D.C.: National Transportation Safety Board. 6 May 1986. Retrieved 28 May 2021.
- ^ a b c d e Aircraft Accident Report: Northwest Airlines Flights 1482 and 299 – AAR-91-05 (PDF). Washington, D.C.: National Transportation Safety Board. 25 June 1991.
- ^ Mead, Kenneth M. (4 August 1992). Additional Actions Needed for Three Safety Programs (PDF). Washington, D.C.: United States General Accounting Office. Retrieved 28 May 2021.
{{cite book}}:|work=ignored (help) - ^ "Reports Needed for ASRS Study". Callback – NASA's Monthly ASRS Bulletin (253). NASA. Retrieved 28 May 2021.
- ^ Takemoto, Paul (1 October 2007). "Fact Sheet – FAA Adopts ICAO Definition for Runway Incursions". Federal Aviation Administration. Archived from the original on 9 October 2007. Retrieved 16 October 2019.
- ^ a b c d Werfelman, Linda (19 October 2017). "Tracking Runway Incursions". Flight Safety Foundation. Retrieved 20 November 2022.
- ^ "FAA Runway Safety Office - Runway Incursions (RWS)". FAA. Retrieved 7 November 2024.
- ^ "RWS Batch Brief". FAA.