FAA ASW Runway Safety SummitFirst Officer Kent LewisHuman Factors Working GroupAir Line Pilots Association, International

April 22-23, 2008Ft Worth, TXPromoting Runway SafetyThe Pilots Perspective

FAA ASW Runway Safety SummitSpecial thanks to:ALPA Engineering & Air SafetyPierre HugginsTerry McVenesShawn Pruchnicki

Who Is ALPA?Represent 54,000 pilots at 41 Air Lines in North AmericaIFALPA represents over 104,000 pilots at 90 member AssociationsSafety makes up a significant percentage of the operating budgetWhy? - Schedule With Safety been our motto for 76 years

Looking for Ways to Better Manage Risks Before They Become Accidents

ALPA Safety CommitteeProject Overview178 Funded Projects Across 13 Technical GroupsPlus9 Accident Investigations

Our RoadmapALPA Safety Committee Priorities

30 years agoThe potential severity of runway incursions was fully realized

We also faced great risk of:CFIT accidentsWindshear accidentsMid-air collisions

Threat: Controlled Flight Into Terrain

Threat: Low Level Windshear

Threat: Mid Air Collision

Evaluating the Risk of Runway Incursions

Two commuter aircraft, Quincy, IL, November 11, 1996. Runway Incursion Likelihood

Runway Incursion Incidents in the US FAA and ICAO Data, 2003 - 2007

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Runway Incursion SeverityRunway Incursion, B737 & Metro III Collision at LAXFebruary 1, 1991

Fatal Runway Incursion Accidentsin the US, 1990 - 20071990 Atlanta, GA: B727 / Beech A1001990 Detroit, MI: DC9 / B7271991 Los Angeles, CA: B737 / SW41994 St. Louis, MO: DC9 / C4411996 Quincy, IL: Beech 1900 / Beech A902000 Sarasota, FL: C172 / C1522006 Lexington, KY: CRJ 100112 Fatalities

Runway Incursion Incidents in the US May September 2007San Francisco: E-170 / E-120.......35 feet (est)Teterboro: P180 / SR22 ...50 feet (max braking)Fort Lauderdale: A320 / B757......230 feetNew York: CRJ-100 / B737.......650 feetTeterboro: LJ45 / CL60.......1200 feetLos Angeles: B737 / A320 ..37 feetWashington: LR-35...... Closed runway792 Crew and Passengers

Conclusion: Runway Incursion Risk is Unacceptable

Runway Incursion MitigationsWe cannot change the potential severity of an incursionWe can reduce the likelihood of an incursion through layers of mitigationsCAST recommendations made in 2002 to reduce frequency of incursionsMost not yet fully implemented

Highly Effective Mitigations: Aircraft Moving Map

Add traffic to display

Runway occupancy advisories

Graphical/text of taxi and clearance limits

ASDE-XAll great high tech solutions

Dont Judge a Book

Modern Airliner Flight Deck with Steam Gauges

By Its Cover!

Flight Deck of Small General Aviation Aircraft

Intelligent DesignMany airports have exceeded their design capacity and were engineered for a different generation of aircraft.

Hotspots

The challenge is to design Airports that Do Not Require Hotspots!

End-around TaxiwayA better design at DTW

AtlantaEndAroundTaxiway

Low Tech SolutionsPAINT and LIGHTSRunway Status LightsEnhanced Airport Lighting ProgramEnhanced Runway Markings

Graphics not to scaleCan You See Me Now?BeforeAfter

Contrast Contrast Contrast

Taxiway CenterlineEnhancement

Enhanced ComplexIntersection

NOTAMSHas the time come to start over?Technology exists to deliver a better product

Are they Intuitive?

Are they as effective at communicating critical information as we would like?

A real challenge for future growth

Screen Capture from ALPA Web Site www.alpa.orgTraining, SOPs, & Education

InvestigationBeyond Probable CauseProbability of Cause, maybe?

We know Who did What.

Why did system not support expert operators?

System must be resilient to random errors made by expert operators.

SHEL ModelWe are the Liveware in the middle, surrounded by a system or SHEL

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S = SoftwareTransfer of information between the human and supporting systemsPhilosophyPolicyProceduresChecklistsPublications Regulatory requirementsInformation systems

H = HardwarePhysical and mental interactions between the person and machine or equipmentSystems managementAutoflight, Powerplants, Air conditioning, Pressurization, Flight Controls, aircraft configuration, Com/Nav/Ident radio(s) Information displaysFlight, nav, weather, traffic, performanceFlight deck design and limitationsRestricted visionSynthetic vision

E = Environment

Internal Factors External FactorsPersonal comfortTemperatureGlareNoiseDay/nightVisibilityWeatherLights SignsMarkingsRunway condition

L = LivewareThe nature of humans (physiology) and interactions between humans (psychology).Voice communicationsPhraseologySpeech content/rateLanguage barriersRead & hear back

Crew briefingsCrew interactions Labor relationsNon-verbal cues

PhysiologicalGeneral healthNutritionVisual detection and acuityStress Fatigue levelArousal level

PsychologicalMental capabilitiesPerceptionsInformation processing Attention spanWorkloadMotivationTime compressed decision making

Knowledge (including training) Attitude PersonalitySituational AssessmentConcurrent task managementProspective memory

SHEL ModelThe interface or edge between each component of the system is not clean and smooth, but rather jagged and fuzzy. This is another area where hazard and error exist.

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Safety Improvements WantedRequire all runways crossings be authorized only by a specific clearance. A-00-67Require runway crossing clearances be issued only after the previous runway has been crossed. A-00-68Runway Incursions

ALPA White Paper on Runway IncursionsWWW.ALPA.ORG

AMM with own-ship displayRWSLTHLEnhanced airport markingsPerimeter taxiwaysImprove SOP for aircraft ground opsImprove ATC ground movement trainingProvide ATC with better technologyImprove automation and visual aids at airports

Priority Action Items

WWW.ALPA.ORGSafety Enhancement Collaborations

AC 120-74A SOP for Ground Ops

On-Line Pilot Education 12,000 course completions

FAA/ALPA DVD Was That for Us?

AC 150/5340-1J Painting and Markings

RIIEP

ALPA Runway Safety Website

ALPA Hold Short for Runway Safety

http://www.alpa.orgSafety/Security tab

Air France, August 2005Toronto Runway 24LAnother Runway Safety IssueRUNWAY EXCURSIONS

Runway Safety AreasNon-complianceScheduleDeclared DistancesWhen is a runway not a runwayNeed information more accessible to pilotsAll charts should show useable lengthsNo exceptions! Not 200, not 400, not 600! Runway Safety Areas need to be at least (!!!) 1,000long!!!EMAS

EMAS One option

ALPA Position on EMAS

Air carrier airports should upgrade all runway safety areas. Where upgrades that meet minimum standards of AC 150/5300-13 or ICAO ANNEX 14 Section 3.4 are not feasible, Engineered Materials Arresting Systems (EMAS) should be installed.

Runway Safety A Puzzling Issue

Which Will Be SolvedWhen We Work Together Moving Map DisplayRunway Status LightsSurface Movement RadarPerimeter TaxiwaysTraining & CommunicationsVisual Aids

A Call For ActionWe have the knowledge and the means to eradicate the incursion problem

Do we have the political will, and will we expend the necessary resources to do so?

THANK YOUfor your commitment to the continuous improvement of aviation safety.Together we are making a difference

Good morning ladies and gentlemen. On behalf of the 60,000 men and women of the Air Line Pilots Association, its a pleasure to be here in the Bay area for the AAAE Runway Safety Summit.

My thanks to the American Association of Airport Executives, the Mitre Corporation, Booz Allen Hamilton, and Farragut International for presenting this years conference, as well as to all of the corporate sponsors.

Runway safety is on everyones mind, especially as traffic levels increase, while we continue to hear more and more about the near misses that continue to plague our aviation system.Good morning ladies and gentlemen. On behalf of the 60,000 men and women of the Air Line Pilots Association, its a pleasure to be here in the Bay area for the AAAE Runway Safety Summit.

My thanks to the American Association of Airport Executives, the Mitre Corporation, Booz Allen Hamilton, and Farragut International for presenting this years conference, as well as to all of the corporate sponsors.

Runway safety is on everyones mind, especially as traffic levels increase, while we continue to hear more and more about the near misses that continue to plague our aviation system.*Before I begin, Id like give everyone a little background on who ALPA is. As I mentioned, we represent more than 60, 000 airline pilots at 42 airlines, both here in the United States and in Canada. Through our affiliation with the International Federation of Airline Pilots Association (IFALPA), we represent over 110,000 pilots across the globe at 90 member Association.

For more than 76 years, safety has been a core value of our Association. Its even part of our motto: Schedule with Safety. Consequently, we do more than just talk about safety, we put our money where our mouth is and a significant part of our operating budget, which comes from our members dues contributions, go directly to dealing with aviation safety issues that affect our membership, our fellow employees, and the traveling public.

We work collaboratively with government and industry groups on a wide variety of topics, bringing the line pilot perspective to the table in those discussions.

As safety professionals, we are constantly driven by the ultimate goal an air transportation system is accident free.

We get to that goal because hazards are identified and risks are managed BEFORE they cause an accident.

In the last 10 years weve made some great strides towards that goal. As an industry, weve reduced the fatal accident rate in this country by 65%.

Unfortunately, our work is not yet complete and occassionally we get reminded that we have more to do to reach that goal.As we continually strive towards that goal of zero accidents, we currently have 178 funded projects within the ALPA Safety Committee spread across 13 difference technical groups. This past year, weve also been involved in 9 active accident investigations.

As much as Im sure youd love for me to give you an update on each of the 178 projects were working right now, Im not going to do that.

In fact, to think in terms of 178 projects is extremely difficult. When everythings important, nothing is important. Which is why in recent years, weve began thinking in terms of ISSUES. What are the key safety ISSUES we see that are important to our membership?

And here are those ISSUES. Read.

Each one of the 178 projects that make up our work product is in place to address one of these 10 key issues.

The subject of this conference, and the reason ALPA has such a keen interest in the presentations and information that comes out of the next couple of days, is because accident investigation and prevention and runway safety are two of ALPAs key safety issues.Lets take a trip down memory laneCFIT Korean Flt 801, Guam 8-6-1997L-1011 Windshear Accident at DFWAugust 2, 1985

SAN 727 Mid-Air Collision 9-25-1978So given the severity and the potential loss of life that could occur during a runway incursion, combined with the reality in the numbers of runway incursions we are seeing even today , runway incursion risk simply is unacceptable to us as aviation safety professionals, and its unacceptable to the traveling public.But you cant judge a book, as represented by this common jet airplane.That actually isnt so modern when it comes to the equipment on board.By its cover, as compared to this General Aviation aircraft.That has a great modern flight deck.

The fact of the matter is that very few passenger carrying airplanes operating today are equipped with the high tech solutions that can mitigate runway incursions.So we have to look outside of the cockpit as well, if we really want to fully solve the runway incursion issue.

So lets start with the airports themselves.

Lots of intersecting runways, taxiways, and hot spots that have been identified as critical areas where RI can occur.END AROUND TAXIWAYS

Increased Airfield Operational EfficiencyReduction in taxi time/delayReduction in frequency congestionIncrease in runway throughputAtlanta: Additional 6-8 departures per hour in West operations This example of the proposed Atlanta End-Around layout shows it departing TW B, crossing well beyond the RW 8R/26L threshold, and rejoining TWs E and FReduction in Runway CrossingsCurrently, large numbers of crossings at large airports with multiple parallelsAtlanta: 1100 per dayDallas/Fort Worth: 1700 per dayOHare Modernization Plan: 1700-2000 per day (depending on final layout decision)

PVD Centerline, Holding Line and Runway Surface Signage EnhancementsCAN YOU SEE ME NOW ?

Comparison of standard and enhanced markingsContrast of colors! Our opinion is that the WHITE colors on the runway side would have been a more affirmative contrast!PVD taxiway centerline enhancementPVD Enhanced Complex IntersectionThe FAA does not use their design criteria for NOTAMSScreen captured from ALPA Web SiteThis is the SHEL model.

Developed in early 1970s by Elwin Edwards, later revised by Captain Frank Hawkins. I like as a data gathering tool, because if you forget a paper checklist, you can always sketch this on a black board.

This is a nice way to organize large volumes of information and visualize how they interact

The L in the middle is the person involved in the accidenti.e. pilot, controller, mechanic etc.- Very dynamic in nature. Can change day to day, or even hour to hour.

- Nutrition = Very difficult to maintain in our profession.

- Incapacitation = Obvious vs. non-obvious

- Stress = Normal vs. Overwhelming.

- Personality- Innate or acquired at a very young age.- Deep rooted, stable resistant to change.- Aircrew screening before hiring attempts to find these troublesome traits- Attitudes- They are learned- They are more susceptible to change through training, awareness and persuasion- Mood- Can change daily or maybe even hourly- Research shows that can have a negative effect on decision making & risk taking

Runway incursions the number one safety issue on just about everyones most wanted list to solve. But what do we read when these serious events take place? I know what I read all too often. FAA says controller error to blame for latest runway mishap. Pilot failed to follow controllers instruction in yesterdays near miss.Come on folks. Lets not wait for another Tenerife accident to occur before we get serious about solving the runway incursion issue. Lets stop the blame game, and make the commitment as an industry to get our runways and taxiways painted with enhanced markings. Lets improve the signage and lighting around our airports. Lets get the equipment into our control towers and cockpits that will improve situational awareness at both ends of the radio. Lets install things like runway status lights that have already been proven to reduce or eliminate runway incursions in real operations. But most of all, lets stop pointing fingers; lets stop making excuses; lets stop simply punishing the errors.The traveling publicmy passengersdeserve nothing less.Thank you