Runway Incursion Causal CategoriesOPERATIONAL ERROR (OE) - A human error caused by a tower controller. There are over 8000 tower controllers in the U.S.

PILOT DEVIATION (PD) - A human error caused by a pilot. There are over 675,000 licensed pilots in the U.S.

VEHICLE/PEDESTRIAN DEVIATION (V/PD) - A human error caused by a vehicle operator or pedestrian which results in an entry onto the movement area that has not been authorized by ATC.

Distribution by Type of Reported Runway IncursionsFY 2002 YTD (03/04/02)FY 1998-2001DATA ARE PRELIMINARY AND SUBJECT TO CHANGE

Distribution of Pilot Deviations- Office of Runway Safety

Chart3

197

54

4

Sheet1

General AviationCommercialOther

CY2000197544255

Sheet1

Chart2

1212

2929

99

Sheet1

Sheet1

1212

2929

99

CY

JanFebMarAprMayJunJulAugSepOctNovDecTotal19981999Change

19972022222125293728233114202921Q67670%

19982420232622322328383036233252Q8079-1%

19992921172229283923332425313213Q89957%

20002424363339444248334133324294Q8980-10%

20012525000000000050325321-1%

199019911992199319941995199619971998199920002001Target

28124221918620024027529232532143137932124823%

CALANDER YEAR

2001OEPDVPDOther

Jan515525

Feb714425

Mar0

Apr01990651729100.431Rate Increase

May01999680844090.4719.35%

Jun029114994.47%

Jul0

Aug0

Sep0

Oct0

Nov0

Dec0

12299050FISCAL YEAR

2000OEPDVPDOther

Jan2156124

Feb512724

Mar1122336

Apr720633

May825639

Jun1125844

Jul629742

Aug10281048

Sep5181033

Oct927541

Nov8151033

Dec620632

88256841429

1999OEPDVPDOther

1Q18341567

2Q19451579ReportsOEsPDsVPDsRIs

3Q2253209519966914660275

4Q1950118019978713273292

7818261032119989118351325

19997818261321

1998OEPDVPDOther20008825684428

1Q2041667

2Q27391480

3Q21521689

4Q23511589

91183510325

1997OEPDVPDOther

1Q21301364

2Q17312775

3Q28392188

4Q21321265

87132730292

RIOpsRateOEPDVPD

198818762,501,0590.30.140.110.05

198922362,625,5480.360.130.130.10

199028165,506,2910.430.150.180.09

199124262,421,6350.390.120.160.11

199221963,018,6800.350.140.150.06

199318661,946,4820.30.120.140.05

199420062,452,5720.320.130.110.08

199524062,074,3060.390.100.200.08

199627561,817,4250.440.110.240.10

199729264,440,9470.450.140.200.11

199832566,218,9750.490.140.280.08

199932168,684,0370.470.110.260.09

200042971,000,0000.600.120.360.12

YearOEPDVPDTotals

1988896830187

1989808360223

199010011962281

19917410266242

1992909237219

1993748428186

1994836651200

19956512550240

19966914660275

19978713273292

19989118351325

19997818261321

20008825684428

1988198919901991199219931994199519961997199819992000

187223281242219186200240275292325321429

CY

0

0

0

0

0

0

0

0

0

0

0

FY

000

000

000

000

000

OE

PD

VPD

0000

0000

0000

0

0

0

0

0

0

0

0

0

0

000

000

000

000

000

000

000

000

000

000

000

000

000

000

000

000

000

000

000

000

000

000

000

000

000

000

Operational Errors

Pilot Deviations

Vehicle/Pedestrian Deviations

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

OE

PD

VPD

00

00

00

000

000

000

000

OE

PD

VPD

CYJanFebMarAprMayJunJulAugSepOctNovDecTotal

199619132123231628362828202027515% Reduction2001OEPDVPDTotal

19972022222125293728233114202922481Q236221106

19982420232622322328383036233252Q1229950

19992921172229283923332425313213Q0

20002424363339444248334133324294Q0

20012525000000000050359130156

2000

FYOctNovDecJanFebMarAprMayJunJulAugSepTotal15% Reduction1Q19501180

19972820202022222125293728232952512Q19491684

19983114202420232622322328383013Q267020116

19993036232921172229283923333304Q217527123

20002425312424363339444248334030.36610169498524474403

2001413332252500000001561999

2449801041281641972362801Q23511589

3023212421212325303326312Q18341567

-23.6%6.7%32.3%-1.4%12.5%42.6%30.3%35.0%32.6%21.4%3Q19451579

4Q22532095

Avg:30.6%FY1997199819992000Change over 978218365330

1Q6865898018%

2Q6467678431%

3Q75807911655%

4Q88899512340%

295301330403

0000

0000

0000

0000

0000

0000

0000

0000

0000

0000

0000

0000

FY1997

FY1998

FY1999

FY2000

0000

0000

0000

0000

0000

0000

0000

0000

0000

000

000

000

Monthly Average 97-99

FY 97

FY 98

FY 99

FY 00

00

00

00

00

00

0

0

0

0

0

0

0

FY 2001

FY 2000

000

000

00

00

1999

2000

2001

0

0

0

FY 2001

0

0

0

FY 2000

0

0

0

FY 1999

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33% Private30.1%ATP24.3%Commercial15.2%CFIs7.9%StudentsPilot certificate levelWho?

Pilots total flight timeWho?< 300 hrs>10,000 hrs97.3% GA68.9% Non-GA22%18%

Causal Factors Pilot Deviations (PD) Pilot Interviews(data from category A & B incursions between 1997-2000)- FAA Report on Runway Incursion Information Evaluation ProgramMarch 17, 2000 through March 16, 2001

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46

44

17

7

21

48

27

Percentage

Conditions at Time of Runway Incursions

Sheet1

Not Familiar with Airport Signage46

Not Familiar with Airport44

Unfavorable Environmental Conditions17

Clearance was Not Readback7

Inexperienced at Towered Airports21

Airport Diagram Not Used48

Failed to Follow Instructions27

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0

0

0

0

0

0

0

Conditions at Time of Runway Incursions

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61.8% Taxied onto runway12.7% Took off without clearance10.8% Landed without clearance 9.6% Landed wrong runway/ taxiway/airport.Type of DeviationWhat?

Aircrew workload has increasedChallenges facing Air Crews and Air Traffic ControllersTaxi operations are difficult and potentially hazardousAir traffic volume increases yearlyAir Traffic System is more complexAirport layout design is more complicatedTechnology improvements at airports have not kept pace with demand

Major Runway Incursion Causes

Spatial DisorientationLoss of Situational AwarenessUnclear/Ineffective CRMMisunderstanding ATCDisorientationLapse in short-term memory

SPATIAL DISORIENTATIONEye, head, and aircraft movements can create situations the brain cannot reconcileG-forces on the inner ear can add to situations in which pilots become unwilling or even incapacitated to execute required maneuversLeast frequent cause of an incursionVisual Dominance may be the single Safety Net. Know airport signage, marking and lighting

LOSS OF SITUATIONAL AWARENESSMonitor ATC instructions to other aircraftDont copy ATC clearances while taxiingPlan your head down time (such as a checklist review, GPS fixation) wiselyTIPH=time for extra vigilance [Angle to centerline]Use all external lights while on the runway

Fort Lauderdale International Airport, March 2001Night, VFR, Rain ShowersClose Call involving two commercial aircraft1. Departing aircraft was directed to taxi into position and hold Runway 27R with aircraft on a 5 mile approach same runway.

Fort Lauderdale International Airport, March 2001(cont)2. Aircraft on approach was then cleared to land with other aircraft still holding in position for takeoff.

Fort Lauderdale International Airport, March 2001(cont)3. Landing aircraft over flew aircraft holding in position by less than 100 feet.

UNCLEAR/INEFFECTIVE CRMHas your front seat passenger been coached to assist you with ears and eyes?Before entering a runway proclaim CLEAR RIGHT/LEFT both the approach path and the runway

The most recent fatal U.S. runway collision accident occurred in March 2000, when two general aviation aircraft collided on the runway at the Bradenton International Airport in Sarasota, Florida, killing all four onboard.X

MISUNDERSTANDING ATCUse a good headset rather than the speaker and microphoneTaxi into position and HOLDDont let ATC A-B-C you: Abandon, Bully or Confuse

DISORIENTATIONUse an airport diagram, even at your home fieldBoth pilots should have the airport diagram in viewIf you are not sure where you are NOW or what you are to do NEXTASK !!!

An ambiguous clearanceAn unintelligible transmissionA clearance that doesnt fitSomeone else acknowledging your clearanceAlways Question

LAPSE IN SHORT-TERM/WORKING MEMORY6-8 items, 20-second retentionTask saturation is a cockpit realityKeep cockpit sterile while on the surface and until reaching a predetermined altitude.Copy taxi instructions.Dont copy other ATC clearances while taxiing

Cockpit workload and distractions tend to increase.As cockpit activity increases, attention to communications decrease.Fatigue level increases.Increased vigilance is needed when snow and other weather conditions obscure airport markings and signs.During Night Operations and Periods of Low Visibility:

Severity CategoriesABCDAnimated Illustration9Little or no risk of collisionAmple time and distance to avoid collisionSignificant potential for collisionBarelyavoidcollision

Above scenarios are all classified as runway incursions, but with different severity codes. In each case the taxiing aircraft penetrated the runway safety area (hold position) ANDA collision hazard or loss of separation occurred with the landing aircraft.

FY 2002 YTD (03/04/02)Severity Distribution of Reported Runway IncursionsCategory A includes 2 accidents / 4 fatalities.Category A includes 1 accident / 0 fatalities.FY 1998-2001DATA ARE PRELIMINARY AND SUBJECT TO CHANGE

Introduce myselfbackgroundand tell about the makeup of the RSTeam

2. RECENT STATS. Major collision every 2.3 years. March 2000 was last. By July 2002 due. 407 incursions in 2000. A few less in 2001. Modify my approach from statistics to REASONS & PREVENTIONS. Human Factors analysts need Self-revelation from pilots and controllers. I will do it for you today

3. Survey the ratings of the pilots in the audience.

4. Start this slide.22% of incursions are caused by pilots with less than 300 hours.

18% of incursions were caused by pilots with more than 10,000 hours.

60% of the incursions were caused by pilots between these two figures.T/O w/o clearance at CRG and SRQ. Others at CVG and elsewhere.

Wrong airport. Delta at MCF. G/A at PDK rather than GwinnetPut on your introspective, self-analytical leather helmet and goggles. As we list and discuss these causes of incursions, if you see yourself, purpose to create for yourself a personal technique to trap or corral that human error and devise a practice for yourself that will break the chain Defn:SPATIAL DISORIENTATION-an erroneous sense of ones position and motion relative to the plane of the earths surface

LINEAR VECTION ILLUSION-nearly everyone who drives an auto has experienced this. We are stopped at a red light and a large, presumable stationary vehicle in the adjacent lane creeps forward when we experience the compelling illusion that our own car is creeping backward. This prompts a swift but suprisingly ineffectual stomp on the brakes.

SOMATOGYRAL ILLUSION-a visual/extra-visual disorientation that can only be interrupted by the existence of a non-confusing sign and our overriding voluntary analytical judgment of the brain.-acft in a turn-head turning-eye movement-numerous lights causing flickers in the eye (like the passing of a train at a RR crossing)

G FORCES-rapidly changing gravitational forces on a pilot during takeoff, the jarring forces of a landing, rapid deceleraton immediately after landing, high speed turns off the R/W3 TYPES OF S.D.Unrecognized-no suspicion that anything is wrong2)Recognized-3)Incapacitating-freeze at the controls due to fear or confusion

VISUAL DOMINANCE-the Figure Skaters secret. The dizziness and disorientation that normally results from a skaters rapid decelerations and rapid spins on the ice is overcome by suppressing (ignoring) all other sensations, picking out the correct visual reference and then executing subsequent manuevers based upon that visual point, ignoring all other sensations. (It is in situations like this that airport lighting, markings and signage becomes the central feature of the pilots focus.)

STORY: LAHSO operation at TPA

HEAD-DOWN ACTIVITIES-changing frequency to Ground Control after landing, switching the transponder to standby, or waiting till clearing the runway to locate the airport diagram. Some of these activities can also be called vertigo traps leading to Spatial Disorientation.The March 2000 fatal accident was an ATC error that could have been prevented at the last link in the chain IF the two people in the acft moving onto the runway had executed this single practice: CLEAR LEFT/CLEARNOT CLEAR RIGHT.(you might interject the throat mike story about Mr. Toothacher)

Very frequently, pilots have begun their takeoff roll without and ATC clearance after given TIPH. It is not just pilots who use uncontrolled airports. Commercial operators are just as frequently guilty of this violation.

A-B-C are not acceptable ATC activities or intentions; but these may occur intentionally or simply be a pilot perception.

Fast Talkers The nature of the work Decoding all of the information surrounding a pilot is a complex skill that requires training and then maintaining through practice. Although pilots may travel to many different locations, if airport signage and marking are all in compliance, a pilot on an unfamiliar field should have adequate cues to assist him in conducting a safe surface operation. But even on a simple airfield, an airport diagram can be a life saver.Short-term memory keeps information IF you think about it; otherwise, it is lost after about 20 seconds.

The short-term memory retains 6-8 items under optimum conditions. Both indifference and distractions adversely affect this capacity. not up for it or overload will cause itemsperhaps critical to safetyto be dropped.

Excessive demands on the pilots attention can lead to task saturation

Either get your ATC clearance before you taxi OR wait until you reach the run-up area. Dont accept your ATC clearance while moving.