1. Runway Incursion Avoidance
Federal Aviation
Administration
Runway Incursion Avoidance
2013/02/ (I) PP
PPT Presenter Info: Author: Harlow Vorhees (FAASTeam)with changes by Bill Castlen (SAFE); FAASTeam POC’s: Kevin Clover, Operations Lead, Office Phone ; Presentation may be used by FPM or Trained SAFE Representative at any Flight Instructor Open Forum. May also be used separately or in conjunction with other presentations to satisfy appropriate national business plan performance targets.
Presented to:
By:
Date:
DPEs and Flight Instructors>
FAASTeam
February, 2013

2. Our Discussion Plan Problem Definition Possible Causes
And Specifically, GA Statistics
Possible Causes
Approach to Fixing
Refer to PTSs
Use Scenarios
Conclusions
Let’s have a discussion about Runway Incursions - especially GA runway incursions. We'll first define the problem and look at possible causes and then discuss several approaches to fixing the problem.

3. Runway Incursion
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”. (ICAO Doc PANS-ATM)
Runway incursions are an on going hazard in our nation’s airspace system (NAS) and are considered a high level risk for potential accidents with catastrophic consequences. All system users have a responsibility to avoid runway incursions. DPEs and CFIs have a special role in continuing education of airmen regarding both knowledge of the hazards and best practices for prevention.

4. Runway Incursion Categories
A - Serious Incident – Actual Collision or Collision Narrowly Avoided
B – Separation Decreases- Potential for Collision
C – Ample Time and/or Distance to Avoid Collision
D – Runway Incursion but No Immediate Safety Consequence
We are going to begin with a brief explanation of how the FAA views runway incursions starting with the 4 categories followed by an overview of classification. Pilots, air traffic controllers, vehicle drivers, pedestrians are involved in these incidents. On occasion, system software/hardware might malfunction.
Category A incursions involve near misses where there was close proximity and evasive action. Category B incursions involve a loss of separation with potential for collision but with time available to take alternative action such as go around. Category C is the same as Category B but decreased potential for collision. Category D involves unauthorized entry on a protected area such as crossing the hold lines. No traffic conflicts involved in this category.

5. Runway Incursion Classifications
Operational Incident (OI)
Pilot Deviation (PD)
Vehicle Pedestrian Deviation (V/PD)
The FAA Air Traffic Organization (ATO) is responsible for classifying all reported incidents. An OI is a surface event ATCT action or inaction. A PD is an incident where a pilot action was responsible. A V/PD is an incident involving a vehicle or a pedestrian. Our presentation will focus on PDs.

6. Preliminary Runway Incursions FY 2012 Statistics
Nationwide Totals:
Pilot Deviation Totals: 723 RIs
Pilot Deviations General Aviation: (81.33%)  
Pilot Deviations (GA) by Category:
National A B C D
TOTAL PD 3 4
187
394
588
These numbers are preliminary for 2012, but the final numbers will not change the basic story. GA is WAY over represented in the numbers. Let’s take a closer look at Category C. They are serious and there are enough of them to be helpful statistically.

7. EXAMPLES OF PILOT DEVIATIONS
Aircraft Crosses Runway Hold Short Lines Without Clearance
Aircraft Enters Runway During a Taxi Operation
Aircraft Makes a Takeoff or Landing on the Wrong Runway
Aircraft Makes a Takeoff or landing Without Clearance
These are some examples of PD runway incursion incidents investigated by the FAA. Typically, the pilot is operating under an ATC instruction and fails to comply with it. There are no trends that single out any specific pilot category. All age groups, pilot certificate levels, and experience levels are represented. CFIs and DPEs have been involved.

8. WHAT ARE THE CAUSES? Cockpit Distractions Misunderstandings
Poor Communications
Inadequate Cockpit Workload Management (SOPs)
Cockpit distractions include conversations with passengers, transmissions on frequencies such as Unicom while taxiing and any activity that could take attention away from aircraft operation. DPEs and CFIs should be careful to limit conversations during taxi and perform briefings and instruction when the aircraft is stationary. Practice sterile cockpit.
Misunderstandings include pilots accepting a clearance or instruction and then operating contrary to that because they believe they heard something else. For example a pilot who was told to line up and wait proceeded to takeoff because he believed he had been cleared for takeoff. A pilot may expect to receive a clearance and subsequently fail to process a different instruction. This is called expectation bias.
Poor communications can result from defective radios, speakers, and headsets.
Inadequate cockpit workload management is usually related to lack of standard operating procedures (SOPs). It is essential that CFIs train and DPEs test new pilots in the use of proper (SOPs). SOPs include both checklist and memory actions that are designed to minimize errors. SOPS must be designed so that the pilot will want to use them. If they are burdensome, they will be ignored. They must be taught, practiced, and tested. All the items we will be discussing in this presentation should be incorporated in SOPs

9. HOW CAN DPEs and CFIs HELP?
DPEs conscientiously test the material in Area of Operation ll Task F. Runway Incursion Avoidance You are the Gatekeeper
CFIs must provide comprehensive training on Runway Incursion Avoidance emphasizing the Human Factors that contribute to errors
Special Attention for pilots who are trained and fly at non towered airports
Consider the use of “Scenarios” as Training and Testing Tools
DPEs should review their practical test plan of action for this task and ensure the subject is tested during both ground and flight operations as required. DPEs should discuss this issue with FAA POIs for advice and information on local problem areas. A private pilot candidate requires only 3 takeoffs and 3 landings to a full stop at a towered airport per While not recommended, this could be met without the student being introduced to all taxi and ground operations. The student could just land and taxi back for takeoff. DPEs are not currently required to have private pilot candidates fly into towered airports to demonstrate knowledge and skill in Task F. This underscores the importance of this task.
CFIs must conduct thorough training in airport operations. They are urged to teach and practice sterile cockpit procedures. When the aircraft is in motion, there should be no conversation except that which is directly related to taxi. Training and de briefing should be conducted when the aircraft is stationary. DPEs and CFIs should consider stopping in a run up area or ramp in coordination with ATC should instruction, briefing, or other conversation be necessary in the aircraft. Ground training and testing for surface operations is best done in a classroom. CFIs and DPEs should avoid briefing or debriefing students/pilots while the aircraft is in motion. This sets a poor example and sets you up for an incident.
Students should always identify themselves to ATC. “XXX Tower, Cessna 12386, Student Pilot at base of tower, taxi takeoff with information C”
DPEs and CFIs should develop and use ground operations scenarios. Desk top or training devices are good resources to train and test student’s knowledge and skills in surface operations.

10. PRIVATE & COMMERCIAL PILOT PTS
Area of Operation ll: Preflight Procedures
Task F: Runway Incursion Avoidance
“To determine that the applicant exhibits knowledge of the elements of Runway Incursion Avoidance by…”
17 Elements that call for: “Exhibiting”, “Utilizing”, “Knowing”, “Conducting”
How Do We Teach this? How Do We Test?
Scenarios?
Task F was introduced in November 2011 and became the standard in June 2012 for both Private and Commercial PTS (Airplanes). The bullets on the slide are direct excerpts from the task. As you can see, they are general in nature and a specific lesson plan and testing plan of action would be required to ensure students are adequately trained and tested.
The elements are very comprehensive and supported by specific references including FAA Handbooks, Advisory Circulars, and the AIM. How many of you have adopted these into your Training Curriculums and PTS Plan of Actions? What are your views on how the aviation community can address this knowledge and skill requirement? We’ll get into a few scenarios in later charts. DISCUSSION

11. Distinct Challenges and Requirements During Taxi Ops
 Element 1 in Task F.
Includes:
Vigilance
Communications
Compliance with ATC Instructions
Knowledge of Airport Layout
Taxi Route
This is a knowledge element taken directly from Task F. that should be taught and tested in a ground setting. Students should receive training on this prior to solo and DPEs should evaluate applicant’s knowledge during oral portion of test. This element represents the foundational knowledge that will enable a new pilot to obtain correlative understanding of this subject.

12. Procedures for Appropriate Cockpit Activities During Taxi
Element 2 in Task F.
Includes:
Taxi Route Planning
Briefing Location of Hot Spots
Communicating and Coordinating With ATC
Heads Up During Taxi
Observing and Interpreting Airport Signs and Markings
This is just good stuff that needs to be a part of our “Best Practices” and normal procedures whether it is in the PTS or not. Just do it!

13. Planning Taxi Operations
Study and Check
Airport Diagram for Departure and Arrival Airports of the Planned Flight
NOTAMs, Ground and Air Frequencies
Anticipate Taxi Route but Do Not Assume You will Receive It
Perform Cockpit Tasks Prior to Taxi
Students should advise ATC “Student Pilot” and/or Request Progressive Taxi Instructions
Write Down Taxi Instructions
Briefly discuss each bullet emphasizing responsibility for both CFIs to teach and DPEs to test. Get audience involved. Ask for comments ideas.
DPEs and CFIs should teach and test how the airport diagram is used. For example, a pilot should study it while planning surface operations but should not spend excessive time looking at it while in motion. Pilots should coordinate with ATC and stop the aircraft if it is necessary to study the chart after commencing taxi. This may seem obvious to experienced pilots but should not be overlooked in teaching new pilots.

14. TAXI PROCEDURES
Maintain Awareness of your Position and Limit of Taxi Instruction
Stay FOCUSED!
Know the Signs, Markings, and Airport Lighting
Do not use Excessive Taxi Speed
Heads Up and Listen
Maintain Sterile Cockpit - Advise Passengers and Co Pilots
Briefly discuss each bullet emphasizing CFIs to teach and DPEs to test. Get audience involved. Ask for comments ideas.
DPEs and CFIs are encouraged to use real examples of runway incursion hazards during taxiing. For example, all pilots should have correlative knowledge of runway hold short signs and markings and be able to describe or perform crossing these points after exiting a runway or holding short of them prior to entering/crossing a runway. Pilots should be taught the potential of losing awareness of these markings and have defenses to minimize that possibility. Discuss possible techniques pilots can use as memory joggers such as always identifying hold short signs/markings and mentally verifying whether to hold short or cross.

15. Communications Do Not Fly With Defective Radios
Teach and Test proper Phraseology
Read Back Instructions Using Call Sign – Hold Short Instructions and Runway Assignments
Stay “In the Game”
Use Caution for Similar Call Signs
Beware of Answering for Another Aircraft
Monitor ATC Communications With Other Aircraft
If Unsure of a Communication, Obtain Clarification
Briefly discuss each bullet emphasizing CFIs to teach and DPEs to test. Get audience involved. Ask for comments ideas.

16. Discuss Scenarios 3 Years of Category C RIs Data
For Airports with 2 or More RIs
Total of 282 Cat C RIs
46 at 4 CONUS Airports
Over 300 Towered CONUS Airports
1% of Airports Had 12% of Cat C RIs
4 Challenging Environments for Discussion
ADS, DVT, NEW, PRC
Now let’s put our previous discussion into application in specific scenarios. The last three years (2010,2011, and 2012) of Category C Runway Incursion (RI) data gives us some interesting and useful insight. If we look at only airports with 2 or more Cat Cs, we find that they had a total of Interestingly, of those, 46 occurred at just 4 airports. Clearly, these 4 must have challenging ground environments, so let’s look at them and see what we can learn.

17. ADS: 7 Cat Cs in 3 Years
HS 1 thru 8: Twy A, J, H, G, F, E, D, C and Rwy Holding Position Markings have
been moved back to the edge of Twy A.
HS 9 Twy A and Rwy End 33. Holding Position Markings have
been moved back to the edge of Twy A prior to turn off
parallel twy.
Alphabetically, ADS is first up. Take a moment to study the AD.
How many Hot Spots are listed?
Where are the FBOs?
Discuss taxiing to Runway 33 and 15 from each of the FBOs. Where would you do your run-up?
Discuss taxiing from hangars on the east side and then the west side to Runway 33 and then 15.

18. DVT: 18 Cat Cs in 3 Years PHOENIX, AZ PHOENIX DEER VALLEY (DVT)
HS 1 Inadvertent Rwy 07R-25L crossings from Twy B5.
HS 2 Inadvertent Rwy 07R-25L crossings from Twy B9.
DVT is next. Take a moment to study the AD.
How many Hot Spots are listed?
Where is the Terminal?
Discuss the overall layout. Lots of hangars on the north side and lots more on the south side.
Discuss taxiing to Runways 25L and R and 7R and L from each of the Terminal. Where would you do your run-up?
Discuss taxiing from hangars on the north side and then the south side to each runway, in turn.
Look at Taxiways A13 and C13 and then B3 and C3. Then look at Taxiways A5, B5, and C5; then A9, B9, C9. Discuss opportunities for mis-hearing taxi instructions.

19. NEW: 10 Cat Cs in 3 Years HS 1 Twy F south of Rwy 09-27.
NEW is next. Take a moment to study the AD.
How many Hot Spots are listed?
Where are the FBOs? The Terminal?
Discuss taxiing to each Runway from each of the FBOs. Where would you do your run-up?
Discuss taxiing from hangars on the east side to each Runway.
HS 1 Twy F south of Rwy
HS 2 Twy F at Apch end Rwy 27.
HS 3 Twy B at Rwy 36L.

20. PRC: 11 Cat Cs in 3 Years HS 1 Not visible from the twr.
HS 2 Complex int.
HS 3 Complex int.
HS 4 Not visible from the twr.
HS 5 Frequent rwy crossings.
PRC is next. Take a moment to study the AD.
How many Hot Spots are listed?
Where are the FBOs?
Discuss taxiing to each Runway from each of the FBOs. Where would you do your run-up?
Discuss taxiing from hangars on the east side and then the west side to each Runway.

21. What Have We Learned Together?
These 4 Airports Have Demonstrable Challenges
Most Places We Go, Don’t
What We Have Learned Here Can and Should Be Applied
Where Ever We Go
When We Teach
When We Evaluate
Comments?
What have we learned with these scenarios? Most of the places we go don’t have the challenges of these airports, but we learned some things.
Let’s list some things that we learned that can be applied to places we frequent.

22. In Conclusion
Runway Incursion and Surface Incidents Represent a Significant Threat to Aviation Safety
General Aviation Pilot Deviations Account for the Greatest Percentage of Reported Events
Human Factors are Frequently Cited in Investigative Reports
These conclusions are inescapable.

23. In Conclusion
Many of the Errors Discovered Reveal Deficiencies in Primary Flight Training and/or Maintaining GA Pilot Currency and Proficiency
The FAA is Asking for a Commitment From our CFIs and DPEs to Improve the Training and Testing Standards which will Reduce the Potential for Accidents and Incidents
Allow audience to read the closing message and reflect on the key points related to this presentation.
Suggest that CFIs review their Training Curriculums and Lesson Plans to make sure new pilots are being prepared for Task F in the PTS. Mention that this is a good subject to be covered on Flight Reviews and Wings Flights.
Suggest that DPEs review their PTS Plans of Action to emphasize this Task and ensure it is being tested to a high standard. Remind them that this is one of the Emphasis Items in both Private and Commercial PTS.
Thank the audience for their participation and commitment to improving aviation safety.

24. Resources Private and Commercial Pilot Practical Test Standards
The Pilots Handbook of Aeronautical Knowledge
The Airplane Flying Handbook

25. Resources continued
AC 91-73B Parts 91 and 135 Single Pilot Flight Schools Procedures During Taxi Operations
AC Standards For Airport Signs Systems
Aeronautical Information Manual (AIM)

26. Resources continued
For Pilot, Controller, and Vehicle Operator airport surface operational resources to include but not limited to best practices and animated surface events go to >

27. BACK UPS

28. Objective
Using the Private and Commercial Pilot Practical Test Standards as reference, the objective of this presentation is to familiarize DPEs and CFIs with runway incursion data and to present and discuss instructional and testing techniques intended to improve general aviation pilot performance and reduce future aviation accidents and incidents.
At the conclusion of our presentation, you will have recent statistics of runway incursions in the US and in your geographic area. You will know the percentage of general aviation pilots involved and hear about common examples. We will discuss Area of Operation ll, Preflight Procedures in the Private and Commercial Pilot PTS with emphasis on recently developed Task F. Runway Incursion Avoidance This presentation is focused on operations at towered airports and is scheduled for 30 minutes. Our discussion of the PTS is intended to be interactive, so please ask questions and offer input. Our objective is to provide you with information and ideas you can use to ensure our nation’s pilots are being properly trained and tested on this critical safety issue.

29. Planning Taxi Operations continued
Perform Cockpit Tasks Prior to Taxi
Students should advise ATC “Student Pilot” and/or Request Progressive Taxi Instructions
Write Down Taxi Instructions
Briefly discuss each bullet emphasizing responsibility for both CFIs to teach and DPEs to test. Get audience involved. Ask for comments ideas.
DPEs and CFIs should teach and test how the airport diagram is used. For example, a pilot should study it while planning surface operations but should not spend excessive time looking at it while in motion. Pilots should coordinate with ATC and stop the aircraft if it is necessary to study the chart after commencing taxi. This may seem obvious to experienced pilots but should not be overlooked in teaching new pilots.

30. TAXI PROCEDURES continued
Be Aware of Signs, Markings, and Airport Lighting
Maintain Awareness of your Position and Limit of Taxi Instruction
Maintain Sterile Cockpit - Advise Passengers and Co Pilots
Briefly discuss each bullet emphasizing CFIs to teach and DPEs to test. Get audience involved. Ask for comments ideas.
DPEs and CFIs are encouraged to use real examples of runway incursion hazards during taxiing. For example, all pilots should have correlative knowledge of runway hold short signs and markings and be able to describe or perform crossing these points after exiting a runway or holding short of them prior to entering/crossing a runway. Pilots should be taught the potential of losing awareness of these markings and have defenses to minimize that possibility. Discuss possible techniques pilots can use as memory joggers such as always identifying hold short signs/markings and mentally verifying whether to hold short or cross.

31. Communications Monitor ATC Communications With Other Aircraft
If Unsure of a Communication, Obtain Clarification
Do Not Fly With Defective Radios
Briefly discuss each bullet emphasizing CFIs to teach and DPEs to test. Get audience involved. Ask for comments ideas.

32. Situational Awareness (SA)
The accurate perception and understanding of all the factors and conditions within the four fundamental risk elements that affect safety before, during, and after the flight (FAA-H )
Four Risk Elements:
Pilot
Airplane
enVironment
External pressures
SA is mentioned in the PTS and applicants are expected to know what it is and how to apply it to surface operations. The above definition is from the Pilot’s Handbook of Aeronautical Knowledge. Let’s discuss how these may apply to surface operations. Pilot fatigue or illness might affect performance during taxi at a busy airport. Problems with the airplane as simple as fogged windows might cause us to miss a hold short sign. Poor weather, night conditions affect ground operations. There have been runway incursions where external pressures such as being in a hurry or being distracted by a passenger were factors. We must teach pilots to recognize these and take the necessary actions to overcome them before an error is made. Discussion?

33. Situational Awareness (SA) During Surface Operations
Factors that Enhance SA
Preflight Planning and Preparedness
Proper Use of a Surface Chart
Listening to Ground Frequency
Anticipation Projection
Discuss each of these and encourage audience participation.

34. Situational Awareness (SA) During Surface Operations
Factors that Degrade SA
Being in a Rush
Multi Tasking
Obstructions to Vision and Hearing
Losing Awareness of Position
Discuss each of these and encourage audience participation.

35. DPEs and CFIs Can Help Reduce Runway Incursions
Provide Adequate Training on Surface Operations
Emphasize Human Factors
Set a Good Example: Fly Like You Teach
Maintain High Standards For General Aviation
Runway Incursion Avoidance is not limited to identifying airport signs and markings although those are important. CFIs must conduct thorough training and ensure their clients have adequate knowledge and demonstrate skill in all aspects of surface operations at all airports but with emphasis on towered airports. DPEs must test the same. Good communications between DPEs and CFIs will help this become an integrated process where both are on the same page.
As we have discussed in this program, human factors including situational awareness are critical elements of surface operations and are the root cause of many incidents.
CFIs and DPEs as general aviation role models must set an example. Instructional and testing flights must be conducted in a manner to enhance runway safety.
Our ultimate goal is to establish a professional approach for all pilots combining a positive attitude, effective communications, and a high level of vigilance as our goal for general aviation pilots. This can be achieved by CFIs and DPEs working together to help keep the highest standards for our new pilots.