2009 FAA EASTERN REGION AIRPORTS ANNUAL HERSHEY CONFERENCE ENGINEERING BRIEF #75 “INCORPORATION OF RUNWAY INCURSION PREV

1. 2009 FAA EASTERN REGIONAIRPORTS ANNUAL HERSHEY CONFERENCEENGINEERING BRIEF #75“INCORPORATION OF RUNWAY INCURSION PREVENTION INTO TAXIWAY AND APRON DESIGN” Presented by: John R. Dermody, P.E. Civil Engineer, Senior Program ManagerFederal Aviation Administration New York Airports District Office

2. AIRPORT DESIGN ADVISORY CIRCULAR (AC) AND ENGINEERING BRIEFS • AC 150/5300-13, “AIRPORT DESIGN” • CONTAINS STANDARDS AND RECOMMENDATIONS FOR THE LAYOUT AND DESIGN OF AN AIRPORT • ENGINEERING BRIEFS (EB) SERVE AS INTERIM GUIDANCE UNTIL AN AC IS UPDATED

3. AC 150/5300-13 RE-WRITE EFFORT • LAST MAJOR RE-WRITE ABOUT 20 YEARS AGO, INCREMENTAL CHANGES SINCE 1989 • NATIONAL TEAM OF AIRPORTS DIVISION REPRESENTATIVES TO PERFORM A COMPREHENSIVE RE-WRITE OF 150/5300-13 • LARGE & CHALLENGING TASK • MULTI-YEAR EFFORT, STARTED IN OCTOBER 2005 • 2 SETS OF INDUSTRY-WIDE REVIEWS ANTICIPATED

4. TAXIWAY LAYOUT GUIDANCE • ONE OF MY ROLES ON AC REWRITE TEAM • HOW COMPLICATED COULD TAXIWAY DESIGN BE? • CURRENT AC GUIDANCE FOR TAXIWAYS NEEDS IMPROVEMENT: - TAXIWAY COMPUTER MODEL / FILLET DESIGN - DISPLACED THRESHOLD ISSUES WITH POFZ/ TERPS - RUNWAY TO TAXIWAY SEPARATION STANDARDS - NO MENTION OF PROPER LAYOUT TO MINIMIZE POTENTIAL FOR RUNWAY INCURSIONS

5. RUNWAY INCURSIONS • A RUNWAY INCURSION IS DEFINED AS: "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." • Category A is a serious incident in which a collision was narrowly avoided • Category B is 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 is an incident characterized by ample time and/or distance to avoid a collision. • Category D is an 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 take-off of aircraft but with no immediate safety consequences • THERE IS NO SINGLE WAY TO PREVENT RUNWAY INCURSIONS, THE FAA FOCUSES ON OUTREACH, AWARENESS, IMPROVED INFRASTRUCTURE AND TECHNOLOGY

6. RECOGNITION OF PROBLEM • PARTICIPANT AT RUNWAY SAFETY ACTION TEAM (RSAT) MEETINGS • COMMON THEME OF TAXIWAY DESIGN LEADING TO INCURSIONS • EACH UNIQUE EXAMPLE MAY BE RECTIFIED DIFFERENTLY • NEED FOR UNIFORM DESIGN GUIDANCE • DISCUSSED PROBLEM WITH AC REWRITE TEAM • DRAFTED A WHITE PAPER IN EARLY 2006 WITH INPUT FROM RUNWAY SAFETY OFFICE AND MITRE CORP. • HQ REQUESTED THAT I TURN THE WHITE PAPER INTO AN ENGINEERING BRIEF

7. ENGINEERING BRIEF #75, “INCORPORATION OF RUNWAY INCURSION PREVENTION INTO TAXIWAY AND APRON DESIGN” • SO WHAT IS EB #75 ALL ABOUT? • PROVIDES TAXIWAY DESIGN RECOMMENDATIONS • REVIEW AND INPUT FROM NATIONAL AND REGIONAL RUNWAY SAFETY OFFICES, AC REWRITE TEAM AND MITRE CORP. • CONSIDER RUNWAY INCURSION PREVENTION WHILE PLANNING AND DESIGNING ANY TAXIWAY CHANGES • USE RECOMMENDATIONS TO REMEDY “HOT SPOTS”

8. KEY FACTORS • OPERATIONAL USE • TAXIWAY GEOMETRY TO INCREASE SITUATIONAL AWARENESS

9. OPERATIONAL USE • PRIORITY TO LIMIT THE NUMBER OF AIRCRAFT CROSSING ACTIVE RUNWAYS • USE TAXI STRATEGIES TO REDUCE NUMBER OF RUNWAY CROSSINGS WHERE POSSIBLE • PROVIDE TAXIWAYS TO REDUCE RUNWAY CROSSINGS - END-AROUND-TAXIWAYS WHERE POSSIBLE • COMMUNICATION NEEDED AT RSAT MEETINGS BETWEEN AIRPORT OPERATOR AND FAA RUNWAY SAFETY OFFICE, AIR TRAFFIC AND AIRPORTS ORGANIZATIONS Figure A: Operational Characteristics of Category A and B Runway Incursions at the OEP 35 Airports (1997-2003)

10. OPERATIONAL USE • CROSS AIRCRAFT IN LAST THIRD OF RUNWAY - MITRE STATISTICS - RUNWAY SAFETY OFFICE STATISTICS

11. 2’- 4’ (0.67-1.34 m) 2’- 4’ (0.67-1.34 m) 16-34 16-34 9-12’ (3 - 3.67 m) 3’ –10’ (0.91 – 2.75 m) 15” (38 cm) The inscription must have a height of 12’ (3.67 m); however, it may be reduced, as necessary, to the minimum height of 9’ (3 m). TAXIWAY GEOMETRY • KEY IS TO INCREASE SITUATIONAL AWARENESS • MAY BE AS SIMPLE AS ADDITIONAL LIGHTING, SIGNAGE OR MARKING – OR RELOCATION OF HOLD BAR • FAA’S CALL TO ACTION – ENHANCE MARKINGS • KEEP TAXIWAY GEOMETRY SIMPLE – REDUCES PILOT ERROR • MAY REQUIRE RECONFIGURATION OF TAXIWAYS, ESPECIALLY IN “HOT-SPOT” LOCATIONS

12. TAXIWAY GEOMETRY • AVOID DIRECT ACCESS TO A RUNWAY FROM A TERMINAL OR RAMP (OUTBOUND)

13. TAXIWAY GEOMETRY • HIGH SPEED EXIT TAXIWAYS SHOULD NOT LEAD DIRECTLY ACROSS ANOTHER RUNWAY (INBOUND)

14. TAXIWAY GEOMETRY • REDUCE EXCESS PAVEMENT AREAS - RUNWAY/ TAXIWAY INTERSECTIONS - TAXIWAY/ TAXIWAY INTERSECTIONS - CO-LOCATED HIGH SPEED EXITS • PROVIDES ABILITY TO INSTALL SIGNAGE TO ENHANCE VISUAL CONSPICUITY AND PROMOTE SITUATIONAL AWARENESS

15. TAXIWAY GEOMETRY • REDUCE THE NUMBER OF TAXIWAYS INTERSECTING TOGETHER - LIMIT TO “3-POINT NODE DECISION” - EXCESS PAVEMENT LIMITS EFFECTIVENESS OF SIGNAGE AND LIGHTING - INFORMATION OVERLOAD - INCREASES LIKELIHOOD OF PILOT DISORIENTATION

16. TAXIWAY GEOMETRY • ALWAYS USE RIGHT-ANGLED TAXIWAYS THAT INTERSECT A RUNWAY FOR CROSSINGS, EXCEPT DEDICATED ACUTE-ANGLED EXIT TAXIWAYS

17. TAXIWAY GEOMETRY • DESIGN AROUND TERPS / AIRPORT DESIGN CRITERIA TO AVOID HOLD LINE IN UNEXPECTED LOCATION

18. APRON AND SERVICE ROAD CONSIDERATIONS • AT GA AIRPORTS, SITE AIRCRAFT APRONS TO MINIMIZE RUNWAY CROSSINGS • CONSTRUCT SERVICE ROADS TO SEPARATE VEHICLES - ESPECIALLY FUEL TRUCKS AND MAINTENANCE VEHICLES FROM AOA

19. ENGINEERING BRIEF #75

20. ENGINEERING BRIEF #75 • KEY POINTS: • LIMIT AIRCRAFT CROSSING ACTIVE RUNWAYS • PROVIDE END-AROUND-TAXIWAYS OR CROSSING TAXIWAYS WITHIN THE LAST “THIRD” OF THE RUNWAY • OPTIMIZE PILOT’S RECOGNITION OF RUNWAY ENTRY (INCREASE SITUATIONAL AWARENESS) THROUGH GEOMETRY AND SIGNAGE/ MARKING/ LIGHTING • USE RIGHT-ANGLE TAXIWAY/ RUNWAY INTERSECTIONS (EXCEPT HIGH SPEED EXITS) • AVOID WIDE EXPANSES OF PAVEMENT • LIMIT THE NUMBER OF TAXIWAYS INTERSECTING AT ONE POINT • AVOID DIRECT ACCESS FROM TERMINAL RAMPS TO RUNWAY • HIGH SPEED EXIT TAXIWAYS SHOULD NOT LEAD DIRECTLY INTO A TAXIWAY CROSSING A RUNWAY

21. THANK YOU!QUESTIONS? http://www.faa.gov/airports_airtraffic/airports/construction/engineering_briefs/media/EB_75.pdf John R. Dermody, P.E. Civil Engineer, Senior Program Manager FAA - New York Airports District Office (516) 227-3869 John.Dermody@faa.gov Presented By: