European Action Plan

for the Prevention of Runway Excursions

Edition 1.0

ECAST
Component of ESSI EUROCONTROL
European Commercial Aviation Safety Team
Contents

1. Statement of Commitment 5

2. Introduction and background 9

3. Recommendations 13

3.1 General Principles and Local Runway Safety Teams 14

3.2 Aerodrome operator 15
3.3 Air Navigation Service Provider 16
3.4 Aircraft operator 17
3.5 Aircraft Manufacturers 20
3.6 Regulatory and Oversight 21
3.7 EASA 22

4. Appendices - Guidance Materials 25

A Guidelines for Local Runway Safety Teams 27

B Aerodrome Operator 33
C AIR NAVIGATION SERVICE PROVIDERS 37
D AERONAUTICAL INFORMATION SERVICE PROVIDERS 47
E AIRCRAFT OPERATORS 51
F AIRCRAFT MANUFACTURERS 75
G OVERSIGHT ACTIVITIES FOR REGULATORS 87
H EASA 89

5. References 93

European Action Plan for the Prevention of Runway Excursions - Released Edition 1.0 - January 2013 3
1. Statement of Commitment

A runway excursion is the event in which an aircraft veers off or overruns the runway surface during either takeoff or landing.
ICAO (Global Runway Safety Symposium 2011) has noted that the rate of runway excursions has not decreased in more than
20 years. Accidents continue to take place on and around runways.

The content of this Action Plan is the result of the combined and sustained efforts of organisations representing all areas of
runway operations. Their intention is to enhance runway safety by advocating the implementation of the recommendations
it contains. The contributing organisations include, but are not limited to, Aerodrome Operators, Air Navigation Service
Providers, Aeronautical Information Service Providers, Aircraft Operators, Aircraft Manufacturers, Professional Associations,
the European Aviation Safety Agency and National Aviation Safety Authorities.

The commitment of these organisations and of all operational staff is to prevent runway excursions using all practicable
means available ranging from the design of aircraft, airspace, procedures and technologies to relevant training for opera-
tional staff associated with runway excursion prevention. In this way runway safety actions make a difference to day to day
operations.

As such, this Action Plan is directed at all providers and users of European aerodromes and all European aircraft operators
for all their operations worldwide.

European Action Plan for the Prevention of Runway Excursions - Released Edition 1.0 - January 2013 5
 Member Organisation Signature

Frank Brenner,
EUROCONTROL
Director General

Patrick Goudou
EASA
Executive Director

Günther Matschnigg,
IATA
Senior Vice President Safety, Operations & Infrastructure

Jacques Dopagne
EUROCONTROL
Director Network Management

Joe Sultana
EUROCONTROL
Chief Operating Officer of Network Management

Florence Rousse Direction de la Sécurité

Director de l’Aviation Civile

Tim Hardy
BAA Airports Limited
Airside Director

Zelijko Oreski Intl Federation of Air Traffic

Executive Vice President Controller’s Associations (IFATCA)

Massimo Bellizzi
ENAV S.p.A.
Director General

Nico Voorbach European Cockpit Association

President (ECA)/ IFALPA

6 European Action Plan for the Prevention of Runway Excursions - Released Edition 1.0 - January 2013
 Member Organisation Signature

Gretchen Haskins Safety Regulation,

Group Director UK Civil Aviation Authority

Maurice Georges Direction des Services

Director de la Navigation Aérienne

Paul Reid
NATS Services
Managing Director

Hans-Jürgen Morscheck
DFS Deutsche Flugsicherung GmbH
Director Corporate Safety and Security Management

Yannick Malinge
Airbus
Senior Vice President, Chief Product Safety Officer

Corky Townsend
Boeing
Boeing Commercial Airplane

Dirk Geukens
Brussels Airport Company
Safety Sr. Manager

Mike Ambrose ERAA European Region Airlines

Director General Association

Capt. Bertrand de Courville European Commercial Aviation

co-Chair Safety Team (ECAST)

John Vincent European Commercial Aviation

Chairman Safety Team (ECAST)

Michel Piers
NLR-ATSI
Institute Director

European Action Plan for the Prevention of Runway Excursions - Released Edition 1.0 - January 2013 7
2. Introduction and background

There are at least two runway excursions each week worldwide. ICAO has noted that the rate of runway excursions has not
decreased in more than 20 years.

ECCAIRS taxonomy and ICAO define a runway excursion as “an event in which an aircraft veers off or overruns the runway
surface during either takeoff or landing”. .

The EUROCONTROL “Study of Runway Excursions from a European Perspective” shows that the causal and contributory
factors leading to a runway excursion are the same in Europe as in other regions of the world. The study findings made
extensive use of lessons from more than a thousand accident and incident reports. Those lessons have been used to craft
the recommendations contained in this European Action Plan for the Prevention of Runway Excursions.

The European Working Group for Runway Safety has considered all practicable means available ranging from the design of
aircraft, airspace, procedures and technologies to relevant training for operational staff associated with runway excursion
prevention.

The recommendations and guidance materials contained in this Action Plan are intended for implementation by the rele-
vant stakeholder organisations with the aim of reducing the rate of runway excursions and the runway excursion risk
incumbent upon them.

There are important elements to take note of when preventing runway excursions, for example:

n The risk of a runway excursion is increased by wet and contaminated runways in combination with gusts or strong
cross or tailwinds;
n Practices such as landing long and or late or ineffective deployment of braking devices is highly relevant to
runway excursion risk;
n The majority of runway excursions occur on a dry runway;
n In the cases of both landing and takeoff excursions, the primary opportunity to prevent a runway excursion is in
the decision making of the flight crew to go-around or, once at or approaching V1, continue a takeoff.

Although it is acknowledged that the causal factors leading to undershoot and loss of control incidents and accidents may
be similar to those leading to runway excursions, this document does not address these other risks.

Central to the recommendations contained in this Action Plan is the uniform and consistent application of ICAO provisions.
The recommendations and their supporting guidance materials primarily address States in the area of the European Civil
Aviation Conference (ECAC), whilst remaining globally applicable. National Aviation Safety Authorities should decide upon
the strategy for implementation by the applicable organisations within States. The recommendations are mainly generic
and the responsible organisations should decide specific details, after taking local conditions into account e.g. aerodromes
where joint civilian and military operations take place.

Whilst technology is undoubtedly part of the solution, training of unfamiliar situations that may lead to runway excursions
is key to their prevention. Rigorous and realistic training scenarios will better prepare operational staff to cope with deci-
sions to go-around or reject a takeoff and lead to the execution of the correct and safe manoeuvres. Training must address
the need to continue high standards of airmanship, enabling flight crew to manually fly aircraft in all circumstances, and air
traffic controllers to sequence traffic in all circumstances.

European Action Plan for the Prevention of Runway Excursions - Released Edition 1.0 - January 2013 9
Communication practices that offer the chance to prevent runway excursions include the correct use of the Aeronautical
Information Publications (AIP), NOTAM and ATIS. Failing to fully brief a flight crew about the departure or arrival airport
conditions can lead to misunderstandings.

The content of this Action Plan should be interpreted for the aircraft type being flown and the aerodromes relevant to the
flight being undertaken.

There is a genuine need to improve the quality of appropriate occurrence data to facilitate lesson learning and sharing, e.g.
regarding phenomena such as unstable and destabilised approaches.

Local Runway Safety Teams should be established. The team should consist of, as a minimum, representatives from the main
groups associated with takeoff and landing operations, namely the Aerodrome Operator (which could include navigation
aids engineers, infrastructure maintenance etc.) Meteorological Offices and Aeronautical Information Service Providers,
representatives from the Air Navigation Service Provider, local Air Traffic Controller associations and pilots from Aircraft
Operators, local pilot associations that operate at the aerodrome and other relevant organisations that operate on the
manoeuvring area..

There is an obvious need to reach a wide audience with the information contained in this Action Plan. Each organisation
conducting or supporting runway operations is invited to review and prioritise the proposed recommendations contained in
this document for implementation in their own organisation. It is recommended that appropriate use of safety assessments
of any of the proposed changes should be made in coordination with the relevant working partners, prior to implementing
those changes.

This document is structured in two main parts: Recommendations in Section 3 and Guidance Materials in a series of Annexes.
The guidance found in this Action Plan should not be seen to be limiting, and good practice should be shared as appropri-
ate. The Guidance Materials will be continually updated and made available through the safety knowledge management
process of SKYbrary (www.skybrary.aero). The boundaries set by national regulators and internationally accepted provisions
should be respected.

For further information

on the content of this action plan
please contact:

EUROCONTROL
Telephone: + 32 (0)2 729 3789
Email: [email protected]
www.eurocontrol.int/runwaysafety

10 European Action Plan for the Prevention of Runway Excursions - Released Edition 1.0 - January 2013
3. Recommendations
3.1 General Principles and Local Runway Safety Teams

3.2 Aerodrome Operator

3.3 Air Navigation Service Provider

3.4 Aircraft Operator

3.5 Aircraft Manufacturers

3.6 Regulatory and Oversight Issues

3.7 EASA

European Action Plan for the Prevention of Runway Incursions - Edition 2.0 13
3.1 General Principles and Local Runway Safety
Teams
IMPLEMENTATION
Ref Recommendation Action Guidance
DATE

At individual aerodromes, as designated by the Regulator, a Runway Safety Aerodrome Operators,

3.1.1 Team should be established and maintained to lead action on local runway Air Navigation Service Provider, Immediate Appendix A
safety issues. Aircraft operators Regulator.

A local runway safety awareness campaign should be initiated at each

aerodrome for Air Traffic Controllers, Pilots and Manoeuvring Area Vehicle
3.1.2 Drivers and other personnel who operate on or near the runway. The Local Runway Safety Team 31 May 2013 Appendix A
awareness campaign should be periodically refreshed to maintain interest
and operational awareness.

3.1.3 Confirm that all infrastructure, practices and procedures relating to runway
operations are in compliance with ICAO provisions.
Aerodrome Operator (lead),
Air Navigation Service Provider. 31 May 2013 Appendix A

Where practicable, ensure that specific joint training and familiarisation

in the prevention of runway excursions, is provided to Pilots, Air Traffic Local Runway Safety Team,
3.1.4 Controllers and Aerodrome Operator staff. This may include visits to the Air Navigation Service Provider, 31 May 2013 Appendix A
manoeuvring area to increase awareness of markings, signage, and position Regulator, Aerodrome Operator.
of anemometers etc. where this is considered necessary.

Runway safety should be part of initial and recurrent training for opera- Aircraft Operator, Air Navigation
3.1.5 tional staff e.g. Air Traffic Controllers, Pilots, Meteorology officers, NOTAM Service Provider, Aerodrome 02 January 2014 Appendix A
officers and all other personnel involved in manoeuvring area operations. Operator, Regulator,
Flight Training School.

All users of the aviation system should participate in safety information sha- Aircraft Operator, Air Navigation
3.1.6 ring networks and exchange relevant information on actual and potential
safety deficiencies to ensure that runway safety risks are correctly identified
Service Provider, Aerodrome
Operator, Local Runway Safety 31 May 2013 Appendix A
and appropriately mitigated at each aerodrome. Team, EUROCONTROL.

Changes to manoeuvring area infrastructure, practices and procedures,

including planned works must take account of runway safety and may Air Navigation Service Provider,
3.1.7 require consultation with the local runway safety team. An adequate Aerodrome Operator, Immediate Appendix A
risk assessment should be the basis for procedural and/or infrastructural Aircraft Operator.
changes on the manoeuvring area.

14 European Action Plan for the Prevention of Runway Excursions - Released Edition 1.0 - January 2013
3.2 Aerodrome Operator

IMPLEMENTATION
Ref Recommendation Owner Guidance
DATE

3.2.1 Ensure that runways are constructed and refurbished to ICAO specifications, Aerodrome Operator
so that effective friction levels and drainage are achieved. Immediate Appendix B

3.2.2 An appropriate program should be in place to maintain the runway surface

friction characteristics by removal of contaminants. Aerodrome Operator Immediate Appendix B

If provided, ensure that appropriate navigation aids (e.g. ILS, AGL, PAPIs),
3.2.3 and surface markings are maintained in accordance with ICAO Standards
and Recommended Practices, to promote the accurate landing/touchdown Aerodrome Operator 02 January 2014 Appendix B
point.

Ensure that the runway holding points are clearly marked, signed and if
3.2.4 required, lit. Consider the use of signage at the runway holding points used Aerodrome Operator 02 January 2014 Appendix B
for intersection takeoffs to indicate the Takeoff Run Available (TORA).

Ensure robust procedures are in place for calculating temporary reduced

declared distances e.g. due to work in progress on the runway. When
3.2.5 reduced declared distances are in operation, ensure that the temporary
markings, lighting and signs accurately portray the reduced distances and Aerodrome Operator Immediate Appendix B
that they are well communicated, and transferred to States aeronautical
information services for publication.

3.2.6 If runway contamination occurs or is changing assess the runway conditions. Aerodrome Operator Immediate Appendix B

Ensure robust procedures are in place for communicating safety significant

3.2.7 information regarding changing surface conditions as frequently as practi- Aerodrome Operator Immediate Appendix B
cable to the appropriate air traffic services.

In accordance with ICAO provisions, wind sensors and wind direction indi-
3.2.8 cators (wind socks) should be sited to give the best practicable indication of Air
MET
Navigation Service Provider. 02 January 2014
Office, Aerodrome Operator. Appendix B
conditions along the runway and touchdown zones.

Air Navigation Service Provider.

3.2.9 Consider equipping for digital transmission of ATIS, as appropriate. MET Office, Aerodrome 02 January 2014 Appendix B
Operator.

NOTE:
To mitigate the effect of a runway excursion it is agreed that runway end safety areas (which may include arresting systems) and runway
strips are useful, although they are not excursion prevention measures.
Runway strips and RESAs are the subject of ICAO Standards and Recommended Practices.

European Action Plan for the Prevention of Runway Excursions - Released Edition 1.0 - January 2013 15
3.3 Air Navigation Service Provider

IMPLEMENTATION
Ref Recommendation Owner Guidance
DATE
Ensure the importance of a stabilised approach and compliance with final
3.3.1 approach procedures is included in training and briefing for air traffic control Air Navigation Service Provider 02 January 2014 Appendix C
staff.
When assigning a runway or changing a runway assignment for arriving or
3.3.2 departing traffic, consider the time the flight crew will require to prepare/ Air Navigation Service Provider Immediate Appendix C
re-brief.

Review available data (occurrence reports, go-around / missed approach

3.3.3 data etc.) with the aim of identifying contributing factors and relevant
mitigations for example enhanced airspace design and procedures, and air Air Navigation Service Provider 02 January 2014 Appendix C
traffic controller training and procedures.

Review processes covering the provision of safety significant ‘essential’

information such as weather, wind and runway surface conditions (e.g.
when ‘wet’ or contaminated):
4a. To ensure a consistent, timely and accurate broadcast of aerodrome Air Navigation Service Provider,
3.3.4 4b. information. Aeronautical Information 02 January 2014 Appendix C
To ensure the integrity of the safety significant information supply Service Provider, Aerodrome
chain from the provider (e.g. Met Office/Aerodrome Operator) to ATC/ Operator, Aircraft Operator
AISP and on to the flight crew.
4c. Consider equipping for digital transmission of ATIS, as appropriate
4d. Ensure that training on the use of ATIS/D-ATIS is provided to relevant
operational staff (ANSP/AISP).

Ensure that pilots in command/ flight crews are informed of the Takeoff Run Air Navigation Service Provider,
3.3.5 Available (TORA) or the Landing Distance Available (LDA) if these differ from Aerodrome Operator Immediate Appendix C
the published data using appropriate means. Aircraft Operator, Aeronautical
Information Service Provider.

Participate in safety information sharing networks to facilitate the free Air Navigation Service Provider,
3.3.6 exchange of relevant information on actual and potential safety Aerodrome Operator Immediate Appendix C
deficiencies.

16 European Action Plan for the Prevention of Runway Excursions - Released Edition 1.0 - January 2013
3.4 Aircraft Operator

Flight IMPLEMENTATION
Ref Recommendation Owner Guidance
Phase DATE

Aircraft operators are encouraged to participate in safety

3.4.1 GENERAL information sharing networks to facilitate the free exchange Aircraft Operator 31 May 2013 Appendix E
of relevant information on actual and potential safety
deficiencies.

The aircraft operator should include and monitor aircraft

3.4.2 GENERAL parameters related to potential runway excursions in their Aircraft Operator 02 January 2014 Appendix E
Flight Data Monitoring (FDM) program.

The aircraft operator should include runway excursion

3.4.3 GENERAL prevention in their training program. This training should be Aircraft Operator 31 May 2013 Appendix E
done using realistic scenarios.

3.4.4 GENERAL The aircraft operator should consider equipping their aircraft Aircraft Operator 02 January 2018 Appendix E
fleet with technical solutions to prevent runway excursions.

The aircraft operator should consider equipping their aircraft

3.4.5 GENERAL fleet with data-link systems (e.g. ACARS) to allow flight Appendix E
crews to obtain the latest weather (D-ATIS) without one pilot Aircraft Operator 03 June 2015
leaving the active frequency.

The aircraft operator should report to the ANSP if approach

3.4.6 GENERAL procedures or ATC practices at an airport prevent flight crew Aircraft Operator Immediate Appendix E
from complying with the published approach procedures and
their stabilised approach criteria.

The aircraft operator should ensure the importance of a

stabilised approach and compliance with final approach
3.4.7 GENERAL procedures is included in briefing for flight crews. The Appendix E
commander should not accept requests from ATC to perform Aircraft Operator Immediate
non-standard manoeuvres when they are conflicting with the
safety of the flight.

The Commander should not accept a late runway change

unless for safety reasons. A briefing and if needed flight
3.4.8 GENERAL management computer (FMC) preparation must be Aircraft Operator Immediate Appendix E
completed (e.g. before leaving the gate or starting the final
approach).

If the Commander should request a more favourable runway

3.4.9 GENERAL for Takeoff or Landing for safety reasons, the safety reason is Aircraft Operator Immediate Appendix E
to be declared to Air Traffic Control.

The Commander, shortly before takeoff and landing, shall

verify that the actual weather conditions are similar or
3.4.10 WEATHER conservative compared to the weather data used for the Aircraft Operator Immediate Appendix E
takeoff performance calculations and the in-flight landing
distance assessment.

3.4.11 CROSS WIND The aircraft operator should publish the Aircraft’s Crosswind
Appendix E
OPERATIONS and the gustwith
Limitations specific guidance on the runway condition
component.
Aircraft Operator 31 May 2013

The aircraft operator should publish specific guidance on

3.4.12 CROSS WIND takeoff and landing techniques with cross wind; and/or wet Aircraft Operator
OPERATIONS or contaminated runway conditions and the correct use of the 31 May 2013 Appendix E
nose wheel steering. Appropriate training must be provided.

European Action Plan for the Prevention of Runway Excursions - Released Edition 1.0 - January 2013 17
3.4 Aircraft Operator

Flight IMPLEMENTATION
Ref Recommendation Owner Guidance
Phase DATE

The aircraft operator should ensure their standard operating

procedure (SOP) requires the flight crew to perform inde-
pendent determination of takeoff data and crosscheck the
3.4.13 TAKEOFF results. The aircraft operator should ensure their Standard Aircraft Operator 31 May 2013 Appendix E
Operating Procedures include flight crew cross-checking the
‘load and trim sheet’ and ‘performance’ data input into the
Flight Management Computer (FMC).

The aircraft operator should publish the rejected takeoff

3.4.14 TAKEOFF decision making process. Appropriate training should be Aircraft Operator 31 May 2013 Appendix E
provided.

The aircraft operator should publish and provide training on

the company policy regarding in-flight assessment of landing
performance. Flight crew must be advised whether company
3.4.15 CRUISE landing distance data relates to unfactored or operational Aircraft Operator 31 May 2013 Appendix E
distances. In the case of unfactored distances the company
should provide the safety margin to be used in normal and
abnormal conditions.

The aircraft operator must publish the company policy,

procedure and guidance regarding the go-around decision. It
3.4.16 APPROACH should be clearly stated that a go-around should be initiated Aircraft Operator Immediate Appendix E
at any time the safe outcome of the landing is not assured.
Appropriate training must be provided.

When accepting the landing runway the Commander should

consider the following factors: weather conditions (in
particular cross and tailwind), runway condition (dry, wet or
3.4.17 APPROACH contaminated), inoperable equipment and aircraft perfor- Aircraft Operator Immediate Appendix E
mance. Except in conditions that may favour a non precision
approach, when more than one approach procedure exists, a
precision approach should be the preferred option.

The aircraft operator must publish Company Criteria for

stabilised approaches in their Operation Manual. Flight crew
must go-around if their aircraft does not meet the stabilised
3.4.18 APPROACH approach criteria at the stabilisation height or, if any of Aircraft Operator Immediate Appendix E
the stabilised approach criteria are not met between the
stabilisation height and the landing. Company guidance and
training must be provided to flight crew for both cases.

The aircraft operator should publish a standard operating

procedure describing the pilot non flying duties of closely
3.4.19 APPROACH monitoring the flight parameters during the approach and Aircraft Operator Immediate Appendix E
landing. Any deviation from company stabilised approach
criteria should be announced to the pilot flying using
standard call outs.

18 European Action Plan for the Prevention of Runway Excursions - Released Edition 1.0 - January 2013
 Flight IMPLEMENTATION
Ref Recommendation Owner Guidance
Phase DATE

The aircraft operator should publish guidelines on the use

of autoland when low visibility procedures (LVP) are not in
force. Flight crew that practice automatic landings without
3.4.20 APPROACH LVP in force should take into account the status of the Aircraft Operator 31 May 2013 Appendix E
protected area for the Localiser signal. Flight crew should
fully brief such practice manoeuvres, in particular, readiness
to disconnect the autoland / automatic rollout function and
land manually, or go-around.

The aircraft operator should publish the standard operating

3.4.21 LANDING procedure regarding a touchdown within the appropriate Aircraft Operator 31 May 2013 Appendix E
touchdown zone and ensure appropriate training is provided.

The aircraft operator should publish the appropriate landing

technique for landing on wet or contaminated runway and
3.4.22 LANDING ensure appropriate training is provided. Flight crew should Aircraft Operator 31 May 2013 Appendix E
be made aware of the risks of landing on wet/contaminated
runway in combination with crosswind conditions.

The aircraft operator should publish and provide training on

the company policy regarding in-flight assessment of landing
performance. Flight crew must be advised whether company
3.4.23 LANDING landing distance data relates to unfactored or operational Aircraft Operator 31 May 2013 Appendix E
distances. In the case of unfactored distances the company
should provide the safety margin to be used in normal and
abnormal conditions.

Flight crew should use full reverse on wet/contaminated

runways irrespective of any noise related restriction on their
3.4.24 LANDING use unless this causes controllability issues. It is important Aircraft Operator Immediate Appendix E
that the application of all stopping devices including reverse
thrust is made immediately after touchdown without any
delay.

The aircraft operator should publish the standard operating

procedure on the pilot non flying duties of closely monitoring
3.4.25 LANDING the activation of the stopping devices on landing and call out Aircraft Operator 31 May 2013 Appendix E
any omission to the pilot flying. Appropriate training must
be provided.

The aircraft operator should include specific recovery

3.4.26 LANDING techniques from hard and bounced landings in their training Aircraft Operator 31 May 2013 Appendix E
program.

In cases where an aircraft operator accepts landing long as a

3.4.27 LANDING practice, the practice should be safety risk assessed, with a Aircraft Operator 31 May 2013 Appendix E
published policy and standard operating procedure suppor-
ted by appropriate flight crew training.

European Action Plan for the Prevention of Runway Excursions - Released Edition 1.0 - January 2013 19
3.5 Aircraft Manufacturers

New IMPLEMENTATION
Recommendation Owner Guidance
Ref DATE

Aircraft manufacturers should present takeoff and landing performance

3.5.1 information in similar (common and shared) terminology and to agreed Aircraft Manufacturer January 2015 Appendix F
standards.

Training material promulgated by aircraft manufacturers should emphasize

3.5.2 the necessity of making best use of runway length available when condi-
tions are uncertain or when runways are wet or contaminated by applying Aircraft Manufacturer May 2013 Appendix F
full braking devices, including reverse thrust, until a safe stop is assured.

On-board real time performance monitoring and alerting systems that will
3.5.3 assist the flight crew with the land/go-around decision and warn when Aircraft Manufacturer January 2014 Appendix F
more deceleration force is needed should be made widely available.

3.5.4 The aviation industry should develop systems and flight crew manuals to
help flight crews calculate landing distances reliably. Aircraft Manufacturer January 2015 Appendix F

Electronic Flight Bag manufacturers and providers (class 1/2/3) should

enable the flight crew to perform independent determination of takeoff Electronic Flight Bag providers,
3.5.5 data and to implement where possible an automatic crosscheck to ensure Aircraft Manufacturer January 2015 Appendix F
correct insertion of the takeoff data in the avionics. Standard Operating
procedures should be developed to support this crosscheck.

3.5.6 Manufacturers should have clear flight crew procedures required to attain
the published takeoff and landing performance. Aircraft Manufacturer May 2013 Appendix F

3.5.7 Maximum crosswind data published by aircraft manufacturers should be

based upon one consistent and declared method of calculation. Aircraft Manufacturer January 2014 Appendix F

3.5.8 Manufacturers should monitor and analyse all (worldwide) runway excur-
sions involving the aeroplanes they support and share the lessons learned. Aircraft Manufacturer January 2014 Appendix F

20 European Action Plan for the Prevention of Runway Excursions - Released Edition 1.0 - January 2013
3.6 Regulatory and Oversight

IMPLEMENTATION
Ref Recommendation Owner Guidance
DATE

3.6.1 Confirm that all infrastructure, practices and procedures relating to runway
operations are in compliance with ICAO provisions.
Regulator, National Supervisory Immediate
Authority, Safety Oversight. Appendix G

3.6.2 Regulators should focus on runway safety in their oversight activities e.g.
preventing runway excursion risks.
Regulator, National Supervisory 31 May 2013
Authority, Safety Oversight. Appendix G

3.6.3 Ensure that the risk of runway excursions is included in the State Safety
Programme.
Regulator, National Supervisory 31 May 2013
Authority, Safety Oversight. Appendix G

Ensure aircraft operators, aerodrome operators and air navigation service

3.6.4 providers have implemented safety management systems in accordance Regulator, National Supervisory 31 May 2013
with the applicable standards and considered the risk of a runway excursion Authority, Safety Oversight. Appendix G
as part of their Safety Management System.

Noise mitigation rules should not increase, and, should seek to reduce
3.6.5 where possible, the risk of a runway excursion. Noise mitigation rules that
could potentially adversely affect the risk of a runway excursion should
Regulator, National Supervisory 31 May 2013
Authority, Safety Oversight. Appendix G
undergo a risk assessment.

3.6.6 Ensure that training for pilots, air traffic controllers and aerodrome person-
nel includes runway excursion prevention measures.
Regulator, National Supervisory Immediate
Authority, Safety Oversight. Appendix G

Ensure aircraft operators as part of their Safety Management System

identify and promote appropriate precursors for runway excursions that
3.6.7 could be used from their flight monitoring data or safety data set as safety
performance indicators that could be used to monitor the risk of a runway
Regulator, National Supervisory Immediate
Authority, Safety Oversight. Appendix G
excursion. Encourage them to share safety related information based on
agreed parameters.

Ensure the European Action Plan for the Prevention of Runway Excursions is
3.6.8 disseminated widely to increase understanding of runway excursion causal Regulator, National Supervisory Immediate
and contributory factors and to help organisations implement effective Authority, Safety Oversight. Appendix G
runway excursion prevention measures.

States should promote the establishment of safety information sharing Regulator, National Supervisory Immediate
3.6.9 networks among all users of the aviation system and should facilitate the Authority, Safety Oversight. Appendix G
free exchange of information on actual and potential safety deficiencies.

European Action Plan for the Prevention of Runway Excursions - Released Edition 1.0 - January 2013 21
3.7 EASA

New IMPLEMENTATION
Recommendation Owner Guidance
Ref DATE

Establish and implement one consistent method of contaminated runway surface

3.7.1 condition assessment and reporting by the aerodrome operator for use by aircraft
operators. Ensure the relation of this report to aircraft performance as published by EASA 31 December 2017 Appendix H
aircraft manufacturers.

3.7.2 Establish and implement one consistent method of calculation of crosswind limits for EASA
use by aircraft manufacturers and aircraft operators. 01 June 2015 Appendix H

It is recommended that aircraft operators always conduct an in-flight assessment of

3.7.3 the landing performance prior to landing. Note: Apply an appropriate margin to these EASA 31 December 2017 Appendix H
results.

3.7.4 Establish harmonised criteria for the approval of Electronic Flight Bags. The criteria to
be used by aircraft manufacturers and electronic flight bag providers. EASA 01 October 2013 Appendix H

Ensure Standard Operating Procedures take account of pertinent items to prevent

3.7.5 runway excursions e.g. full use of braking devices, including reverse thrust, prohibit EASA 31 December 2017 Appendix H
the use of aerodyn.

Ensure that training curricula for flight crew and other operational staff working
3.7.6 on the approach sector or, on or near the runway, fully considers the risk of runway EASA 31 December 2013 Appendix H
excursions.

Noise mitigation rules should not increase, and, should seek to reduce where possible,
3.7.7 the risk of a runway excursion. Noise mitigation rules that could potentially adversely EASA Immediate Appendix H
affect the risk of a runway excursion should undergo a risk assessment.

Identify and raise awareness of contributory and causal factors for runway excursions
3.7.8 that could be used as safety performance indicators to monitor the risk of a runway EASA 17 June 2013 Appendix H
excursion.

Ensure that States promote the establishment of safety information sharing networks
3.7.9 among all users of the aviation system and facilitate the free exchange of information EASA 17 June 2013 Appendix H
on actual and potential safety deficiencies.

Sponsor research on the impact of fluid contaminants of varying depth on aircraft

3.7.10 stopping performance, also accounting for the impact of lower aquaplane speeds of
modern aircraft tyres. EASA should research the impact of lower aquaplane speeds of EASA 01 June 2015 Appendix H
modern aircraft tyres on aircraft performance.

Develop rulemaking for the approval of on-board real-time crew alerting systems
3.7.11 that make energy based assessments of predicted stopping distance versus landing EASA 01 October 2013 Appendix H
distance available, and mandate the installation of such systems.

22 European Action Plan for the Prevention of Runway Excursions - Released Edition 1.0 - January 2013
4. Appendices - Guidance Materials
Appendix A Guidelines for Local Runway Safety Teams

Appendix B Aerodrome Operator

Appendix C Air Navigation Service Providers

Appendix D Aeronautical Information Service Providers

Appendix E Aircraft Operators

Appendix F Aircraft Manufacturers

Appendix G Oversight activities for Regulators

Appendix H EASA

European Action Plan for the Prevention of Runway Incursions - Edition 2.0 25
Appendix A Guidelines for Local Runway Safety Teams

Introduction Local Runway Safety Team

Composition
Recommendation 3.1.1 At individual aerodromes, The team should consist of, as a minimum, representatives
as designated by the Regulator, a Runway Safety from the main groups associated with takeoff and landing
Team should be established to lead action on local operations, namely the Aerodrome Operator (which could
runway safety issues. include navigation aids engineers, infrastructure main-
tenance etc.) Meteorological Offices and Aeronautical
Information Service Providers, representatives from the
A Local Runway Safety Team should form a key element Air Navigation Service Provider, local Air Traffic Controller
in the aerodrome runway safety programme and should associations and pilots from Aircraft Operators, local pilot
ensure that a strong focus is maintained on runway safety associations that operate at the aerodrome and other rele-
across all parties creating, de facto, an aerodrome level vant organisations that operate on the manoeuvring area.
safety management function. At some aerodromes cross-
disciplinary teams may already exist that could carry out Terms of Reference
the functions of the Runway Safety Team, using a discrete
runway safety agenda. If such teams are employed it is The terms of reference for a Local Runway Safety Team may
essential that their work is not duplicated; instead the be based around the framework of composition, role and
work should be integrated as part of the aerodrome’s tasks contained in this Appendix A. Several recommenda-
runway safety action plan. tions address specific tasks of Local Runway Safety Teams
and are used in this guidance to highlight the importance
of those activities.
Role
Preparing a Runway Safety Programme for your
The establishment of a Local Runway Safety Team is aerodrome
intended to facilitate effective local implementation of the
recommendations contained in the European Action Plan A Local Runway Safety Team may contribute to the
for the Prevention of Runway Excursions and to stimulate creation of a runway safety programme for their aero-
proactive management of runway safety. drome. The programme should demonstrate consider-
ation of runway and taxiway layout, traffic intensity and
Specific objectives of a Local Runway Safety Team may be to: mix, and both visual and non-visual aids such as markings,
lights, signs, radar, taxiway designations, ATS procedures,
n Identify potential runway safety issues by reviewing AIP information etc.
aerodrome practices regularly, and when relevant infor-
mation is available, from incident investigation findings. When preparing a runway safety programme for your
n Develop appropriate runway excursion risk prevention aerodrome each action item should designate a respon-
measures and creation of awareness of potential solu- sible person or organisation for completing the relevant
tions; tasks. There may be more than one person or organisation
n Advise management on runway safety issues and affected by an action item; however, one person or organ-
recommend mitigation measures; isation should take the lead and be responsible for the
n Create a plan containing action items for mitigating completion of all the tasks associated with the action item.
runway safety deficiencies. Action items should be aero- A realistic time frame to accomplish the work should also
drome specific and linked to a runway safety concern, be associated with each action item.
issue or problem at that aerodrome.

European Action Plan for the Prevention of Runway Excursions - Released Edition 1.0 - January 2013 27
Appendix A Guidelines for Local Runway Safety Teams

The Local Runway Safety Team can also consider the local This can be achieved by ensuring that practices to prevent
operating procedures employed by different companies runway excursions are locally understood and applied, e.g.
at the aerodrome. One objective for a runway safety awareness of the behaviour of local weather including wind
programme will be to create or enhance procedures and gusts.
that are integrated where necessary so as to minimise
the risk of runway excursions. Extra care should be taken The Local Runway Safety Team can set up a user friendly
when examining existing or proposed runway capacity email address to ease communication e.g. [email protected]
enhancing procedures or noise abatement schemes
involving preferential runway systems. The timing of awareness campaigns is important, making a
runway safety briefing at the start of a busy season, or just
Lessons learned from Local Runway Safety Team experi- before a period of weather that may increase the risk of a
ence include writing a runway safety programme with runway excursion can be helpful to all operational staff.
the understanding that it may be unrealistic to expect
flight crews to be familiar with local procedures. In addi- Local Runway Safety Teams can play a role in preparing the
tion, local difficulties may be encountered at aerodromes briefing pack for new users of an aerodrome, or for a new
where ICAO provisions have not been respected. season.

The runway programme may contain the following items: Education and awareness of Local Runway Safety Team’
achievements, can be communicated via training syllabi,
Compliant with ICAO Provisions newsletters, posters, stickers and the use of forums, on-line
and in workshops.

Recommendation 3.1.3 Confirm that all infra- Raise awareness of runway safety matters
structure, practices and procedures relating to
runway operations are in compliance with ICAO
provisions. Recommendation 3.1.4 Where practicable, ensure
that specific joint training and familiarisation
in the prevention of runway excursions, is
ICAO Standards and Recommended Practices (SARPS) provided to Pilots, Air Traffic Controllers and
are available to give the same consistent and predictable Aerodrome Operator staff. This may include visits
operations at any aerodrome in the world. However, some to the manoeuvring area to increase awareness of
aerodromes do not comply with ICAO provisions and this markings, signage, and position of anemometers
increases the risk that pilots may not be familiar with local, etc. where this is considered necessary.
unique procedures and practices.
Recommendation 3.1.5 Runway safety should be
Raise awareness of runway safety matters part of initial and recurrent training for opera-
tional staff e.g. Air Traffic Controllers, Pilots,
Meteorology officers, NOTAM officers and all
Recommendation 3.1.2 A local runway safety other personnel involved in manoeuvring area
awareness campaign should be initiated at each operations.
aerodrome for Air Traffic Controllers, Pilots and
other personnel who operate on or near the
runway. The awareness campaign should be Training on runway safety matters may traditionally
periodically refreshed to maintain interest and have been a supplement to core content training or
operational awareness. European training syllabi for licensing and certification and
included in the continuation training for air traffic controllers.
Today there is an opportunity to include runway safety
The Local Runway Safety Team should assist in keeping a as part of the initial and recurrent training for all opera-
spotlight on the subject of runway excursion prevention tional staff working on and around the manoeuvring area.
and to develop and run local awareness campaigns.

28 European Action Plan for the Prevention of Runway Excursions - Released Edition 1.0 - January 2013
Technology Dissemination of Safety recommendations

Technology is available to help to prevent runway excur- A Local Runway Safety Team should ensure wide dissemi-
sions and may be considered to supplement good working nation of the safety recommendations derived from acci-
practices by enhancing situational awareness and providing dent and incident investigation findings as well as other
appropriate decision support information and alerts. relevant lessons learned, for example from operational
experience, and best risk mitigation practices.
Information Sharing
Communication Practices

Recommendation 3.1.6 All users of the aviation

system should participate in safety information Recommendation 3.2.5 Ensure robust procedures
sharing networks and exchange relevant infor- are in place for calculating temporary reduced
mation on actual and potential safety deficiencies declared distances e.g. due to work in progress on
to ensure that runway safety risks are correctly the runway. When reduced declared distances are
identified and appropriately mitigated at each in operation, ensure that the temporary markings,
aerodrome. lighting and signs accurately portray the reduced
distances and that they are well communicated,
and transferred to States aeronautical informa-
ICAO says that all available safety recommendations of tion services for publication.
global interest to the civil aviation community, resulting
from runway related accidents and incidents and their Recommendation 3.3.4 Review processes covering
successful risk mitigations should be reported to ICAO the provision of safety significant ‘essential’ infor-
using the normal reporting mechanism for the relevant mation such as weather, wind and runway surface
organisations. ICAO Annex 13 emphasizes the need for conditions (e.g. when ‘wet’ or contaminated):
lesson sharing:
4a. To ensure a consistent, timely and accurate
“Exchange of safety information. 8.9 Recommendation.- broadcast of aerodrome information.
States should promote the establishment of safety 4b. To ensure the integrity of the safety signi-
information sharing networks among all users of the ficant information supply chain from the pro-
aviation system and should facilitate the free exchange of vider (e.g. Met Office/Aerodrome Operator)
information on actual and potential safety deficiencies.” to ATC/AISP and on to the flight crew.
4c. Consider equipping for digital transmission
Runway Excursion definition of ATIS, as appropriate.
4d. Ensure that training on the use of ATIS/
To enable the sharing of runway safety lessons a common D-ATIS is provided to relevant operational
understanding of runway excursion causal and contribu- staff (ANSP/AISP).
tory factors has been made using the following commonly
agreed definition: Recommendation 3.3.5 Ensure that pilots in com-
mand/ flight crews are informed of the Takeoff
A runway excursion is the event in which an aircraft veers Run Available (TORA) or the Landing Distance
off or overruns the runway surface during either takeoff or Available (LDA) if these differ from the published
landing (taken from ECCAIRS taxonomy and ICAO). data using appropriate means.

Understanding runway excursion risk allows individual

aerodromes to manage it from their own unique perspec- Misunderstanding following a communication breakdown
tive and as a collective contributor to the Air Traffic Manage- due to the use of non standard ICAO phraseology is found
ment network. in many accident and incident reports. Communication
at an aerodrome includes the written information found
in the AIP, NOTAMS, SNOWTAMS and their electronic

European Action Plan for the Prevention of Runway Excursions - Released Edition 1.0 - January 2013 29
Appendix A Guidelines for Local Runway Safety Teams

equivalents and ATIS / D-ATIS. Navigation aids, signs, A summary list of possible tasks for a Local
marking and lighting are also an important provider of Runway Safety Team
information to flight crew.
n Monitor the number, type and the severity of runway
Tasks could also include, assisting in verifying that coordi- excursions or their precursors;
nation between the support offices of the aircraft operator, n Identify any local problem areas and suggest improve-
aerodrome operator and air navigation service provider are ments e.g. by sharing the outcome of investigation
satisfactory, or if any improvements could be suggested, an reports to establish local problem areas on the approach
example would be to demonstrate the consistent accuracy and / or at the aerodrome and workable mitigations
of maps and charts in use by all organisations. More is said with and for operational staff;
about this subject in Appendix D. n Ensure that suitable data is available to provide
evidence for making decisions;
The inherent difficulties of communicating using R/T mean n Analyse and understand the findings from incident and
that local airspace design and associated procedures, aero- accident investigations in the local context;
drome design, visual and navigation aids and infrastructure n Take account of lessons learned from incidents and
play an important part in reinforcing the intended instruc- accidents related to runway safety issues from other
tions passed by the air traffic controller. More is said about aerodromes, as well as one’s own aerodrome/organi-
this subject in Appendix C. sation;
n Assess all landing and visual aids to check that they are
Change Management correctly located, working to the appropriate standard
and clearly visible where appropriate, to flight crews, in
different weather and light conditions;
Recommendation 3.1.7 Changes to manoeuvring n Work as a cohesive team to better understand the oper-
area infrastructure, practices and procedures, inclu- ating difficulties of personnel who work in other areas
ding planned works must take account of runway and recommend areas for improvement;
safety and may require consultation with the n Ensure that the recommendations contained in the
local runway safety team. An adequate risk European Action Plan for the Prevention of Runway
assessment should be the basis for procedural and/or Excursions are implemented;
infrastructural changes on the manoeuvring area. n Conduct a runway safety awareness campaign that
focuses on local issues, and produce and distribute local
awareness and guidance materials as considered neces-
Review proposed changes. Changes proposed to the sary; and
navigational aids supporting landing on a specific runway n Review the airfield to ensure it is in accordance with
and other relevant infrastructure in the light of runway ICAO Standards and Recommended Practices regularly
excursion sensitivity must be reviewed and the aerodrome e.g. navigation aids (e.g. ILS, AGL, PAPIs) and surface
operators or building contractors advised to ensure e.g. markings are provided to promote the appropriate use
that reduced runway lengths are correctly calculated. of the touchdown zone, especially where runway length
is limited. All markings and signs should be adequate
Measure the effectiveness of operational solutions for and understandable by all parties, with no possible
periodically. This can be accomplished by comparing the ambiguity of their meaning;
results of the initial analysis with current performance n Review the design of local airspace, associated proce-
parameters e.g. the number of approaches flown compliant dures and approach and landing aids, are checked to
with the stabilised approach criteria. be fit for purpose for all aircraft types;
n Ensure that processes and procedures are in place to
It may be of interest to look at the regional and global communicate weather and runway condition reports
picture for runway excursion numbers as it is rare that one in a meaningful and relevant timeframe for the flight
aerodrome will have several to discuss in a short time frame. crew.
It is proposed that some members of a Local Runway Safety
Team participate in safety case work, regarding changes to
existing, procedures or infrastructure involving runways.

30 European Action Plan for the Prevention of Runway Excursions -Released Edition 1.0 - January 2013
32 European Action Plan for the Prevention of Runway Incursions - Edition 3.0
Appendix B Aerodrome Operator

Recommendation 3.2.1 Ensure that runways are Recommendation 3.2.3 If provided, ensure that
constructed and refurbished to ICAO specifica- appropriate navigation aids (e.g. ILS, AGL, PAPIs),
tions, so that effective friction levels and drainage and surface markings are maintained in accordance
are achieved. with ICAO Standards and Recommended Practices,
to promote the accurate landing/touchdown
point.
Physical Characteristics

An aerodrome operator can reduce the risk of runway Visual Aids

excursions by undertaking some basic steps, to provide a
runway suitable for landing and takeoff. The availability of location information such as signs, lights
and markings (for example centreline markings, aiming
The basic surface elements consist of the slopes – both point markings, edge markings) both along the runway and
longitudinal and transverse, which are provided to give as at the holding points should provide the flight crew with
flat a surface as possible for aircraft and drainage properties a good situational awareness as to their precise location.
to remove water. A porous surface or a surface treated with
grooves may further reduce the presence of liquid contami- Holding positions should be marked, signed and if required
nants between the tyre and the runway surface. lit as specified in ICAO Annex 14. For example mandatory
signs provided at runway-taxiway intersections can assist
Recommendations concerning surface slopes, runway in reducing the likelihood of runway excursions as their
width, lighting, markings, signage etc. are provided in ICAO presence will assist flight crew in ensuring the takeoff roll
Annex 14 and in the Aerodrome Design Manual. commences at the correct location.

Navigation Aids
Recommendation 3.2.2 An appropriate program
should be in place to maintain the runway surface Navigation aids e.g. ILS, AGL, PAPIs should also be provided
friction characteristics by removal of contaminants. and maintained in accordance with ICAO Standards and
Recommended Practices, to promote the accurate landing/
touchdown point. When transitioning to visual flight above
Maintenance or at the decision height, the pilot is gradually shifting his
or her attention to the visual approach indicator or to the
In addition areas of the runway surface will wear down over runway and the touchdown point; still using their instru-
time, depending on use, and this needs to be monitored ments as a backup.
by the airport operator. A smooth or rubber contaminated
surface provides less friction than a textured one. Surface
assessments or friction readings should be undertaken at Recommendation 3.2.4 Ensure that the runway
adequate intervals to ensure that the runway surface remains holding points are clearly marked, signed and if
suitable for continued operation. This may ultimately lead to required, lit. Consider the use of signage at the
runway resurfacing but improvements can be achieved also runway holding points used for intersection take-
by improving the texture or removing for example rubber offs to indicate the Takeoff Run Available (TORA).
deposits that can build up over time. Should the condition
deteriorate too far it may be necessary to advise aircraft ope-
rators that parts of the runway may have inadequate friction
in certain conditions e.g. slippery when wet.

When constructing or resurfacing a runway the new

surface should have an adequate texture to minimise
the time window of exposure to slippery conditions after
heavy rain showers.

European Action Plan for the Prevention of Runway Excursions - Released Edition 1.0 - January 2013 33
Appendix B Aerodrome Operator

Recommendation 3.2.5 Ensure robust procedures Recommendation 3.2.7 Ensure robust procedures
are in place for calculating temporary reduced are in place for communicating safety significant
declared distances e.g. due to work in progress on information regarding changing surface condi-
the runway. When reduced declared distances are tions as frequently as practicable to the appropri-
in operation, ensure that the temporary markings, ate air traffic services.
lighting and signs accurately portray the reduced
distances and that they are well communicated, Recommendation 3.2.8 In accordance with ICAO
and transferred to States aeronautical informa- provisions, wind sensors and wind direction in-
tion services for publication. dicators (wind socks) should be sited to give the
best practicable indication of conditions along the
runway and touchdown zones.
Temporary Declared Distances

Should the runway declared distances be temporarily Communication

reduced for any reason, for example during maintenance
or construction work, the position and nature of the signs, If the runway is in use, the meteorological observations
markings and lighting should be carefully planned to ensure such as wind speed, direction and variation and the results
the correct temporary information is displayed during any of runway condition assessments should be passed to flight
changes. These reduced distances need to be carefully deter- crew. This can be done in a number of ways, mostly by RTF
mined as they are used in aircraft performance calculations message from air traffic services, but can also be promul-
by the aircraft operators. Temporary or reduced runway gated by SNOWTAM and ATIS.
lengths must also be carefully communicated to flight crew
by NOTAM or AIP entry and to ATS for inclusion in ATIS, flight This information must be kept up to date – the process
briefing material or live radio communication. Electronic should be repeated whenever there is a change in the
signs displaying text specific to temporary changes may be nature of the contamination, to ensure up to date informa-
a useful addition in certain circumstances. It is clearly very tion is provided. If the conditions are rapidly changing it
important that such temporary changes are communicated may be appropriate to consider suspending operations on
very clearly with adequate advance notice and brought to that runway until the surface conditions can be assessed
the attention of all flight crew affected. as stable.

An adequate risk assessment should be the basis for proce-

dural and/or infrastructural changes on the manoeuvring Recommendation 3.2.9 Consider equipping for
area. digital transmission of ATIS, as appropriate.

Recommendation 3.2.6 If runway contamination The aerodrome operator should consider equipping the
occurs or is changing assess the runway conditions. aerodrome with data-link systems that allow flight crews
to obtain the latest weather without one pilot leaving the
active frequency e.g. D-ATIS using ACARS.
Changing Runway Conditions

If the runway surface becomes contaminated – for example

with large volumes of water or winter contaminants, it is
important that the aerodrome operator has a process for
promptly assessing or measuring the amount of contami-
nation, or the operational surface friction. This task should
be undertaken at any time there is a change in the nature of NOTE:
the contamination – e.g. depth or type of contaminant. The The FAA has worked with industry and produced the TALPA ARC
results should be considered by the aerodrome operator as “Paved Runway Condition Assessment Matrix” for aircraft opera-
to what action is appropriate e.g. issuing a SNOWTAM, or tors and airport operators to use. This is supported by the FAA al-
adequate clearing the runway of snow. though not yet formally adopted.

34 European Action Plan for the Prevention of Runway Excursions - Released Edition 1.0 - January 2013
It is essential the right information is provided to the flight crew
36 European Action Plan for the Prevention of Runway Incursions - Edition 3.0
Appendix C Air Navigation Service Providers

Air Traffic Controllers routinely contribute to the preven- n Flight Crew Environment Having a basic awareness
tion of runway excursions by helping flight crews fly and appreciation of flight crews’ operating (cockpit)
stabilised approaches by adhering to procedures and, for environment and constraints. For instance, non-preci-
instance, avoiding short-cuts that prevent flight crews sion approaches (NPAs) involve increased workload
from losing the necessary height and speed during the therefore, when positioning aircraft for NPAs a longer
approach. Moreover, through the provision of safety final approach may be necessary and speed instructions
significant, “essential” information such as changes to should be avoided.
surface wind, reduced runway lengths and runway surface n Flight Crew Briefing Understanding the importance
conditions, Air Traffic Control (ATC) ensures that flight of the flight crew approach brief. This has a single
crews have the latest aerodrome information available to common objective - to preview what will or might well
enable safe takeoffs and landings. happen during an imminent approach and landing.
There is no such thing as a typical briefing but the
However, breakdowns in these ATC functions can have time to complete the majority of them might be within
unintended outcomes. For instance, sub-optimal control the range 2 - 6 minutes and it can be expected to be
techniques such as late descent and inappropriate speed conducted 10 minutes before reaching the top-of
control can contribute to aircraft flying unstabilised descent point (ToD). Any approach re-briefing which
approaches with, statistically at least, an increased risk of might have to be conducted later would be at risk of
runway excursion. In addition, interruptions, omissions being interrupted by either ATC communications and/
or errors involving the flow of “essential” information may or aircraft management priorities.
deprive flight crews of operational safety decision-making n Inappropriate Speed Control Instruction Avoiding
data at critical stages of flight. inappropriate speed control instructions that are incom-
patible with aircraft performance, distance to go and
The following guidance material is intended to explain the required vertical profile below FL100 after taking
further the Recommendations it refers to and complement account of any significant head or tailwind components
relevant ICAO provisions. In some instances, ‘case study evident at altitude.
examples’ are provided to amplify and provide additional n Distance to Go Information Recognising that when
reference to the issue being considered. providing vectors it is necessary to initially advise/peri-
odically provide flight crews with estimated track miles
to go.
Recommendation 3.3.1 Ensure the importance of n Delayed Descent Instructions Understanding that
a stabilised approach and compliance with final delaying descent and keeping aircraft unduly high may
approach procedures is included in training and result in flight crews requesting additional track miles or
briefing for air traffic control staff. contribute to high energy unstabilised approaches.

Recommendation 3.3.2 When assigning a runway

or changing a runway assignment for arriving or Example covering speed control, distance to go
departing traffic, consider the time a pilot will and delayed descent:
require to prepare/re-brief.
http://www.skybrary.aero/index.php/B733,_Burbank_
CA_USA,_2000_(RE_HF)
Air Navigation Service Providers are invited to review this
guidance material and, where necessary, amend their
training programmes, briefing practices and Standard n Late Runway or Approach Type Changes Appreci-
Operating Procedures with regard to their involvement in ating that a change of instrument approach without
stabilised approaches and flight crew briefing. adequate prior notification at any time after an aircraft
has left the higher of cruise altitude or (typically) FL100
A prime role of ATC is to position aircraft so that a safe in descent to destination is undesirable. A ‘late’ change
approach and landing is possible. The key points to high- from a precision to a non-precision approach can be
light to air traffic controllers are: significant and may not always be feasible unless addi-
tional track miles are provided.

European Action Plan for the Prevention of Runway Excursions - Released Edition 1.0 - January 2013 37
Appendix C Air Navigation Service Providers

n Runway Selection Ensuring that the runway selected level flight for at least 3.7 km (2.0 NM) prior to inter-
for operations is based on safety considerations, e.g. cepting the ILS glide path or specified MLS elevation
best length and or wind conditions, and not primarily angle.”
on capacity, ease of controlling or environmental/
noise abatement reasons. However, it is recognised Example Case Study:
that at some locations for a variety of reasons these
latter factors do influence the selection of the runway. http://www.bea.aero/docspa/2004/su-f040321a/pdf/
In these circumstances it is incumbent on ATC to su-f040321a.pdf
monitor the situation carefully and advise flight crews,
for instance, about tailwinds. There is a balance to be
struck, but when in doubt the safety considerations n ILS Protected Zone during CAT II/III Training
must assume primacy and runways should be changed Approaches when Low Visibility procedures are
to ensure the safety of operations. not in force Some aircraft operators conduct ILS CAT
n Compliance with final approach procedures, II/III approaches during CAT I (i.e. during non-LVP) for
including but not restricted to: training purposes. The presence of vehicles or aircraft
n According to ICAO Doc 4444, PANS ATM § 4.6.3.6 in ILS protected zone can cause undesirable autopilot
“Only minor speed adjustments not exceeding plus/ behaviour at low altitude. In addition, these operations
minus 40 km/h (20 kt) IAS should be used for aircraft may compromise the regular flow of traffic/sequencing.
on intermediate and final approach.” Permission to conduct a training flight e.g. CAT II/III
n According to ICAO Doc 4444, PANS ATM § 4.6.3.7 training approach in good weather must be requested
“Speed control should not be applied to aircraft by the aircraft operator as advised in the AIP. ATC may
after passing a point 7 km (4 NM) from the threshold reject such a request or interrupt the current procedure
on final approach.” according to the traffic situation at the time.
NOTE:
The flight crew has a requirement to fly a stabilized
approach (airspeed and configuration) typically by 5 km Example Case Study:
(3 NM) from the threshold (Doc 8168, PANS-OPS, Volume
I, Part III, Section 4, Chapter 3, 3.3 refers) http://www.bfu- web.de/cln_030/nn_226462/EN/
n According to ICAO Doc 4444, PANS ATM § 8.9.3.6 Publications/Investigation_20Report/2011/FactualRe-
“Aircraft vectored for final approach should be given port__11__EX010__B777__Munic,templateId=raw,pr
a heading or a series of headings calculated to close operty=publicationFile.pdf/FactualReport_11_EX010_
with the final approach track. The final approach B777_Munic.pdf
vector should enable the aircraft to be established
in level flight on the final approach track prior to
intercepting the specified or nominal glide path if n Use of ‘non-essential’ information Having a basic
an MLS, ILS or radar approach is to be made, and understanding that some well-intentioned actions,
should provide an intercept angle with the final clearances and instructions to flight crews to improve
approach track of 45 degrees or less.” the flow of air traffic may not always have the planned
n According to ICAO Doc 4444, PANS ATM in 6.7.3.2 consequences. For instance, using phrases such as
Requirements and procedures for independent “landing long available” might induce pilots to touch-
parallel approaches § 6.7.3.2.3 “When vectoring down further down the runway than they had originally
to intercept the ILS localizer course or MLS final intended/calculated. Furthermore, depending on flight
approach track, the final vector shall enable the crew experience and constraints, the surface conditions
aircraft to intercept the ILS localizer course or MLS and the time/position in the landing sequence where
final approach track at an angle not greater than the manoeuvre is executed, the use of “expedite vacate”
30 degrees and to provide at least 2 km (1.0 NM) may trigger pilots to travel too fast for the conditions
straight and level flight prior to ILS localizer course and/or aerodrome layout. Of course, in many situations
or MLS final approach track intercept. The vector the use of these phrases may be perfectly legitimate
shall also enable the aircraft to be established on the (and safe). Nevertheless, to lessen the risk of runway
ILS localizer course or MLS final approach track in excursion, controllers should use them with care. The

38 European Action Plan for the Prevention of Runway Excursions - Released Edition 1.0 - January 2013
 timing of the messages is a key consideration and they Missed approach /go-around
should be used only in circumstances that are appro-
priate to the prevailing runway surface conditions and/ Some runway excursions can be prevented by flight crews
or aerodrome layout. executing a go-around when needed. Safe and timely go-
n Periodic Briefing of Controllers To complement the arounds are dependant on two main factors: flight crew
inclusion of stabilised approach awareness training for decision-making and execution. However, ATC actions
controllers, many ANSPs utilise their routine briefing can also influence both of these processes, for instance,
facilities (e.g. Operational Information folders) to high- when initiating the execution of a go-around, controllers
light runway excursion prevention issues (including should use the standard PANS ATM (12.3.4.18) phraseology,
stabilised approaches) to controllers on a periodic basis. “GO-AROUND” (flight crew response “GOING AROUND”)
In addition, immediate post runway excursion inci- rather than alternatives such as “break off the approach”
dent/accident awareness can be provided for written/ or “execute missed approach” which may lead to misun-
oral briefing by Supervisors/Watch Managers as part of derstanding.
watch handover/takeover procedures. In slower time,
information gathered in the spirit of ANSP Recommen- NOTE:
dations 3 and 6 can also be analysed and the outcomes See also Aircraft Operator Recommendation and Guidance
(e.g. lessons learnt, operational changes etc) notified to Material - 3.4.16 & 3.4.19
control staff through the routine briefing processes.
n ANSP Radar Display Marker In some ATC facilities in Reference Materials:
France, controllers are provided with a ‘Screen Inter-
ception Marker’. The marker arrow is displayed on the
radar approach screen for the interception of the final n General Local Runway Safety Team (LRST) advice and
approach track. The marker is located in accordance guidance.
with ICAO PANS ATM (so as to provide 30 seconds n ICAO PANS ATM, Doc 4444.
straight and level flight at 180kts). Operational proce- n SKYbrary (www.skybrary.aero).
dures specify that it should be considered as the final n Runway Excursion Portal.
point for the controller to provide a straight and level n Stabilised Approach Awareness Toolkit for ATC.
flight. n Flight Deck Procedures - A Guide for Controllers
- courtesy of the NATS, easyJet and bmi “Normal
Operations” video.
n CANSO, “Unstable approaches - ATC Considerations”,
January 2011.
n Operators Guide to Human Factors in Aviation
(OGHFA) (FSF).
n DGAC, France: 3 documents (available on SKYbrary
Bookshelf).
n “Unstabilised Approaches”; “Synthesis on Unstabi-
lised Approaches”; and “Stabilised Approaches Good
Practice Guide”.
n Flight Safety Foundation (FSF) ALAR Toolkit, Briefing
Notes 4.1, 4.2, 7.1 and 8.1.
n FSF, Runway Excursion Risk Awareness Tool, May
2009.
Example of the ‘Screen Interception Marker’ arrow (in the red n IATA, Runway Excursion Risk Reduction Toolkit.
circle) n EUROCONTROL HindSight 12 magazine.
n IFALPA Position Paper: IFALPA Runway Safety Policy
More detailed guidance/advice to support better controller - Ref 09POS01.
understanding of all the points listed previously can be n ICAO European Interim Guidance Material on
found in the Reference material listed below. Management of ILS Localizer Critical and Sensitive
Areas.

European Action Plan for the Prevention of Runway Excursions - Released Edition 1.0 - January 2013 39
Appendix C Air Navigation Service Providers

Recommendation 3.3.3 Review available data Essential information is provided through 3 main types of
(occurrence reports etc.) with the aim of identifying media: Aeronautical Information Services (AIPs, NOTAMs
contributing factors and relevant actions regarding etc); ATIS/D-ATIS; and radio telephony. In certain circum-
airspace design and procedures, air traffic stances, aerodrome signage can also supplement the
controller training and procedures, etc written and/or oral data.

More detailed guidance material covering Recommenda-

n Sector interfaces and the ability to control the speed tion 4b and 4d can be found in the Aeronautical Informa-
and descent profiles should be taken into consideration tion Service Providers section. Furthermore, the Aircraft
while trying to remove the excursion risk from airspace Operator and Aerodrome Operator sections also have
design. ANSPs should consider using reported data complementary Recommendations and Guidance Material
from aircraft operators about unstabilised approaches for Aircraft Operators and Aerodrome Operators related to
in order to consider systemic changes to sector manage- the provision of safety significant “essential” information.
ment (e.g. handover and flow rates), airspace design
and associated procedures and runway management Essential Information
to reduce the risk of recurrence.
n This pre-supposes that aircraft operators are willing ICAO Doc 4444, PANS ATM, states the following:
to provide the information to ATC in the first instance.
Cooperation through Local Runway Safety Teams
(LRSTs) may assist in this regard and ANSPs can address 7.5.2 Essential information on aerodrome condi-
the issue within the wider context of their Safety tions shall include information relating to the
Management Systems (SMS). following:
n Some ANSPs record and then analyse go-arounds/ a) Construction or maintenance work on, or
missed approaches; any ATC contribution to unstabi- immediately adjacent to the movement
lised approaches may be identified during this process. area…
Radar and R/T recordings are another useful source h) any other information.
of information to help controllers learn lessons from
reported events. 7.5.3 Essential information on aerodrome conditions
shall be given to every aircraft, except when it is
Reference Materials: known that the aircraft already has received all
of or part of the information from other sources.
The information shall be given in sufficient time
See Local Runway Safety Team advice and guidance. for the aircraft to make proper use of it, and
the hazards shall be identified as distinctly as
possible. Note - “Other sources” include NOTAM,
Recommendation 3.3.4 Review processes cover- ATIS broadcast, and display of suitable signals.
ing the provision of safety significant ‘essential’
aerodrome information such as weather, wind
and runway surface conditions (e.g. when ‘wet’ or It is incumbent on all personnel involved in the flow of
contaminated): “essential” information to not only ensure the quality of the
4a. To ensure a consistent, timely and accurate data but also the integrity of the processes and procedures
broadcast of aerodrome information. that ensures its onward transmission to ATC.
4b. To ensure the integrity of the safety signi-
ficant information supply chain from the pro- Formal arrangements between data providers and ANSP/
vider (e.g. Met Office/Aerodrome Operator) AISP (e.g. in the form of a contract or Service Level Agree-
to ATC/AISP and on to the flight crew. ment (SLA)) should be introduced to support and enable
4c. Consider equipping for digital transmission the relevant data exchange.
of ATIS, as appropriate.
4d. Ensure that training on the use of ATIS/
D-ATIS is provided to relevant operational
staff (ANSP/AISP).

40 European Action Plan for the Prevention of Runway Excursions - Released Edition 1.0 - January 2013
In turn, ATC working together with partners, should ensure The reception of ATIS via data-link, allows both pilots to
the timely provision and delivery of the information to maintain their listening of ATC communications during
flight crews to assist in their operational decision-making. critical high workload phases of flight, thus increasing
the situational awareness and reducing the likelihood of
distraction induced mistakes, lapses or confusion. Further-
ANSP/Aerodrome Operator Example - Runway more, depending on the traffic density and the complexity
Reporting System of the approach, it may assist flight crews with the go-
around /Landing decision making process by providing the
Some air navigation service providers and aerodrome latest changes to the runway condition and local weather,
operators have worked together to introduce ‘runway which is subject to the equipment being set up to allow this
reporting systems’ (hardware, software applications and data to be send to the pilot automatically.
associated communications) to forward runway condi-
tions information in real-time and in fixed format auto- ICAO Annex 11, Air Traffic Services, Chapter 4 (Flight Infor-
matically to air traffic control and onward to flight crews. mation Services) states variously that ATIS/ D-ATIS broad-
casts shall include,
The main components of the systems are a continuous
friction measurement device, and advanced pieces of n significant runway surface conditions (e.g. when the
software: one in a lap-top situated in the runway inspec- runway is ‘wet’ or the presence of other contaminants
tion vehicle, and the other on a server, which processes such as snow, slush, ice, rubber, oil) and, if appropriate,
(possibly via 3G connection) transmitted information for braking action;
various purposes. n surface wind direction and speed, including significant
variations;
Runway reporting systems forward information about n any available information on significant meteoro-
the contaminants (e.g. snow and ice) on the runway logical phenomena in the approach and climb-out
surface, and about the level of friction. They can also areas including wind shear, and information on recent
produce SNOWTAM message and include in them, as weather of operational significance;
a new feature, information regarding the operationally n “other essential operational information”. Runway
most significant contaminant on the runway. The infor- surface conditions and reduced runway lengths for
mation assists pilot decision-making to optimise safe landing and takeoff fall into this category of data.
takeoffs and landings.
In accordance with Sections 4.1 and 4.3 of Appendix 3 to
The advantage of these systems is that information Annex 3, the surface wind direction and speed is to be
reporting can be quicker and more consistent. averaged over 2 minutes. The wind information is to refer
to conditions along the runway for departing aircraft and
An example of an operational runway reporting system is to conditions at the touchdown zone for arriving aircraft.
the one operated by Finavia and details can be found at Specifically, Annex 11 Chapter 4 also says that ATIS broad-
https://ais.fi/ais/aica/A/A2011/EF_CIRC_2011_A_006_ casts shall include:
EN.pdf

“surface wind direction and speed, including significant

ATIS/D-ATIS variations and, if surface wind sensors related specifically
to the sections of runway(s) in use are available and the
NOTE: information is required by operators, the indication of the
Depending on the organisational/operational structure, ANSPs or runway and the section of the runway to which the infor-
AISPs may be responsible for the provision of ATIS/D-ATIS. This mation refers.”
guidance material is therefore repeated in the Aeronautical Infor-
mation Service Provider section.

European Action Plan for the Prevention of Runway Excursions - Released Edition 1.0 - January 2013 41
Appendix C Air Navigation Service Providers

In addition, ICAO PANS ATM section 6.6.4 says: Reference Materials:

“At the commencement of final approach, the following n ICAO Annex 11, Air Traffic Services.
information shall be transmitted to aircraft: n ICAO Annex 3, Meteorological Services for Interna-
tional Air Navigation.
a) significant changes in the mean surface wind direction n ICAO Doc 4444, PANS ATM.
and speed; n ICAO Doc 9432, Manual of Radiotelephony.
n Flight Safety Foundation (FSF) ALAR Toolkit. Briefing
Note notes 8.1, 8.5, 8.6 and 8.7.
Significant changes are specified in Annex 3, Chapter 4.
However, if the controller possesses wind information in the
form of components, the significant changes are:
Recommendation 3.3.5 Ensure that pilots in com-
- Mean headwind component: 19 km/h (10 kt). mand/flight crews are informed of the Takeoff
- Mean tailwind component: 4 km/h (2 kt). Run Available (TORA) or the Landing Distance
- Mean crosswind component: 9 km/h (5 kt).” Available (LDA) if these differ from the published
data.

Furthermore, ICAO Annex 3, § 4.1.5.2 states that presence

of wind gusts more than 5kts above the average will be Declared Distances
indicated if noise abatement procedures are in force. A
wind below 1kt will be considered as ‘calm’. This informa- ICAO Annex 14, Aerodromes, §2.8 recommends that
tion is essential to pilots in their process decision making. distances shall be calculated to the nearest metre or foot
for a runway intended for use by international commercial
To ensure that ATIS/D-ATIS provide operational and safety air transport. These ‘declared distances’ include: takeoff
benefits, it is essential that the relevant operational AIS/ATC run available (TORA); takeoff distance available (TODA);
staff is competent in the use of ATIS/D-ATIS equipment and accelerate-stop distance available (ASDA); and landing
understand and apply the broad principles for the opera- distance available LDA).
tion of these systems as described in Annex 11, Chapter 4.
NOTE:
Guidance on calculation of declared distances is given in Attach-
Example Case Study: ment A, Section of Annex 14.

http://www.skybrary.aero/index.php/B773,_Auckland_ TORA and LDA for a particular runway may vary from those
Airport_New_Zealand,_2007_(RE_HF) published due to a variety of reasons, e.g. construction
work or snow clearing operations which may reduce the
takeoff and landing distances available. This “essential
Radio Telephony information” must be made available to flight crews via
an appropriate mechanism and format, in accordance
Time critical aerodrome information (such as weather, with ICAO Annex 15, Aeronautical Information Services.
surface conditions, wind, etc) which may affect runway
operations shall be provided to pilots in ‘real time’ using
radio telephony communication, in accordance with ICAO
Annex 11 (Chapters 2 and 4).

42 European Action Plan for the Prevention of Runway Excursions - Released Edition 1.0 - January 2013
Intersection Departures To supplement the oral message, ICAO Annex 14, Aero-
dromes, recommends that an intersection takeoff sign
n Flight crews may opt for, or ATC may suggest, a depar- should be provided when there is an operational need to
ture from a runway intersection that effectively reduces indicate the remaining TORA for an intersection takeoff. In
the runway length available for flight operations. Inter- addition, Annex 14 § 5.4.3.29 says that, “the inscription on an
section departures should be appropriate to the aircraft intersection takeoff sign shall consist of a numerical message
type and take into account work in progress and other indicating the remaining takeoff run available in metres plus
relevant factors limiting operations. an arrow, appropriately located and oriented, indicating the
n The ultimate decision rests with the aircraft commander. direction of takeoff…”.
However, ATC actions assist in the decision-making
process. To ensure that the intersection TORA distances ANSPs should cooperate with aerodrome operators to
are known, ATC should inform pilots of the takeoff run clarify the signage requirements on individual aerodromes.
available (in metres) from the runway intersection posi-
tion if this differs from signage. Construction/Work in Progress

ICAO Doc 7030, EUR SUPPs § 6.5.2.4, states: The runway length available for takeoff or landing may
change during construction or other work in progress. The
revised runway lengths available (TORA/LDA) if these differ
“Runway declared distances for an intersection takeoff from States published data, should be made available to
position shall be published in the relevant AIP, clearly flight crews via changes to the AIP and/or NOTAM. ATIS/D-
distinguishable from full runway declared distances” ATIS should also be used to re-enforce the message.

For short-notice reductions when the necessary aeronau-

n Best practice exists concerning the associated phrase- tical information amendments have not been promul-
ology to be used by ATC which is line with the guidance gated, it is important to clearly state that the TORA / LDA
in the ICAO EUR SUPPs, namely: is different from published and it will be necessary for ATC
n “TORA” (to be pronounced as “TOR-AH”) replaces to broadcast the essential information via R/T and/or ATIS/
the words “TAKEOFF” in the R/T message. D-ATIS. In addition, ATC may also consider it appropriate
n Thus, an example ATC R/T message to advise of the to provide this information in ‘real-time’ even when the
takeoff run available from an intersection will be: changes have been notified in aeronautical publications
and/or ATIS/D-ATIS.

“Call sign, Tora runway 09, from intersection alpha, 2800 ICAO Doc 4444, PANS ATM Phraseologies § 12.3.1.10 states:
metres”.

d) CAUTION CONSTRUCTION WORK (location);

e) CAUTION (specify reasons) RIGHT (or LEFT), (or BOTH
Example Case Study: SIDES OF RUNWAY [Number]);
f) CAUTION WORK IN PROGRESS (or OBSTRUCTION)
http://www.skybrary.aero/index.php/B772,_St_Kitts_ (position and any necessary advice).
West_Indies,_2009_(HF_RE)

Example Case Study:

http://www.skybrary.aero/index.php/B738,_
Manchester_UK,_2003_(GND_RE_HF)

http://www.skybrary.aero/index.php/DH8D,_Chania_
Greece,_2010_(RE_HF)

European Action Plan for the Prevention of Runway Excursions - Released Edition 1.0 - January 2013 43
Appendix C Air Navigation Service Providers

Landing Distances Reference Materials:

As far as reduced landing distances (displaced threshold)

are concerned, then Annex 14 §3.5 states: n ICAO Annex 14, Aerodromes.
n ICAO Annex 15, Aeronautical Information Services
n ICAO Doc 7030, Regional Supplementary Procedures
“Where a runway has a displaced threshold, then the LDA (Europe).
will be reduced by the distance the threshold is displaced… n ICAO Doc 4444, PANS ATM.
A displaced threshold affects only the LDA for the ap- n ICAO Doc 9432, Manual of Radiotelephony.
proaches made to that threshold; all declared distances for n Flight Safety Foundation (FSF) ALAR Toolkit. Briefing
operations in the reciprocal direction are unaffected.” note 8.3

Takeoff Cancellation
Recommendation 3.3.6 Participate in safety
In certain scenarios (e.g. a runway incursion seen by the information sharing networks to facilitate the free
controller) it may be necessary for the controller to cancel exchange of information on actual and potential
a takeoff clearance or stop an aircraft that has begun its safety deficiencies.
takeoff roll.

The correct PANS ATM phraseology (para 12.3.4.11) to Exchanging safety information provides significant safety
cancel a takeoff clearance is: benefits. It allows ANSPs to learn not only from their own
experiences but also from the experiences of others.

e) HOLD POSITION, CANCEL TAKEOFF, I SAY AGAIN Having direct contact with other stakeholders allows ANSPs
CANCEL TAKEOFF (reasons) to get first-hand information. It also provides an opportu-
nity to ask specific questions and communicate on specific
issues related to runway excursions without losing precious
Whilst to stop a takeoff after an aircraft has commenced time.
takeoff roll it is:
ANSPs can participate in safety information sharing in
several ways as part of ongoing SMS activities:
g) STOP IMMEDIATELY [(repeat aircraft call sign)] STOP
IMMEDIATELY n Set up safety information exchange with other ANSPs.
n Set up safety information exchange agreements with
Readback aircraft operators or other stakeholder groups.
n Register and use Internet safety information exchange
h) STOPPING facilities such as SKYbrary (www.skybrary.aero).
n Join one of the existing safety information exchange
networks such as EVAIR (EUROCONTROL Voluntary ATM
The final authority rests with the flight crew. There are situ- Incident Reporting); IATA STEADES; Flight Safety
ations for example at high speeds where the flight crew Foundation.
will decide to continue the take-off regardless of any ATC n By being an active member of Local Runway Safety
instructions. Teams.

44 European Action Plan for the Prevention of Runway Excursions - Released Edition 1.0 - January 2013
Appendix D Aeronautical Information Service Providers

Aeronautical Information Service Providers (AISPs) have

a critical role to play in the provision of safety signifi- Working Arrangements between Data Providers
cant “essential” information. AISPs must therefore work and Receivers
together with Aerodrome Operators, ANSPs and the Meteo-
rological Office (as necessary) to ensure the integrity of the Formal arrangements allow a solid baseline against a
“essential” information supply chain. The aim is to ensure data provider and a data receiver may reasonably ex-
that the right (quality) information is available in the right pect the exchange of aeronautical data/information to
place for it to be passed (by various and appropriate means) take place.
to flight crews at the right (optimal) time to aid operational
decision making. Formal arrangements should be established between
AISP and aerodrome authorities responsible for the aero-
AISPs are invited to review this guidance material and, drome services to report to the responsible AIS unit with
where necessary, amend their processes and procedures a minimum of delay. This would include information on
with regard to their involvement in the provision of safety aerodrome conditions of serviceability and operational
significant, “essential” information. status of associated facilities. Visual and non-visual
navigation aids and the state of the manoeuvring area
(Annex 14, Chapter 20).
Recommendation 3.3.4 Review processes covering
the provision of safety significant ‘essential’ infor- To ensure promptness and accuracy in the provision of
mation such as weather, wind and runway surface aeronautical information, liaison should be arranged be-
conditions (e.g. when ‘wet’ or contaminated): tween AISP and data providers being responsible for the
origination of current information/data.
4a. To ensure a consistent, timely and accurate
broadcast of aerodrome information. Formal arrangements between data providers and
4b. To ensure the integrity of the safety signifi- ANSP/AISP (e.g. in the form of a contract or Service Level
cant information supply chain from the pro- Agreement (SLA)) should be introduced to support and
vider (e.g. Met Office/Aerodrome Operator) enable the relevant data exchange.
to ATC/AISP and on to the flight crew.
4c. Consider equipping for digital transmission EUROCONTROL has developed guidance about how to
of ATIS, as appropriate. facilitate the establishment of SLAs between aeronau-
4d. Ensure that training on the use of ATIS/ tical data originators/providers and AISP, with the pur-
D-ATIS is provided to relevant operational pose to set agreed required quality levels of the data,
staff (ANSP/AISP). the timeframe of delivery and their format. Guidance
is provided by the CHAIN (Controlled and Harmonised
Aeronautical Information Network). More information
can be found at http://www.eurocontrol.int/articles/
The Aerodrome Operator, Aircraft Operator and ANSP service-level-agreements-phase-3-p-18
sections all have complementary Recommendations and
Guidance Material related to the provision of safety signifi-
cant “essential” information.
Aeronautical Information Services

It is critical for the safety of operations that aeronau-

tical data relating to runway operations is promulgated
according to recognised standards. Changes to national
AIPs and NOTAMs must be published in accordance with
internationally agreed timeframes to ensure that key oper-
ational information is made available to aircraft operators
with sufficient time for it to be processed and to inform
operational decision-making.

European Action Plan for the Prevention of Runway Excursions - Released Edition 1.0 - January 2013 47
Appendix D Aeronautical Information Service Providers

Examples of the information to be provided are mentioned http://www.eurocontrol.int/aim/public/standard page/qm

variously throughout ICAO Annex 15, Aeronautical Informa- qa.html
tion services.
Further guidance is provided at ICAO Annex 14, Aero-
5.1.1.1 A NOTAM shall be originated and issued dromes, § 2.13 Coordination between aeronautical infor-
concerning the following information: a) mation services and aerodrome authorities.
establishment, closure or significant changes
in operation of aerodrome(s)/heliport(s) or
runways; To ensure that aeronautical information services units
obtain information to enable them to provide up-to-date
8.1.2.1 presence and depth of snow, ice or water on pre-flight information and to meet the need for in-flight
runways and taxiways, including their effect information, arrangements shall be made between aero-
on surface friction. nautical information services and aerodrome authori-
ties responsible for aerodrome services to report to the
responsible aeronautical information services unit, with
Appendix 1 referring to the content of National AIPs says a minimum of delay:
that that the AIP-GEN 3.5.3 Meteorological Observations
and Reports section should contain: a) information on the status of certification of aero-
dromes and aerodrome conditions (ref. 1.4, 2.9, 2.10,
2.11 and 2.12);
4) specific type of observation system and number of b) the operational status of associated facilities, services
observation sites used to observe and report surface and navigation aids within their area of responsibility;
wind, visibility, runway visual range, cloud base, c) any other information considered to be of opera-
temperature and, where applicable, wind shear (e.g. tional significance.
anemometer at intersection of runways, transmis-
someter next to touchdown zone, etc.) 2.13.2 Before introducing changes to the air naviga-
tion system, due account shall be taken by
the services responsible for such changes of
Whilst section AIP-AD 1.1 should include details of the time needed by aeronautical information
services for the preparation, production and
issue of relevant material for promulgation.
5) friction measuring device used and the runway friction To ensure timely provision of the informa-
level below which the State will declare the runway to tion to aeronautical information services,
be slippery when wet; and close coordination between those services
6) other information of a similar nature. concerned is therefore required.

The Implementing Rule on Aeronautical Data and Infor-

Quality Assurance of AIS Data mation Quality (ADQ IR) was adopted by the European
Commission and is now referred to as Commission Regula-
ANSPs and AISPs should implement quality assurance tion 73/2010. The Regulation lays down the requirements
procedures regarding the provision of aerodrome infor- on the quality of aeronautical data and information for
mation. Adequate QA should also be implemented by the Single European Sky, in terms of accuracy, resolution,
any other organisation that originates numerical data (e.g. integrity and timelines. The actual scope goes beyond
runway condition/friction data) supporting aeronautical the ANSPs/AISPs to include non-ANSP entities. In terms
data elements. of scope, the aeronautical data/information process chain
extends from the original data source (e.g. surveyors, proce-
EUROCONTROL has developed guidelines supporting the dure designers etc) through AIS (publication) to the end
implementation of Quality Management Systems (QMS) in use, either by human users or aeronautical applications.
accordance with ISO 9001. More info at: Concerning aerodrome operators, Regulation 73/2010

48 European Action Plan for the Prevention of Runway Excursions - Released Edition 1.0 - January 2013
applies for those aerodromes for which IFR or Special-VFR “surface wind direction and speed, including significant
procedures have been published in national AIPs because variations and, if surface wind sensors related specifically
these procedures demand high quality data. to the sections of runway(s) in use are available and the
information is required by operators, the indication of the
ATIS/D-ATIS runway and the section of the runway to which the infor-
mation refers.”
NOTE:
Depending on the organisational/operational structure, AISPs or
ANSPs may be responsible for the provision of ATIS/D-ATIS. This NOTE:
guidance material is therefore repeated in the Air Navigation Ser- ICAO Annex 3, § 4.1.5.2 states that presence of wind gusts more
vice Provider section. than 5kts above the average will be indicated if noise abatement
procedures are in force. A wind below 1kt will be considered as
The reception of ATIS via data-link, allows both pilots to calm. This information is essential to pilots in their process deci-
maintain their listening of ATC communications during sion making.
critical high workload phases of flight, thus increasing
the situational awareness and reducing the likelihood of To ensure that ATIS/D-ATIS provide operational and safety
distraction induced mistakes, lapses or confusion. Further- benefits it is essential that the relevant operational AIS/ATC
more, depending on the traffic density and the complexity staff is competent in the use of ATIS/D-ATIS equipment and
of the approach, it may assist flight crews with the go- understand and apply the broad principles for the opera-
around /Landing decision making process by providing the tion of these systems as described in Annex 11, Chapter 4.
latest changes to the runway condition and local weather,
which is subject to the equipment being set up to allow this Reference Documents
data to be sent to the pilot automatically.

ICAO Annex 11, Air Traffic Services, Chapter 4 (Flight Infor- n ICAO Annex 15, Aeronautical Information Services
mation Services) states variously that ATIS/ D-ATIS broad- n ICAO Annex 14, Aerodromes
casts shall include, n European Commission Regulation, EU 73/2010.
n ICAO Annex 11, Air Traffic Services
n significant runway surface conditions and, if appro- n ICAO Annex 3, Meteorological Services for Interna-
priate, braking action; tional Air Navigation
n surface wind direction and speed, including significant n ICAO Doc 8126, Aeronautical Information Services
variations; Manual
n any available information on significant meteoro-
logical phenomena in the approach and climb-out
areas including wind shear, and information on recent
weather of operational significance;
n “other essential operational information”. Runway
surface conditions and reduced runway lengths for
landing and takeoff fall into this category of data.

In accordance with Sections 4.1 and 4.3 of Appendix 3 to

Annex 3, the surface wind direction and speed is to be
averaged over 2 minutes. The wind information is to refer
to conditions along the runway for departing aircraft and
to conditions at the touchdown zone for arriving aircraft.
Specifically, Annex 11 Chapter 4 also says that ATIS broad-
casts shall include:
“surface wind direction and speed, including significant

European Action Plan for the Prevention of Runway Excursions - Released Edition 1.0 - January 2013 49
Appendix E Aircraft Operators

General

Each aircraft operator is invited to review and prioritise the Flight Data Monitoring
proposed action plan for implementation. The following
guidance material is provided to assist in that implemen-
tation. Recommendation 3.4.2 The aircraft operator
should include and monitor aircraft parameters
Safety Information Sharing related to potential runway excursions in their
Flight Data Monitoring (FDM) program.

Recommendation 3.4.1 Aircraft operators are

encouraged to participate in safety information European regulation requires aircraft operators to estab-
sharing networks to facilitate the free exchange lish and maintain an accident and flight safety program
of relevant information on actual and potential which includes a flight data monitoring programme (FDM)
safety deficiencies. for aeroplanes in excess of 27.000kg.

The flight path parameters monitored by this system

Exchanging safety information is providing companies should include parameters closely related to the risk of
with huge safety benefits. It allows them to learn not only runway excursion such as:
from their own experience but also from the experience
of others. Landing:

Having direct contact with other stakeholders allows n Deep landing – a certain distance behind the glide
companies to get first hand information. Direct contact slope touchdown point
also provides the opportunity to ask specific questions n Short landing – touching down before the glide slope
and communicate on specific issues without losing touchdown point
precious time. n Long flare – a landing flare which takes more than a
certain number of seconds from e.g. 15 ft above the
There are several ways of participating in safety informa- runway to touchdown
tion exchange. n Monitor spoiler deployment during landing
n Late flaps settings – can be associated with rushed
A company may elect to: approaches
n Late landing gear selection – can be associated with
n Set up safety information exchange agreements with rushed approaches
other companies n Tail and crosswind
n Set up safety information exchange agreements with n Stabilised approach criteria of the company, event if not
ANSPs or other stake holders met at the specified gates
n Register with internet safety information exchange like n Threshold crossing height
Skybrary, UK CAA, etc n Excess speed over the threshold
n Join one of the existing safety information sharing n Use of reverse thrust
networks like EVAIR, IATA-STEADES, Flight Safety Foun- n Use of brakes
dation n High speed exits from runways
n Become a member of associations like ERA, AEA, IATA n Performance analysis e.g. to trigger alerts to the
who will provide the company with very useful and Aerodrome Operator for abnormally low friction
valuable information measures.

European Action Plan for the Prevention of Runway Excursions - Released Edition 1.0 - January 2013 51
Appendix E Aircraft Operators

Takeoff: The safety promotion part of the SMS should also be used
to distribute data and raise the crew’s awareness on the
n Use of reverse on rejected takeoff prevention of runway excursions. Lessons learned from
n Use of brakes on rejected takeoff past incidents or accidents can easily be distributed using
n Nose wheel steering used at high speeds the following safety promotion tools:
n Runway distance remaining after rejected takeoff
n Crosswind and tailwind n Memos
n Internal Safety Journal
FDM should be used as a predictive tool to identify safety n Feedback on incident reporting
hazards in flight operations. In the scope of a Safety n Safety Intranet Site
Management System (SMS) the data from the FDM should n Email briefings
be used to set safety performance targets. It is also a very n Presentations in courses
valuable tool to debrief flight crews. Data can be extracted n etc
from the FDM database and can be used in a de-identi-
fied manner in flight crew safety courses as case studies. Airline specific issues as well as de-identified data from the
This practice has a great learning effect and helps to raise FDM program should be included in the recurrent training
awareness on different issues among the pilot community. programme, and used to build simulator scenarios
(evidence based training).
Flight Crew Training and Runway Excursion
The traditional way of flight crew training and testing
consist in a 6 monthly OPC alternating with a combined
Recommendation 3.4.3 The aircraft operator LPC/OPC. This method is very prescriptive and doesn’t
should include runway excursion prevention in allow for aircraft operator specific training and testing.
their training program. This training should be This is why various aircraft operators have adopted the
done using realistic scenarios. new Alternative Training and Qualification Programme
(ATQP). For the OPC this programme allows the testing
to be done in a realistic flight environment (LOFT style)
Flight crew training should contain training on the risks based on failures or events that were experienced by the
and prevention of runway excursions. Ideally this training aircraft operator instead of the formal prescribed items in
should be provided in classroom/Computer Based the OPC. Events and scenario’s related to runway excur-
Training and in the simulator. Data for the training should sion can be easily included. This system allows the aircraft
be identified through the safety data collection process of operator to train and test their flight crew according the
the aircraft operator’s SMS. specific nature of their operations.

The following list gives some examples of data sources: Technical Solutions to Prevent Runway Excursions

n Runway excursion toolkits from the industry e.g. ICAO /

IATA/Flight Safety Foundation Recommendation 3.4.4 The aircraft operator
n Own reporting programme should consider equipping their aircraft fleet with
n FDM data technical solutions to prevent runway excursions.
n Company procedures
n Safety Information Exchange Programme with other
aircraft operators
n In house incident and accident reports
n External incident and accident reports
n Safety conferences and meetings
n International safety programmes
n etc.

52 European Action Plan for the Prevention of Runway Excursions - Released Edition 1.0 - January 2013
The landing phase being very complex does not leave It is important to understand that stabilised approach
much mental capacity to make complex instantaneous criteria must be followed and that, if the ATC clearance
calculations; so basic rules of thumb must be used. does not allow these criteria to be followed, the pilots
have the right to refuse the clearance.
Automated systems provide instantaneous information
such as predicted stopping points to the pilots therefore Refusing a clearance should be done as soon as possible
improving their decision making. (e.g. as soon as the pilots recognise that the stabilised
approach criteria will not be met) to allow the ATC
Use of the Head up Guidance Systems for all approaches controller to review his/her traffic sequencing.
may help the pilots in their decision making. Most Head
up Guidance Systems provide for a 3° slope indication, Some examples of clearances which may lead to unstabi-
indicate the flight path and have a guidance line for the lised approaches are:
touchdown point. Using HGS for all approaches may assist
the pilots to fly stabilised approaches. This is especially n Inappropriate speed control
true for visual approaches when no vertical guidance n Delayed descent instructions
(e.g. ILS, PAPI, VASI etc) is available. Most HGS systems n Late runway changes
also have the feature to show the runway remaining after n ‘Short cuts’ vectoring
touchdown. n etc

Data-Link systems NOTE:

In some instances the ATC controller may not be able to adhere
to standard procedures due to unforeseen circumstances (e.g.
Recommendation 3.4.5 The aircraft operator weather). Airline procedures should contain contingency proce-
should consider equipping their aircraft fleet dures for these situations in order to allow their pilots to safely
with data-link systems (e.g. ACARS) to allow flight land the aircraft. However, it needs to be clear that these contin-
crews to obtain the latest weather (D-ATIS) with- gency procedures should not become the standard.
out one pilot leaving the active frequency.
Pilots should proactively report any ATC clearance which
is not in line with their SOPs. In the scope of the SMS this
The use of data-link systems allows the flight crew to will allow the Safety Manager to identify negative trends
obtain current weather information without one pilot and take appropriate actions.
losing situational awareness. It also allows an improved
follow-up in a rapid changing weather environment. Appropriate actions are:

The use of data-link systems should be clearly docu- n Reporting problems to the respective ANSP
mented in the company procedures. The procedures n Checking if company SOPs are correct
should also contain limitations on phases of flight during n Identifying airports/approach procedures with poten-
which data-link systems should not be used anymore (e.g. tial risk
during the final approach phase). n Proactive meetings with respective ANSPs to tackle
specific issues
Collaboration with ANSP n Feedback to crews to raise awareness, lessons learned
n Include specific issues in company safety training
n Exchange of data with other stakeholders (e.g. EVAIR,
Recommendation 3.4.6 The aircraft operator IATA-STAEDES or other aircraft operators in the scope
should report to the ANSP if approach procedures of the Safety Information Exchange Programme)
or ATC practices at an airport prevent flight crew
from complying with the published approach pro- Aircraft Operators should seek active cooperation with
cedure and their stabilised approach criteria. Local Runway Safety Teams of the airports in their route
network.

European Action Plan for the Prevention of Runway Excursions - Released Edition 1.0 - January 2013 53
Appendix E Aircraft Operators

Non Standard Manoeuvres One thing should be clear to all flight crew they shall
refuse any ATC instruction which is conflicting with the
safety of flight.
Recommendation 3.4.7 The aircraft operator
should ensure the importance of a stabilised In the scope of aircraft operators’ SMS it is important
approach and compliance with final approach that crews understand the importance of reporting these
procedures is included in briefing for flight crews. issues. Safety managers will need data in order to be able
The commander should not accept requests from to address these issues. Having enough data will allow the
ATC to perform non-standard manoeuvres when safety managers to address these issues to the respective
they are conflicting with the safety of the flight. ANSP.

A good practice for aircraft operators is to regularly meet

Flight crews are often confronted with ATC clearances or with the ANSP at different airports and discuss issues
instructions they are not comfortable with. which turned up. Very often these issues are based on
misunderstandings (e.g. I thought pilots liked the short
Examples of this are: cuts we provided to them) or simply on the lack of knowl-
edge about the limitations and procedures of each other
n Controllers giving a tight base-turn (e.g. request to reduce speed and increase descent rates,
n Controllers asking to keep the speed up or late descend clearance given to the pilots, whereas
n Controllers asking to expedite vacating the runway pilots do not understand that the clearance is offered due
n Controllers giving late runway changes to airspace restrictions/constraints).
n etc.
Meetings with the ANSP are a very proactive way of
These clearances are often well intended but do not increasing the understanding of each other. The know-
always take into consideration the high workload on ledge gained during these meetings should be dissemi-
the flight deck during the last minutes of the flight. They nated to all crews in order to raise their awareness on
might even lead pilots to accept a clearance which will discussed issues. This will enable the crews to know about
make the safe operation of the aircraft a challenge. ‘safety issues’ at different locations and thus be prepared
for the ‘unexpected’
Pilots may be reluctant to refuse ATC clearances.
A good industry practice is to have an exchange
There are many different reasons for this: programme between ANSPs and aircraft operators in
place. Meaning that controllers will be allowed to do
n Pilots do not know that they are ‘allowed’ to refuse an familiarisation flights in the flight deck or in a flight simu-
instruction lator and that flight crews will visit the ANSP facilities. This
n Pilots might not realise which situation they are being will help to raise the understanding of each other’s work
pushed into constraints.
n Pilots do not want to offend the controller by refusing
the instruction
n Cultural issues might give the ATC instruction the status
of an ‘order’
n Felt or real commercial pressure to accept ‘short cuts’
n The deviation has become the standard
n etc.

54 European Action Plan for the Prevention of Runway Excursions - Released Edition 1.0 - January 2013
Runway Change Late runway change for landing

A late runway change for landing, if not anticipated by

Recommendation 3.4.8 The Commander should the crew, will lead to an increase in workload for the flight
not accept a late runway change unless for crew. Flight crews should not accept a runway change
safety reasons. A briefing and if needed flight unless a briefing, including the go-around for the new
management computer (FMC) preparation must runway, performance calculation and FMC preparation
be completed (e.g. before leaving the gate or can be safely completed in due time. Ideally the runway
starting the final approach). change should not be accepted below FL100.

Crews should not start an approach until all of the above

Late runway changes are an issue both for takeoff and for is completed.
landing.
Issues which might arise if all of the above is not completed
Late runway change for takeoff before starting the approach are:

A late runway change before takeoff, if not anticipated by n Rushed and unstabilised approaches
the crew, will lead to a serious increase in workload for the n Wrong radio and navigation settings for approach
crew. Crews should not accept a runway change unless n Flying the wrong approach
a briefing, performance calculation and FMC preparation n Not intercepting the cleared approach in time. This is
can be safely completed in due time. especially critical on airports with parallel runway oper-
ations
NOTE: n Flying the wrong go-around route
One crew member will need to be head down to make all the n Errors in performance calculations which might lead to
changes required in the setup of the radio and navigation equip- runway excursions
ment. This should not be done while taxiing. During taxi both n Discrepancies in the stored FMC data leading to crew
pilots should direct their full attention to the movement of the confusion
aircraft on the airport. n etc.

Issues which might arise from this are: Where an aircraft is equipped with Flight Management
Systems (FMS) capable of storing two flight plans, this
n Crews following the wrong taxi route feature should be used when the crew is preparing the
n Crews overlooking other traffic arrival and there is a possibility for one of two different
n Runway incursions runways to be assigned for landing. The flight plan ‘on
n Discrepancies in the stored SID in the FMC leading to stby’ can be easily activated without a significant increase
crew confusion or SID violations in workload.
n Errors in performance calculations which might lead to
runway excursions ANSP often try to use the optimal runway configuration
n etc. as long as possible for capacity reasons. While the surface
wind might still be within the limits the winds at altitude
Consideration should not only be given to reprogram- are often well beyond these limitation making it harder
ming the new departure route and the corresponding for flight crew to stabilise their aircraft. In this case flight
setting of the radios but also to performance calculations. crew should not be reluctant to ask for a more appropriate
This is especially true if the late runway change includes runway; clearly stating that this is for safety reasons; even
or is a departure from an intersection. if this means delaying the approach.

European Action Plan for the Prevention of Runway Excursions - Released Edition 1.0 - January 2013 55
Appendix E Aircraft Operators

WEATHER

Current Weather versus Forecasted weather At the actual time of arrival weather conditions can
be different from the ones used at time of dispatch or
even from the time at which the approach briefing was
Recommendation 3.4.10 The Commander, shortly performed. Flight crews should pay special attention
before takeoff and landing, shall verify that the to significant changes in wind direction and or runway
actual weather conditions are similar or conser- surface conditions.
vative compared to the weather data used for the
takeoff performance calculations and the in-flight Flight crew shall check the latest weather information
landing distance assessment. before their in-flight landing distance assessment is done.
If sufficient time remains and cockpit duties allow it, crews
shall always try to get the latest available weather infor-
Flight crews should check that the wind and runway mation just prior to starting the approach. If during the
conditions given with the takeoff or landing clearance is approach the crews feel that the weather conditions have
consistent with the one used for the performance calcula- changed they may seek clarification on the actual condi-
tions. tions with the ATC controller.

NOTE:
In headwind situations, to facilitate the cross-check, performance
calculations, can be done with zero headwind so that the pres-
ence of any headwind will be conservative.

CROSSWIND OPERATIONS

Operations in crosswind conditions not only require Specific guidance should be published on how flight
specific handling techniques, but also require good crews should use the value of the wind gust.
knowledge and strict adherence of the applicable cross-
wind limitations. The maximum recommended crosswind values also
depend on the runway surface condition. Clear guidance
Understanding Crosswind Limitations should be given on the influence of this runway surface
condition or reported braking action on the recom-
mended values.
Recommendation 3.4.11 The aircraft operator
should publish the Aircraft’s Crosswind Limita-
tions with specific guidance on the runway condi-
tion and the gust component.

The aircraft manufacturers publish maximum recom-

mended crosswind values. Aircraft Operators should
give clear guidance to their flight crews on how these
values should be used. Some operators consider these
maximum recommended values as actual aircraft
limitations.
Wind for takeoff and landing:

56 European Action Plan for the Prevention of Runway Excursions - Released Edition 1.0 - January 2013
Example Airbus A320 family

Deceleration And Reported

Max Crosswind
code Runway condition Directional Braking
(Gust included)1
Control Observation Action

6 Dry - Dry 38kt

Damp
33kt
Wet

3 mm (1/8”) or less of Braking deceleration is normal for the wheel

5 braking effort applied. Good
n Slush Directional control is normal
n Dry Snow 29kt
n Wet Snow

Frost

Braking deceleration and controllability is Good to

4 Compacted Snow (OAT at or below -15°C) 29kt
between Good and Medium. Medium

Slippery when wet

Compacted Snow (OAT at or above -15°C) Braking deceleration is noticeably reduced

3 for the wheel braking effort applied. Medium 25kt
More than 3 mm (1/8”) depth of: Directional control may be noticeably
n Dry Snow – max 130 mm (5”) reduced.
n Wet Snow – max 30 mm (1 1/8”)

Between 3 mm (1/8”) depth of :

Braking deceleration and controllability is
Medium to
2 between Medium and Poor. Potential for 20kt
n Water – max 12.7 mm (1/2”) Poor
Hydroplaning exists.
n Slush – max 12.7 mm (1/2”)

Braking deceleration is significantly reduced

1 Ice (cold & dry) for the wheel braking effort applied. Direc- Poor 15kt
tional control may be significantly reduced.

Wet ice
Braking deceleration is minimal to non-
0 Water on top of Compact Snow existent for the wheel braking effort applied. Nil -
Directional control may be uncertain.
Dry Snow or Wet Snow over Ice.

1 In case of AUTOLAND, max crosswind limited to 20kt

European Action Plan for the Prevention of Runway Excursions - Released Edition 1.0 - January 2013 57
Appendix E Aircraft Operators

Flight Technique in Crosswind Operations Approach Technique:

Aircraft Manufacturers consider several factors such as

Recommendation 3.4.12 The aircraft operator aircraft geometry, aileron and rudder authority when
should publish specific guidance on takeoff and recommending a crosswind approach technique. This can
landing techniques with cross wind; and/or wet or be the wings-level or crabbed approach, the steady side-
contaminated runway conditions and the correct slip approach or a combination of both in strong cross-
use of the nose wheel steering. Appropriate training wind conditions.
must be provided.
In line with standard operating procedures, disconnect
the autopilot at an appropriate altitude to have time to
Takeoff Technique: establish manual control of the aircraft well before the
de-crab phase and flare.
Due to differences in flight technique between fly-by-
wire and conventional aircraft only general guidance is Landing Technique:
presented. Aircraft manufactures publish specific guid-
ance in the Flight crew Training Manual. Especially on wet or contaminated runways a firm touch-
down is recommended to minimise the risk of aqua-
Initial runway alignment and smooth symmetrical thrust planing and ensure a positive touchdown.
application result in good crosswind control capability When touching down with residual crab angle on a dry
during takeoff. Rolling takeoff procedure is strongly runway the aircraft automatically realigns with the direc-
advised when crosswinds exceed 20 knots or tailwinds tion of travel down the runway. This is not happening on
exceed 10 knots to avoid engine surge. Especially on wet a wet or contaminated runway.
or slippery runway conditions special attention should be
paid to ensure the engines are spooling-up symmetrically. Residual crab angle on the runway has also some implica-
Light forward pressure on the yoke or side stick increases tions when reverse is selected.
nose wheel steering effectiveness. Any deviation from the In the case that a lateral control problem occurs in high
centerline during thrust application should be countered crosswind landings, pilots must reduce reverse thrust to
with immediate smooth and positive control inputs. reverse idle and release the brakes to correct back to the
centreline. This will minimise the reverse thrust side force
component and provide the total tyre cornering forces for
realignment with the runway centreline.

58 European Action Plan for the Prevention of Runway Excursions - Released Edition 1.0 - January 2013
 TAKEOFF

Working with the Flight Management Computer Performance calculation using paper version
(FMC)
The information from the load and trim sheet is then used
to determine the takeoff performance data. This data will
Recommendation 3.4.13 The aircraft operator be written down on the company documentation and
should ensure their standard operating procedure shall be crosschecked by the other crew member. The
(SOP) requires the flight crew to perform indepen- performance data are then inserted by one pilot into the
dent determination of takeoff data/crosscheck the performance page of the FMC and again carefully checked
results. The aircraft operator should ensure their by the other pilot.
Standard Operating Procedures include flight
crew cross-checking the ‘load and trim sheet’ and In both cases the flight crew should also check the
‘performance’ data input into the Flight Manage- ‘reasonableness’ of the takeoff reference speeds and
ment Computer (FMC). thrust setting; which can be challenging for flight crew
operating in a mixed fleet environment.

Traditionally the dispatcher will provide the Flight crew As a backup, technology providers should develop a
with the load and trim sheet or loading form containing all system that automatically checks the data entered into
the loading information. In some instances the flight crew the FMC for consistency between the take of parameters
will have to complete the load and trim sheet ‘manually’. (e.g. Take Off Securing (TOS) by Airbus).
In this case the company should provide procedures for
the pilots to independently crosscheck the data before it This data insertion is usually done just before departure
is being used for performance calculations. when the flight crew is exposed to various distractions. The
Operator’s CRM training should provide threat and error
The next step will be to use the data either to be entered management guidance on how to mitigate the threats
into the EFB or to do the performance calculations on posed by these distractions. Special guidance should also
paper. be provided for cabin crew and handling agents not to
disturb flight crew while they are performing data inser-
Performance calculation using the EFB tions or briefings.

The information from the load and trim sheet may be Flight crew training is based on monitoring and
entered in the loading module of the Electronic Fight Bag responding to the attainment of takeoff reference speeds,
(EFB) to obtain the weights and trim settings for takeoff. but they have little ‘human’ means in detecting reduced or
This data is then used in the performance module to degraded takeoff acceleration until approaching the end
generate the takeoff performance data. It is highly recom- of the runway. Technology providers have an important
mended that each pilot perform his own calculation and role to develop systems that provide alerts to the flight
then crosscheck it with the other pilot’s result. In case crew when the actual acceleration is too low to allow a
where a class 1 EFB is used for the performance calcula- safe takeoff, example Takeoff monitoring (TOM) by Airbus.
tion each crew member must be provided with one EFB
to ensure proper independence of calculation and cross- Furthermore the FDM programme should be used to iden-
check. The calculation should be done prior to receiving tify issues in relation to performance calculations, slow
the final load and trim sheet when the actual load can be acceleration etc. In the scope of the SMS promotion any
ascertained with reasonable accuracy to avoid errors due issues discovered should be fed back to the crews to raise
to time pressure and hurry up syndrome. their awareness and share the lessons learnt.

European Action Plan for the Prevention of Runway Excursions - Released Edition 1.0 - January 2013 59
Appendix E Aircraft Operators

The Rejected Takeoff Decision Process The essential supporting and monitoring task of the pilot
non flying should be emphasised. This includes:

Recommendation 3.4.14 The aircraft operator n Monitoring of thrust parameters

should publish the rejected takeoff decision making n Monitoring the speed trend
process. Appropriate training should be provided. n Perform timely standard callouts
n Detect and/ identify any abnormal conditions
n Monitor the use of ALL braking devices
Takeoff speeds are key elements in a safe takeoff. They are
monitored by the pilot non-flying (PNF or PM) V1 is called Training:
by the PNF/PM or by the aircraft system; Vr is called by
the PNF/PM. The most important speed range for failure The rejected takeoff manoeuvre is a mandatory item in
management is just before V1, the maximum speed at the Operators Proficiency Check (OPC), so flight crews
which a rejected takeoff can be initiated. are trained and assessed on the manoeuvre on a regular
basis. However this assessment is mostly focussed on the
There must be a clear policy about which pilot may call a correct execution of the manoeuvre and not on the deci-
STOP or GO on takeoff, as well as who will make the STOP sion making process.
actions.
It is strongly recommended that recurrent training and
To help the “decision maker” in his task, the takeoff roll is checking, and especially command upgrading courses,
divided into a low and high speed segment. Typically the also include simulator exercises that require the flight
threshold is between 80knots and 100knots, below this crew to detect and identify abnormal situations that are
speed the aircraft’s energy is low and a rejected takeoff is not the result of a clear and distinct loss of thrust, such as:
considered low risk. Above this speed the aircraft’s energy
is high and a correctly executed rejected takeoff is consi- n Engine stall
dered critical. n Tyre burst close to V1

Available Runway
■ Takeoff flaps
■ Certified performance
VR
■ Dry runway Go 35 ft
■ Field lenght limit weight Engine
fail
V1 Transition
VEF complete
Full stopping
Reject no reserve

Airline Policy: n Nose gear vibrations

n Bird strike at high speed
Aircraft Operators must define the policy, procedures n Wind shear or uneven aircraft acceleration
and required task sharing for a rejected takeoff. It should n Opening of side window
include the decision making process for a STOP or GO n Instrument failures
event and the task sharing between the Commander and n Flight control issues
First Officer as well as the PF and PNF/PM.

60 European Action Plan for the Prevention of Runway Excursions - Released Edition 1.0 - January 2013
 CRUISE

In-flight assessment of landing performance weather conditions can be accepted for the landing to be
safely performed. It is important to take into account the
aircraft status and the latest weather information avail-
Recommendation 3.4.15 The aircraft operator able. The flight crew should assess the weather with a
should publish and provide training on the company conservative strategy in particular concerning the runway
policy regarding in-flight assessment of landing condition and the wind component.
performance. Flight crew must be advised
whether company landing distance data relates to As an example if the ATIS states runway in use 33 RWY dry,
unfactored or operational distances. In the case of wind 250/10 gusting 25, visibility 9999 Vicinity RaSh, cloud
unfactored distances the company should provide sct 2500 sct 3000 Cb, temperature 32/25, QNH 1009 The
the safety margin to be used in normal and abnor- crew has two options either they take the actual weather
mal conditions. that gives RWY dry, no wind component, or they take the
possible scenario of a shower passing on the runway when
they will be landing i.e. runway wet (or contaminated) and
While most flight crew are familiar with the dispatch a wind component of 5 to 10kt tailwind.
requirements on landing performance which are based
on un-factored actual landing distances (ALD), multiplied The first option is the more favourable case but doesn’t
with a regulatory factor, they should be made aware that prepare the crew for the decision to be taken in case of
some manufacturers are basing their new in-flight landing weather deterioration on short final. The second option
performance on factored Operational Landing Distances will allow the crew to assess whether the landing can
(OLD). Aircraft Operators should provide unambiguous be made safely or not (what is the max tailwind and the
landing performance information to their flight crew. runway condition he can accept) in this worst case.

The dispatch calculation usually yields results in weight So if on final ATC gives: runway wet and 230/ 15 gusting
limitation and not runway length required. Giving results 20 clear to land runway 33, the decision to land or not will
in runway length required for dispatch calculations has be based on sound performance calculation in the second
two advantages: it requires the crew to be aware of the option and on guesswork in the first option.
runway length available at the destination airport and it
is possible to compare it with the in flight landing perfor- Specific guidance should be provided for wet or contami-
mance that gives results in length also. nated runway conditions and for failure cases.

Due to the variations of published landing performance Whilst European regulation makes a generic statement
data, aircraft operators must clearly inform their flight regarding the need to assess the landing performance in
crew if the calculations are made using factored or unfac- flight; Aircraft Operators should publish an SOP regarding
tored landing distances. This may include declaring the the in-flight landing performance assessment as part of
following: their approach preparation when:

n what level of reverse thrust was assumed, n Landing on wet or contaminated runway
n the assumption of the wheel braking, n Weather deterioration since dispatch
n if the data was factored or not, n Change of landing runway
n what was the air distance allowance in the data. n In-flight failure affecting landing performance
n Etc.
The in-flight assessment of landing performance calcula-
tion should be made using conservative wind component
and runway condition according to the latest weather
report and forecast available to the crew to know what

European Action Plan for the Prevention of Runway Excursions - Released Edition 1.0 - January 2013 61
4.5 Appendix E Aircraft Operators

APPROACH

Runway and Approach Type Selection Flight crew should be aware that the ILS signal is only
protected from possible interference when low visibility
procedures (LVP) are in force at an airport and that these
Recommendation 3.4.17 When accepting the operations may compromise the regular flow of traffic/
landing runway the Commander should consider sequencing. Permission to conduct a training flight e.g.
the following factors: weather conditions (in parti- CAT II/III training approach in good weather must be
cular cross and tailwind), runway condition (dry, requested by the aircraft operator as advised in the AIP.
wet or contaminated), inoperable equipment and ATC may reject such a request or interrupt the current
aircraft performance. Except in conditions that procedure according to the traffic situation at the time.
may favour a non precision approach, when more
than one approach procedure exists, a precision Aircraft operators’ standard operating procedure should
approach should be the preferred option. give the minimum weather conditions and ILS perfor-
mance allowing an autoland to be performed without
Recommendation 3.4.20 The aircraft operator LVP in force. Flight crew should be aware ILS interferences
should publish guidelines on the use of autoland can cause undesirable autopilot behaviour at low altitude.
when low visibility procedures (LVP) are not in Flight crew should therefore be ready to disconnect the
force. Flight crew that practice automatic landings autopilot and go-around or land the aircraft manually
without LVP in force should take into account status where the standard operating procedure advises doing
of the protected area for the Localiser signal. this in case of interference or malfunction.
Flight crew should fully brief such practice
manoeuvres, in particular, readiness to disconnect Choice of approach type:
the autoland/automatic rollout function and land
manually, or go-around. The commander shall consider all relevant factors in
choosing the appropriate approach type. When it is
appropriate and available a precision approach should
Manual flying skills: be the preferred option. This is based on the fact that the
vertical profile of an approach with an ‘electronic’ glide
Generally aircraft operators encourage the use of the path is more ‘straight forward’ to follow and verify than
highest level of automation appropriate to the phase of the vertical profile of a non-precision approach.
flight or the airspace in which the flight is being conducted
in order to reduce crew workload and increase situational Stabilised approach
awareness. However it’s recognised that to maintain the
proficiency of manual flying skills flight crew should fly
the aircraft manually on a regular basis when appropriate. Recommendation 3.4.18 The aircraft operator
When a pilot is flying the aircraft manually it increases must publish Company Criteria for stabilised ap-
the flight crew workload and requires more coordina- proaches in their Operation Manual. Flight crew
tion between the pilots. The intention to fly the aircraft should go-around if their aircraft does not meet
manually should be briefed in advance together with any the stabilised approach criteria at the stabilisation
intended use of partial automation (e.g. auto thrust). height or, if any of the stabilised approach crite-
ria are not met between the stabilisation height
Automatic Landing: and the landing. Company guidance and training
must be provided to flight crew for both cases.
Aircraft operators who are authorised to perform low visi-
bility operations (LVO) generally maintain the recency of
their flight crew with a recurrent training program in the
simulator. However initial type rating conversion gener-
ally requires an automatic landing to be performed during
line training.

62 European Action Plan for the Prevention of Runway Excursions - Released Edition 1.0 - January 2013
It’s well accepted throughout the industry that a pre- without autopilot for approach and landing. If
requisite for a safe landing is a stabilised approach. This it is possible, the Operator should promote the
generally means: use of ATS in manual flying as it may reduce the
pilot workload in monitoring the speed and
n The aircraft is on the correct lateral and vertical flight adjusting the thrust therefore freeing mental
path capacity for situational awareness. This may also
n The aircraft is in the landing configuration prevent aircraft carrying excess speed over the
n Thrust and speed are stabilised at the approach value threshold; (see later)
n The landing checklist is completed. n The landing checklist is completed: This will
allow the pilot flying to fully focus on his flying
All of these requirements need to be fulfilled at the stabili- duties and the non-flying pilot to focus on his
sation height in order for the flight crew to continue with monitoring duties (see later)
the approach. n Definition of stabilisation height: the following
values are accepted throughout the industry: in
Although the stabilised approach principle is well accepted VMC 500ft above the airfield elevation and 1000ft in
and known throughout the pilot community adherence IMC conditions. Note that some operators use only
to the principle is not always perfect. Flight crew are still one value whatever the weather conditions are. This
continuing to land from un-stabilised approaches. How not only simplifies the operating procedures but
can aircraft operators improve the adherence of their also simplifies the verification process. (see later)
flight crew to the stabilised approach principle? n Check of stabilised approach criteria at stabi-
lisation height: The most often reported reason
n Awareness campaign: to improve the buy-in from is that the flight crew was not aware of being
flight crews, any new Standard Operating Procedure unstable at the stabilisation height. This could
(SOP) should be introduced with a kind of awareness be prevented by a proper check at the stabilisa-
campaign to explain the philosophy behind this new tion height, similar to a height check at the outer
SOP. Examples of incidents or accidents that could marker or DME fix. This check would preferably be
have been prevented with this SOP would certainly initiated by an auto callout (e.g. “one thousand”)
strengthen its case. by the aircraft system.
n Actions at stabilisation height: When passing the
n Standard Operating Procedure: a well-defined SOP stabilisation height, the PNF/PM makes the compli-
regarding the stabilised approach principle must be ance check and calls out the result (for instance
published in the company Operations Manual. This “stable” / “not-stable”); the PF has only the choice
should include: between two possibilities; continue the approach
n Criteria of stabilised approach: they must be or discontinue it, using the appropriate call out i.e.
clearly defined and easily assessable by the flight “continue” or “go-around”. In case the approach
crew. Examples could be: is not stabilised, the PF must initiate a go-around
n Correct lateral and vertical flight path: aircraft manoeuvre.
within +/- 1 dot vertical path and localiser. n Actions in case of de-stabilisation below stabi-
n The aircraft is in the landing configuration: no lisation height: while previous SOP protects
more changes to a different flap setting due to against high energy or rushed approaches this SOP
unexpected wind change in approach concerns destabilisation after passing the stabi-
n Thrust and speed are stabilised at the lisation height. Usually this is a transient condition
approach value: thrust should be stabilised at often caused by changing wind velocity or direction.
its normal approach value or certainly above Provided the PF can rejoin the stabilised approach
idle. Speed should be within certain limits of criteria the approach may continue. During the later
the final approach value (e.g. -5/+10 kt).Note stages of the flight (below 500ft) the PF‘s focus shifts
that the use of an Auto Thrust System (ATS) for from inside the flight deck to outside. He will start
approach and landing can modify the previous looking for the visual references he needs in order
recommendations. The Operator should also to continue the approach beyond the DH. Now the
specify whether it is possible to use the ATS monitoring task of the PNF/PM becomes paramount

European Action Plan for the Prevention of Runway Excursions - Released Edition 1.0 - January 2013 63
Appendix E Aircraft Operators

and he should call out any deviations from the stabi- pilots.
lised approach criteria: n De briefing of results: company publications should
n Excessive Localiser or vertical path deviations; regularly include compliance levels and re-iterate the
n Excessive speed deviations importance of compliance with the stabilised approach
n Vertical speed greater than 1000ft/min criteria. This should be continued until this principle is
n Excessive pitch well established in the safety culture of the company.
n Excessive bank angle n Actions in case of late loss of visual reference:
The PF must acknowledge this call and make posi- As evidenced by an event during a night time
tive corrective actions. The question remains at landing in 2008, visual references may be lost
which position must the aircraft ultimately have during the final phase of an approach even when
regained its stabilised criteria before a go-around sufficient visual contact with the runway was
must be initiated? available at decision height. In this event, both
One scenario could be as the aircraft passes the pilots became visual with the runway between
threshold, just before the flare manoeuvre is initi- 300ft and 200ft, and at the decision height of
ated. Considering the complexity of the landing 200ft had more than sufficient visual references
manoeuvre the PF is “task saturated” at this time to continue the approach. It was only when the
and may not have the required capacity to make aircraft descended through 20ft AGL during the
complex judgement calls e.g. to mitigate the risk flare that it entered an area of fog. Both pilots
of tail strike. Furthermore as he has “managed lost sight of the runway edge and runway lights
to come this far” he will not be very go-around became a glow illuminating the fog. At this point
minded anymore. The PNF who is performing the the PF made some inadvertent rudder inputs that
monitoring duties has the spare capacity and he caused the aircraft to drift sideways until one main
should his use his judgement to assess the correc- gear left the paved surface. The crew initiated a
tions made by the PF will be in time to allow for a go-around and after just 4 seconds of ground
safe landing. If he considers this it not the case he contact the aircraft was airborne again, although
should call for a go-around which must be followed they were unaware that the main gear had rolled
by the PF. This philosophy has consequences for on unpaved ground. Minor damage was caused
the decision-making process and CRM; training is to the runway edge lighting and the main gear
needed to enable the PNF/PM to consistently judge assembly. The low visibility had not been reported
the situation and takes the proper decision on short in the ATIS or by the tower. There was no runway
final. centreline lighting, and runway edge lights were
Flight crew must acquire the visual reference at the not installed as per ICAO Annex 14, too far from
minima and maintain it. If at any time during an the runway edge, frosted and misaligned. This
approach one of the flight crew members is not sure incident highlights the necessity for airport facili-
about the safe outcome of the landing a go-around ties to be in accordance with ICAO Annex 14 provi-
must be initiated or called for. It must be high- sions, for the accurate and timely reporting of
lighted that this option remains available until changes in the conditions, including RVR, and for
the aeroplane touches the ground and up to the the preparedness of pilots to perform a go-around
selection of reverse thrust. when encountering significant loss of visual cues
even late in the approach and up to deployment
n Verification of compliance: this step is very important of the thrust reversers.
to indicate that compliance with this SOP is vital and n Ref. http://www.skybrary.aero/bookshelf/
non-negotiable. Verification can be made using means books/452.pdf
such as an FDM system and air safety report in line with
ICAO Safety Management Systems practices. Due to Go-around Decision Making
the relationship between unstabilised approaches and
landing accidents and incidents, it is in the interest of A primary opportunity to prevent a runway excursion is in
the flight crew to obtain a debriefing in accordance with the decision making of the pilot to go-around or continue
the FDM protocol signed between management and a takeoff once at or approaching V1, however it is relatively

64 European Action Plan for the Prevention of Runway Excursions - Released Edition 1.0 - January 2013
uncommon for a flight crew to call for a go-around, in it would be a first officer. The philosophy that either pilot
the order of 30% of go-around manoeuvres are called by can call for a go-around is vital and should be an impor-
Flight crew. Go-around is a normal but rarely performed tant item in the company’s CRM training. Especially low-
procedure, statistics show that a flight crew member may experienced first officers should be trained to be assertive
perform a go-around during in-line flying only a few times when faced with commanders refusing to take their
a year. Training in the simulator to perform unprepared as suggestions on board or displaying tunnel vision.
well as prepared go-around manoeuvres should be done
regularly using various scenarios. To help flight crew in their decision management various
check heights and calls have been introduced:
GO-AROUND Policy and Pilot non flying duties
n The Outer Marker/ fixed distance check
n The stabilisation height
Recommendation 3.4.16 The aircraft operator n 100 Above / approaching minimum
must publish the company policy, procedure and n Minimum
guidance regarding the go-around decision. It
should be clearly stated that a go-around should Compliance with all the flight parameter tolerance at
be initiated at any time the safe outcome of the one ‘gate’ means the flight can continue until the next
landing is not assured. Appropriate training ‘gate’ where again an assessment shall be made. It should
should be provided. be emphasised that the flight crew should not become
complacent when a ‘gate’ is passed successfully. In fact
Recommendation 3.4.19 The aircraft operator they should be continuously prepared for a go-around
should publish a standard operating procedure until the ‘point of no return’ the selection of the reverse
describing the pilot non flying duties of closely thrust. Aircraft Operators with aircraft without reverse
monitoring the flight parameters during the ap- thrust should define their own specific policy.
proach and landing. Any deviation from company
stabilised approach criteria should be announced Training on go-arounds should be provided in the simulator
to the pilot flying using standard call outs. and in the classroom. Very often crews are ‘not aware’ that
they are flying an un-stabilised approach. Using real case
studies helps to raise the understanding of the potential
Flight crew in commercial aviation have been tradition- risk for a runway excursion after an un-stabilised approach.
ally trained and tested to execute a go-around when they
lack the required visual references at the Decision Height Crews should not be allowed to fly un-stabilised approaches
(DH). While this offers good testing of the execution of during their simulator training. During simulator training
the manoeuvre the involved decision making process is instructors should put the same emphasis on following the
straight forward. go-around procedures than in the real world.

Numerous Incidents and Human Factors studies have Flight crews are traditionally trained to perform a
revealed that once an individual has selected a particular go-around at minima and this procedure is well mastered
course of action, it takes very compelling cues to alert by most pilots. However, most of the go-arounds do not
them to the advisability of changing their plan (tunnel happen at minima. It is thus important to include different
vision). go-around scenarios into the training.

This is why the role of the pilot non-flying is so important. An open reporting culture in the scope of an SMS will
Not only his monitoring task is important, but he has more help to identify precursors to ‘wrong’ decision making.
spare mental capacity and has a more “objective” view of De-identified incidents should be used as examples during
the flight. If he’s not confident with the safe outcome of recurrent training. This helps to show that incidents/acci-
the approach and landing he should call for a go-around. dents do not only happen to the others. An open policy
This would be a logical call if the pilot non-flying is the on go-arounds shall be implemented, making go-around
commander, but it could be a much more difficult call if a normal procedure and not an abnormal issue.

European Action Plan for the Prevention of Runway Excursions - Released Edition 1.0 - January 2013 65
Appendix E Aircraft Operators

Where do we land?

Recommendation 3.4.21 The aircraft operator While still in IMC conditions flight crew are expected to
should publish the standard operating procedure follow the localiser and glide slope indications. When transi-
regarding a touchdown within the appropriate tioning to VMC conditions the PF is gradually shifting his
touchdown zone and ensure appropriate training or her attention to the visual approach indicator or to the
is provided. runway and the touchdown point; still using their instru-
ments as a backup.

The PAPI or VASI provides visual

Main Gear Path descent guidance information
VASI Glide Path during the approach. They are
Main Gear Touchdown visual projections of the approach
(No Flare) path normally aligned to intersect
Aim point the runway at a point 1,000 or 1,800
feet beyond the threshold. Flying
Threshold the PAPI or VASI glide slope to
Threshold 3 Bar VASI
to Touchdown (only) touchdown is the same as selecting
a visual aim point on the runway
1,000 ft. VASI Lights
adjacent to the VASI installation.

737-600 - 737-900ER

Flaps 30 Main Gear over Threshold threshold to

main gear
737
touchdown
Model airplane
Visual Glide pilot eye Main gearheight point-no flare
body attitude
path (degree) height (feet) (feet) (feet)
(degrees)

-600 3.0 3.7 50 36 657

-700 3.0 3.7 50 34 647

-800 3.0 2.4/3.6 49/50 34/33 651/633

-900 3.0 1.6 49 35 659

-900ER 3.0 2.6 49 34 641

66 European Action Plan for the Prevention of Runway Excursions - Released Edition 1.0 - January 2013
The position of the runway and the touchdown point on is at 300 metres. This technique ensures that the landing
the windshield are very important and should become complies with the assumptions made by the performance
a ‘reference value’ for the pilot. Any deviation from the calculations: stabilised 3° profile, appropriate threshold
approach profile should be recognised by the pilot and crossing height (TCH), and approach speed.
corrections made.
Crews should be made aware of the different existing
Visual aim points versus gear touchdown point differences touchdown zone markings during their initial and recurrent
increase as glide path angle decreases as in a flat approach. training. Initial and recurrent training should include special
For a particular visual approach, the difference between or unusual operational requirements at specific airports
gear path and eye level path must be accounted for by the in the company’s network (e.g. downdrafts/updrafts due
pilot. terrain, shifting winds, and visual illusion induced by
narrow/wide runway or night operations).
Systematically making long landings or steep approaches
would mean different positions of the landing runway on Aircraft Operators must publish a Standard Operating
the windshield and dilute the value of this visual reference Procedure on the area where the touch down must be
as a backup for profile deviations. achieved or a balked landing must be initiated. This could
be the touch down zone (first 1000m) or 1/3rd of the
Being stabilised on the profile and having the runway in runway, whichever is less.
sight, pilots can already make a projection of where their
flight path will intersect with the runway; this projected Training on the use of the Head Up Guidance System, if
visual touchdown point should be the Aiming Point installed, should be made during ground courses to assure
Marking normally resulting in the Main Landing Gear landing within the appropriate touchdown zone, with prac-
touching down on the second touchdown marker which tical training being conducted during simulator sessions.

European Action Plan for the Prevention of Runway Excursions - Released Edition 1.0 - January 2013 67
68 European Action Plan for the Prevention of Runway Excursions - Released Edition 1.0 - January 2013
Landing Performance It can be seen from this graphic that in general the dispatch
landing distance is conservative enough to absorb some
The parameters affecting the landing distance are deviation from the expected conditions. However, when
published in the Flight Operations Manual. Flight crew enough deviations from the reference conditions come
should have a good understanding of the sensitivity of together the dispatch landing distance or actual runway
the landing distance to these parameters in order to make available may not be adequate.
sound go-around decisions. The following data shows the
effect of relatively minor deviations from a baseline calcu- Wheel braking may be reduced on the wet runway
lation of landing distance for a wet runway. The reference because of questionable runway condition due to rubber
condition is a reasonably attainable performance level build up, polishing, or puddling due to heavy rain or poor
following normal operational practices on a nominal wet drainage. The following chart shows the same information
runway surface. The reference QRH data on the bar chart as above, but assuming a Braking Action Medium runway
below is based on: which is consistent with data that has been seen in some
overrun accidents and incidents where the runway’s
n 1500 foot touchdown maintenance condition is in question.
n VAPP=VREF+5, 5 knot speed bleed off to touchdown
n Sea Level, Standard Day (15 C)
n No wind, no slope
n Recommended all engine reverse thrust
n Braking Action – Good, consistent with FAA wheel
braking definition of a wet non-grooved runway.

The vertical line represents the dispatch requirement that

is 1.92 times the dry runway capability of the aeroplane.

Each bar as you go down the chart demonstrates the

cumulative effect of the operational variation listed. In
overrun incidents, you usually see a number of factors that
contribute to using up the margin available, especially if
the runway has worse wet runway friction capability.

You can see from the chart above if the runway is a ques-
tionable wet runway you can very quickly use up the
entire margin in the dispatch wet runway calculation.

The landing phase being very complex does not leave

much mental capacity to make complex instantaneous
calculations; so basic rules of thumb must be used. Fully
automated system will provide instantaneous information
to the pilots therefore improving their decision making.
However it is very important for the flight crew to get the
aeroplane on the ground at the right point and at the right
speed to ensure there is the greatest amount of distance
remaining to absorb things the pilot does not have control
over such as unreported tailwind or late wind shifts from
cross to tail or worse than expected runway friction
capability, etc.

European Action Plan for the Prevention of Runway Excursions - Released Edition 1.0 - January 2013 69
Appendix E Aircraft Operators

Use of all stopping devices Brakes/Auto brake:

Selecting an auto brake level means selecting a decel-

Recommendation 3.4.23 The aircraft operator eration rate rather than a braking effort. Selecting reverse
should publish the Company Policy regarding the thrust with an auto brake level will not increase the decel-
appropriate use of all stopping devices after landing eration effort on a dry runway, assuming ground spoilers/
and ensure appropriate training is provided. speed brakes are extended; it will simply reduce the energy
applied to the brakes. On slippery runways, the target
Recommendation 3.4.24 Flight crew should use deceleration associated with the selected autobrake level
full reverse on wet/contaminated runways irres- may not be achievable with braking alone, in which case
pective of any noise related restriction on their reverse thrust use is essential for stopping the aircraft even
use unless this causes controllability issues. It is with autobrake.
important that the application of all stopping
devices including reverse thrust is made immedi-
ately after touchdown without any delay.

Ground Spoilers/Speed brakes:

Ground Spoilers primarily reduce the lift and increase the

drag. Reducing the lift increases the weight on the wheels
thus improves the brake performance. The effect of the
ground spoilers is even greater on wet or contaminated
runway where brake performance is already less, and risk
of aquaplaning is increased.

Ground spoilers are usually automatically extended, and

their automatic extension should be monitored by the pilot Impact on brake engery using rev thrust with autobrakes
Data source: The Boeing Company
non-flying. If they do not extend, a call out should be made
and where possible, they should be extended manually
without delay. Selecting reverse thrust on a dry runway provides minimal
additional deceleration with maximum manual braking
Reverse thrust: and no additional deceleration with auto brakes.

The deceleration effect of thrust reversers is more effec-

tive at high speed, so the selection should be done as soon
as possible, generally at main landing gear touchdown.
The reverse thrust should be maintained until the stop is
assured.

It is also important to understand that if the reverser is

stowed early, the reapplication of reverse thrust from
forward idle can take up to 10-15 seconds to reach effec-
tive reverse thrust level (depending on the aircraft type);
however, the reapplication from reverse idle will take only
3-5 seconds to reach an effective reverse thrust level.

Like the ground spoiler extension selection of the reverse

thrust should be monitored by the pilot non-flying. Ratio of stopping forces
Data source: The Boeing Company

70 European Action Plan for the Prevention of Runway Excursions - Released Edition 1.0 - January 2013
However, when landing on a runway with poor braking Aircraft Operators should make sure their SOP include the
action, the effect of reverse thrust can make a dramatic required techniques for bounce recovery. This recovery
difference. The next figure shows when using max manual technique should also be included in the initial and recur-
braking, thrust reversers are additive. The figure shows rent training, especially for training captains.
that the deceleration due to drag has remained the same
for all runway conditions, but the deceleration from reverse In case of a light bounce a typical recovery technique would
thrust has increased significantly while brake efficiency has require the pilot to maintain the pitch attitude (any increase
decreased due to slippery runway conditions. could cause a tail strike) and allow the aircraft to land
again. Special attention should be paid
to the increased landing distance. If the
remaining runway length is not sufficient
a rejected landing can still be initiated
until the selection of the reverse thrust.

In case of a high bounce, a landing should

not be attempted as the remaining
runway length might not be sufficient
to stop the aircraft. A rejected landing
initiated from this position would typi-
cally require the pilot to apply Takeoff
go-around (TOGA) thrust and maintain
the pitch attitude and configuration until
the risk for a tail strike or second touch-
down has disappeared. Then the normal
go-around technique can be used.

Once a rejected landing is initiated, the

flight crew must be committed to proceed
It is important to use full reverse on a wet/contaminated and not retard the thrust levers in an ultimate decision to
runway irrespective of any noise or environmental restric- complete the landing. On one occasion the commander
tions. took control and initiated a go-around after his first officer
inadvertently made a bounced landing. After the go-around
Bounced Landing Recovery initiation the aircraft touched the runway again triggering
the takeoff configuration warning. This activation was not
expected by the commander and made him change his
Recommendation 3.4.26 The aircraft operator mind to stop the aircraft. This resulted in the aircraft coming
should include specific recovery techniques to a stop very close to the end of, in this case, a very long
from hard and bounced landings in their training runway.
program.
Runway excursions, impact with obstructions and major
aircraft damage are often the consequence of reversing an
Bouncing at landing usually is the result of one or a combi- already initiated rejected landing.
nation of the following factors:

n Excessive sink rate

n Late flare initiation
n Power-on touchdown
n Wind shear or thermal activity
n Etc.

European Action Plan for the Prevention of Runway Excursions - Released Edition 1.0 - January 2013 71
Appendix E Aircraft Operators

Landing Long

Recommendation 3.4.27 In cases where an aircraft

operator accepts landing long as a practice, the
practice should be safety risk assessed, with a pub-
lished policy and standard operating procedure
supported by appropriate flight crew training.

It was mentioned earlier that long landings or steep

approaches would mean different positions of the landing
runway on the windshield and dilute the value of this
visual reference as a backup for profile deviations. If an
aircraft operator accepts this practice, it should be safety
risk assessed. A standard operating procedure should be
published and adequate training provided.

References:

Airbus: Flight Crew Training Manual (FCTM)

Airbus Flight Crew Operations Manual (FCOM)

Airbus: Getting to grips with aircraft performance

Airbus: Flight Operations Briefing Notes: Flying Stabilised
Approaches
Airbus: Flight Operations Briefing Notes: Bounce Recovery
– Rejected Landing

Australian Transport Safety Bureau: Tail strike and runway

overrun Melbourne Airport, Victoria 2009

Transportation Safety Board of Canada: Runway Overrun

and Fire Toronto 2005.

Joint industry/FAA Takeoff Safety Training Aid

BOEING: Flight Crew Training Manual (FCTM)

IFALPA / BOEING: Briefing leaflet: Certified versus advisory
landing data on Boeing aircraft.

JAR/EASA Flight Crew Licensing

Flight Safety Foundation: ALAR tool kit

EUROCONTROL: A study of runway Excursion from a Euro-

pean Perspective

IATA: Runway Excursion Case Studies; Threat and Error

Management Framework

72 European Action Plan for the Prevention of Runway Excursions - Released Edition 1.0 - January 2013
Appendix F Aircraft Manufacturers

Manufacturers of aircraft must meet specific minimum their operating documents for the bulk of the fleet to use
criteria when it comes to certifying aircraft for use by the terminology and standards consistent with the TALPA
aircraft operators. It is recognised by the manufacturers ARC recommendations. Boeing has used the recom-
that the information for certification does not cover all mendations in creating the certification and operational
aspects of the aeroplane operations and as such they data for their new aeroplane programs (787 and 747-8)
provide additional documents and information such as and provides aircraft operators on an as requested basis
Flight Crew Operating Manuals, Flight Crew Training the information necessary to adjust their landing perfor-
Manuals, Flight Crew Information Bulletins, Flight Opera- mance information to meet the recommendations.
tion Technical Bulletins, and material during symposiums,
conferences, performance engineer training classes, flight It is recommended that other certification agencies
crew training. consider the work done during the FAA TALPA ARC if/
when they change reporting terminology and methods
Many of these publications contain procedures and infor- or change standards for computing the performance
mation that address issues that have been identified as information.
causal factors in runway excursions. However not all
manufacturers provide the same amount or type of infor- Runway Conditions and Aeroplane Performance
mation. Below are recommendations for what manufac-
turers should provide to help address issues associated
with runway excursions. It is recognised that much of the Recommendation 3.5.2 Training material promul-
information in the list below has been supplied by many gated by aircraft manufacturers should empha-
but not necessarily all the manufacturers of the aeroplanes. size the necessity of making best use of runway
length available when conditions are uncertain
Takeoff and Landing Performance Presentation or when runways are wet or contaminated by
applying full braking devices, including reverse
thrust, until a safe stop is assured.
Recommendation 3.5.1 Aircraft manufacturers
should present takeoff and landing performance
information in similar (common and shared) termi- This type of information is often included in the manu-
nology and to agreed standards. facturer’s FCOM or FCTM with supplemental information
possibly in bulletins or magazine articles.

Significant progress and agreement as to terminology An example of a manufacturer’s guidance on operating

and standards was accomplished during the work of the on wet or contaminated runways is provided later in this
United States FAA Takeoff and Landing Performance appendix.
Assessment (TALPA) Aviation Rulemaking Committee
(ARC) activity that occurred in 2008 and 2009. In this Real Time Performance Monitoring and Warning
activity six of the major manufacturers worked with the Systems
FAA, aircraft operators, business jet operators, airport
operators, and other industry interest groups to recom-
mend a standard terminology for reporting and evalu- Recommendation 3.5.3 On-board real time perfor-
ating runways conditions when the runway is not dry mance monitoring and warning systems that will
and criteria for manufacturers to use when computing assist the flight crew with the land/go-around
the aeroplanes performance information. decision and warn when more deceleration force
is needed should be made widely available.
The current status of the recommendations from this
activity is that the TALPA ARC recommendations have
been issued by the FAA using advisory material. Some Part of the tools for excursion prevention is improved
aircraft manufacturers have implemented the recom- technology to help the pilot with the following decisions:
mendations and so they are in use by some aircraft oper- to proceed to destination or divert, to land or go-around,
ators. Airbus has changed the way it provides data in or to apply all deceleration devices to their maximum

European Action Plan for the Prevention of Runway Excursions - Released Edition 1.0 - January 2013 75
Appendix F Aircraft Manufacturers

utilisation. Different systems are currently available or Data Checks

in development by some manufacturers and 3rd party
vendors to use existing technology to provide the flight
crew information to assist with these decisions. Recommendation 3.5.5 Electronic Flight Bag
manufacturers and providers (class 1/2/3) should
Landing Distance Calculations enable the flight crew to perform independent
determination of takeoff data and to implement
where possible an automatic crosscheck to en-
Recommendation 3.5.4 The aviation industry sure correct insertion of the takeoff data in the
should develop systems and flight crew manuals avionics. Standard Operating procedures should
to help flight crews calculate landing distances be developed to support this crosscheck.
reliably.

Manufacturers of EFBs are encouraged to investigate to

The aviation industry has changed greatly in the past what degree they can create simple crosschecks between
decade as to how the calculation of performance in general various data sources to ensure the correct information is
and landing distances in particular is done. In the late 90s being used in the calculation of the takeoff data. A typical
ACARS systems and laptops started showing up in the error that has caused safety problems in the past has been
cockpit. The information the flight crew obtains from these the use of incorrect weights in computing takeoff speeds.
systems is computed based on crew input information such
as airport/runway, weather conditions, wind, runway condi- Any means of minimising the sources of such error has to
tions, approach type etc. consider human factors aspects of the concerned interfaces
and how they integrate into the specific cockpit environ-
These systems replace the need for crew to do multiple ment in which they are meant to be used. An example for
hand calculations, flipping through paper charts and a human factor driven solution is to require ZFW only as
adding/subtracting/interpolating in cumbersome tables the input to the FMC instead of giving the option of input-
and charts. Often because of the number of computations ting either ZFW or TOW. Another example is removing the
required flight crew relied on quick checks of the numbers weight used in the previous calculation, which requires the
or didn’t do the appropriate performance checks at all. flight crew to input the weight for the current flight each
time.
With the aforementioned ACARS systems and on-board
performance programs it is much easier for the flight crew Another approach to reducing mistakes are gross-error
to get an appropriate answer with less exposure to error. It checks, which must rely on totally independent data
is also easier for the crew to look at multiple scenarios so sources to validate consistency. An example of a gross-error
they can have a plan in the event they obtain additional check is the comparison of the maneuvering speeds calcu-
information late in the approach that the runway has dete- lated independently and from different sources by an EFB
riorated. and the FMC.

Manufacturers of these devices and methods are continu- Example guidance material may be found in the FAA
ally searching for better ways to do this and in this very AC 120-76A, “Guidelines for the Certification, Airworthi-
competitive business there is no doubt that continuous ness, and Operational Approval of Electronic Flight Bag
improvement will continue. Computing Devices” and EASA AMC 20-25, “Approval of
Electronic Flight Bags”.
The availability of such interactive systems however does
not discharge aircraft manufacturers and operators from
presenting the performance information in an intuitive
format that is foolproof to use. This becomes even more
important when the performance tables are only used very
occasionally as a backup means to an electronic system.

76 European Action Plan for the Prevention of Runway Excursions - Released Edition 1.0 - January 2013
Flight Crew Procedures This is because current methods for determining recom-
mended or limitations on crosswind are not part of the
certification basis for the aeroplanes, and only a demon-
Recommendation 3.5.6 Manufacturers should strated value on a dry runway is required in the AFM.
have clear flight crew procedures required to attain
the published takeoff and landing performance. It is doubtful that manufacturers will come to a consensus
on this item without regulatory guidance as in many cases
there are fundamental differences in philosophy between
The manufacturer’s performance presented to flight crew manufacturers. A starting point for harmonisation would be
should clearly include the basis for the calculations. This for manufacturers to agree on using the description of the
would include items like the following: runway and braking action such as was accomplished for
performance computations for the TALPA ARC.
n what level of reverse thrust was assumed,
n what is the assumption of the wheel braking, The development of regulatory guidance in this field should
n is the data factored or not, include manufacturer consultation to ensure technical and
n what is the air distance allowance in the data. economical feasibility.

FCOM procedures and flight crew training manual recom- Lessons Learned
mendations should also be consistent with the assump-
tions in the data. If the data assumes prompt initiation of
reverse thrust, then the procedures should require this, etc. Recommendation 3.5.8 Manufacturers should
monitor and analyse all (worldwide) runway ex-
Maximum Crosswind cursions involving the aeroplanes they support
and share the lessons learned.

Recommendation 3.5.7 Maximum crosswind data

published by aircraft manufacturers should be The reporting and investigation of aircraft accidents and
based upon one consistent and declared method incidents is regulated by ICAO Annex 13. The results
of calculation. of such investigations are sometimes shared publicly.
However, due to their much higher rate of occurrence
much more can be learned from precursor events if they
The maximum acceptable crosswind depends on the are identified as such and acted upon.
aircraft capabilities and the runway conditions, but also in
the personal limits of the flight crew depending on their Some manufacturers review yearly or bi-yearly the signifi-
experience. A consistently determined maximum cross- cant accidents and incidents as well as the causal factors
wind recommendation by aircraft manufacturers would and issues highlighted by these events. This can be done
be a good basis for a pilot to determine his personal limit at meetings and conferences attended by operators, and
from. in manufacturer publications like bulletins, changes in
procedures or other information.
At this time however, manufacturers supply recommended
crosswind maximums based on the assumptions they
consider appropriate. The assumptions include things like:

n modeling for different runway conditions,

n consideration of engine failure or not,
n assumed centre of gravity position,
n flight technique (crab, sideslip), etc.

European Action Plan for the Prevention of Runway Excursions - Released Edition 1.0 - January 2013 77
Appendix F Aircraft Manufacturers

Information on the TALPA ARC The TALPA ARC submitted its proposals to the FAA in May
2009, who will translate them into a Notice of Proposed
The TALPA ARC was tasked with an exhaustive review of Rulemaking (NPRM). In parallel, a field trial was launched
safety issues of operations on contaminated runways and with selected airports and operators to further validate the
recommending modified FAA regulations, which would be Runway Condition Assessment Matrix. It is not expected
retroactively applicable to all existing aircraft. that the NPRM will be published before 2013 to 2015, to
be followed by a mandatory comment period of at least 6
The proposals for regulatory changes concerning transport months. The proposals included a grace period for compli-
category aircraft put forward to the FAA by the ARC were ance of existing aircraft of two years. However, several
oriented along three main axes: manufacturers and countries have taken on board signifi-
cant elements of the TALPA ARC work for their publications
n Standards for runway condition reporting (FAR139) and reporting respectively.
n Definition of operational landing performance compu-
tation (FAR25/26) Operational Rules
n Operational Rules (FAR121) Challenges

The committee also covered FAR23/91/91K/135 operations, Today, most operational regulations make a very generic
which are not further addressed here. statement regarding the need to assess landing perfor-
mance in flight (“the commander must satisfy himself/
The following aspects were outside of the scope of the FAA herself that, according to the information available to him/
TALPA ARC mandate: her, the weather at the aerodrome and the condition of
the runway intended to be used should not prevent a safe
n Assessment of landing with in-flight failures, approach [and] landing”), which does not detail the criteria
n Overweight landing without failures, and factors to be taken into account for the determination
n Automatic landing distances, of a safe landing distance.
n Dispatch landing distances.
The lack of clear direction has led to aircraft operator
The exclusion of dispatch was made to minimise the operations departments filling the regulatory deficit with
economical impact of the proposed changes. Furthermore, a variety of policies of their own initiative (or sometimes
the introduction of a more operationally representative under requirement from their national Operational Authori-
assessment of landing distances to be used for dispatch ties). Such variety of aircraft operator policies was observed
is not considered to constitute a significant improvement by the FAA in the aftermath of the Chicago-Midway acci-
in safety levels, while accurate in-flight landing distance dent, and subsequently led to the publication of SAFO and
assessments are accepted as being the major means to AC. These documents made recommendations applicable
reduce exposure to runway excursions at landing. Even to US operators to perform in flight landing performance
so, for the long term, the need to review dispatch landing assessment, including the manner in which the Operational
distances for consistency with the time of arrival require- Landing Distance should be derived, and instigated the
ments was acknowledged by TALPA ARC in its submission additional 15% margin, except in emergency situations.
to the FAA.
Proposals
The concepts detailed in the following are those proposed
for aircraft that will be certified under the FAA TALPA ARC n Dispatch landing distance assessment
rules. The TALPA ARC rules also mandate that landing The FAA TALPA ARC has recognised that the current
distances in line with the spirit of the proposal are dispatch landing distance, in particular on a wet
published for all existing aircraft still supported by the smooth runway, might, in some cases, like hot & high
manufacturer, albeit with less stringent requirements and elevation airports or descending runway slope, deliver
with an increased grace period. For non-supported aircraft unsatisfactory margins. This is why an in-flight landing
a set of fixed and conservative factors to be applied to the performance assessment will be required to be made
AFM dispatch data are provided by the regulator. systematically as part of the approach preparation.

78 European Action Plan for the Prevention of Runway Excursions - Released Edition 1.0 - January 2013
n In-flight landing distance assessment The rationale for this exemption is that the pilot can always
The proposed FAR 121 operational rules will mandate a override autobrake when required.
systematic in-flight landing distance assessment based
on a Factored Operational Landing Distance (FOLD) n Exemption from In-Flight Assessment
equal to 115% of the OLD published for the prevailing It will be permitted to omit the in-flight assessment for
conditions (100% if emergency or in-flight failure): landing on the runway planned at dispatch only if:
n Dispatch was performed
for DRY (or worse), and if at
time of approach prepara-
tion a DRY runway and no
worse conditions than the
standard ones considered
for dispatch are reported
(e.g. no tailwind when
zero wind considered for
dispatch, no higher VAPP
than usual)
n Dispatch performed for
WET, and if at time of
approach preparation a
WET runway and no worse
conditions than the ones
considered for dispatch are
reported and the runway
is maintained to the stan-
dards defining grooved
This 15% FOLD increment serves to provide a margin or PFC runways in AC
to cover variations in parameters entering in the OLD 150-5320.
calculation, like for example:
n The variability of runway friction due to evaluation Runway Condition Reporting
and reporting of surface contamination, changing Challenges
runway condition due to weather and in the case of
wet runway surface issues such as texture loss and There is not currently a single worldwide standard for
precipitation rate runway condition reporting.
n The variability in the flare execution or deceleration
means application by the pilot Most frequently, the type of contaminant (and its depth
n The variability in touchdown speed due to turbu- when available) is reported, although the means for
lence or the impact of cross-wind measurement, the threshold for reporting in terms of
runway coverage, as well as the format, terminology and
n Use of Autobrake resolution of the reported information vary with local ATC
The proposal of operational rules includes an exemp- practices.
tion regarding the application of the 15% margin when
using autobrake: Where runway friction measurements by dedicated vehicles
n If the FOLD for manual landing is less than the are available, such friction values are sometimes reported
Landing Distance Available (LDA) to flight crew, although manufacturers do not provide any
n And if the OLD for automatic braking is less than the correlation of runway friction measured with a vehicle or a
LDA trailer with aircraft performance capabilities on the same
n Then the FOLD for automatic braking may be longer surface. Some aircraft operators and local regulators have
than the LDA developed their own guidance.

European Action Plan for the Prevention of Runway Excursions - Released Edition 1.0 - January 2013 79
Appendix F Aircraft Manufacturers

In North America, after landing, pilots usually report to ATC The latter two types of report should be used only for
their assessment of braking action on a scale from GOOD downgrading of a runway from a friction category basi-
to POOR to ATC, and thus to following aircraft. This may cally identified via contaminant type and depth. Pilots will
occur spontaneously when braking action is found to be be informed of contamination on the runway as soon as
lower than expected for the reported runway condition, or in excess of 10% of the runway surface is contaminated,
on request by the tower. while runway condition codes will be reported for each
third of the runway when more than 25% of the entire
Proposals runway surface is contaminated. If a friction measure-
ment or reports from preceding aircraft’s pilots (PiReps)
The centrepiece of the regulatory proposals is what became indicate that the friction levels have dropped below those
known in the work group as the “runway condition matrix”. expected for the type of contaminant on the runway, the
Its structure adheres to the existing ICAO runway codes and airport should report a lower condition code in line with the
shows seven runway condition levels associated to codes observed friction or braking action.
from 0 (for nil braking action) to 6 (for dry), where each
runway condition code (except 0) is matched with a corre- The information to be transmitted to the flight crew
sponding aircraft performance level. includes:

Different criteria of runway condition reporting can be n The runway condition code for each third of the runway
used as entry points for the determination of the applicable n The type and depth of the contaminant and percentage
aircraft performance level. These reporting criteria are: of coverage in 25% increments (to avoid currently used
terms such as “thin” and “patchy”)
n Contaminant type and depth, n The PIREPs when available.
n Pilot braking action report (PIREP), and
n Runway friction measurement (Mu (μ)).

80 European Action Plan for the Prevention of Runway Excursions - Released Edition 1.0 - January 2013
 Airport Runway Condition Assessment

Assessment Criteria Downgrade Assessment Criteria

Deceleration and
code Runway Condition Description Mu (μ) Directional Control PIREP
Observation

6 n Dry - -

n Wet (includes water 1/8” or 40 or Higher

n Frost
Braking deceleration is normal for
5 1/8” or less depth of: the wheel braking effort applied. Good
n Slush Directional control is normal
n Dry Snow
n Wet Snow

15°C and Colder outside air temperature: Brake deceleration and controllabi-
4 Good to Medium
n Compacted Snow lity is between Good and Medium.

n Wet (“Slippery when wet runway”)

Dry Snow or Wet Snow (Any Depth) over Compacted Snow
39 to 30

Greater than 3 mm (1/8”) depth of : Braking deceleration is noticeably

n Dry Snow reduced for the wheel braking
3 Medium
n Wet Snow effort applied. Directional control
may be noticeably reduced.
Warmer than -15°C outside air temperature:
nCompacted Snow

Greater than 1/8” depth of : Brake deceleration and controllabi-

29 to 21

2 n Water lity is between Medium and Poor. Medium to Poor

n Slush Potential for hydroplaning exists.

Braking deceleration is significantly

reduced for the wheel braking
1 n Ice Poor
effort applied. Directional control
may be significantly reduced.

Braking deceleration is minimal to

20 or lower

n Wet ice non-existent for the wheel braking

0 n Water on top of Compact Snow2 Nil
n Dry Snow or Wet Snow over Ice2
effort applied. Directional control
may be uncertain.

European Action Plan for the Prevention of Runway Excursions - Released Edition 1.0 - January 2013 81
Appendix F Aircraft Manufacturers

The TALPA ARC recommended that friction values should speed is 96% of the approach speed, which more accurately
no longer be transmitted to pilots, but restricted to use by represents modern jet aircraft than the definition in EASA
the airport authorities in consolidating the runway condi- AMC 25.1591.
tion assessment, mainly to downgrade a runway condition
assessment from descriptive characteristics. The Runway Activation of Deceleration Means
Condition Assessment Table as presented hereafter, and
in particular the area shown in grey, is therefore meant for Deceleration means are taken into consideration in line
airport use only. with their intended use as prescribed in the Standard Oper-
ating Procedures (SOP): ground spoiler deployment and
It is notable that this matrix provides a recommendation maximum pedal braking at or near main gear touchdown,
for the performance-wise classification of runways that maximum reversers if their use is intended, at or near main
are reported as Slippery When Wet (Code 3) due to rubber gear touchdown. There is no allowance for delayed pilot
contamination or otherwise degraded runway friction. actions.
The concept of reporting runways as Slippery When Wet
when the measured friction drops below the maintenance Ground Roll
threshold was previously recommended for enforcement
by the national authorities in ICAO Annex 14, but no associ- In line with the runway condition matrix above, the
ated aircraft performance was so far available to allow the proposal identifies and defines aircraft performance levels
flight crew to take this information into account in their matching the 6 runway friction codes, which are equally
landing performance assessment. valid whatever the origin of the runway condition classifi-
cation: contaminant type, measured runway friction or pilot
Actual in-service experience has been already acquired reports on braking action.
with the “matrix” in Alaska and some airports in other
northern US states, and has been extensively tested in real Each of the 6 levels is associated to a runway code between
conditions during winters 2008-2009 and 2009-2010. The 6 – Dry and 1 - Poor, and is approximately consistent with
runway condition classification made in the matrix will also the friction coefficients described for the appropriate
be the basis of the digital NOTAM system currently being runway contaminant in the latest issue of EASA AMC
developed in the US. 25.1591:

The lack in standardisation of today’s runway condition n 6 – Dry

reporting has been identified as a contributing factor to n 5 – Good Wet
overrun accidents at landing. There are encouraging indi- n 4 – Good to Medium Compact Snow
cations from other international workgroups that these n 3 – Medium Loose Snow
proposals developed in the frame of the TALPA ARC will find n 2 – Medium to Poor Standing Water, Slush
their way into various international rules and regulations. n 1 – Poor Ice

Operational Landing Distance No performance level is provided for Nil, since operations in
these conditions are prohibited.
The TALPA proposal defines aircraft performance only for
in-flight landing distance determination to reflect actual Provisions of performance credit for WET Grooved or Porous
aircraft maximum performance as it can be expected to Friction Course (PFC) runways have been made. However
be achieved by a line pilot, realistic but without margin. no specific runway code was assigned to such runways:
This distance is called Operational Landing Distance (OLD),
made up of the components described here below. n A grooved or PFC runway is considered as an enhanced
safety, that would be dissipated if performance credit
Air Distance was given systematically,
n Maintenance and minimum friction thresholds set in
The length of the airborne distance is the distance covered Annex 14 for a runway to be declared slippery when wet
in 7 seconds at the ground speed corresponding to the with associated aircraft performance level are under
approach speed (including temperature effect and 150% review by ICAO, which put them outside the time frame
of the tailwind or 50% of the headwind). The touchdown of TALPA ARC.

82 European Action Plan for the Prevention of Runway Excursions - Released Edition 1.0 - January 2013
 OLD computation1
Runway Braking Contaminant REV
condition
Action Description credit
code Ground Roll and
Air Distance
friction

Flight Tests demonstrated

6 - DRY
value reduced by 10%

5 Good Wet Unchanged FAA/EASA model

with wet anti-skid efficiency

4 Good to medium Compact Snow

7 sec, with 4%
Allowed
speed decay
3 medium Loose Snow
Consistent in essence with
EASA CS25.1591
2 Medium to poor Standing Water, Slush

1 Poor ICE

1 Defined wheel braking coefficients are assuming a friction limited situation. Final performance is adjusted appropriately
to account for autobrake deceleration controls.

European Action Plan for the Prevention of Runway Excursions - Released Edition 1.0 - January 2013 83
Appendix F Aircraft Manufacturers

An example of a manufacturer’s n most testing to date, which compares ground fric-

tion vehicle performance to aeroplane performance,
guidance for operating on wet or has been done at relatively low speeds (100 knots or
contaminated runways. less). The critical part of the aeroplane’s deceleration
characteristics is typically at higher speeds (120 to 150
NOTE: knots).
The following information is an example of manufacturer’s guid- n ground friction vehicles often provide unreliable read-
ance for operating on wet or contaminated runways. This infor- ings when measurements are taken with standing
mation is an example only and may change. It will not be kept water, slush or snow on the runway. Ground friction
up to date. vehicles might not hydroplane (aquaplane) when taking
a measurement while the aeroplane may hydroplane
Slippery Runway Landing Performance (aquaplane). In this case, the ground friction vehicles
would provide an optimistic reading of the runway’s
When landing on slippery runways contaminated with ice, friction capability. The other possibility is the ground
snow, slush or standing water, the reported braking action friction vehicles might hydroplane (aquaplane) when
must be considered. Advisory information for reported the aeroplane would not, this would provide an overly
braking actions of good, medium and poor is contained in pessimistic reading of the runway’s friction capability.
the PI chapter of the QRH. The performance level associated Accordingly, friction readings from the ground friction
with good is representative of a wet runway. The perfor- vehicles may not be representative of the aeroplane’s
mance level associated with poor is representative of a wet capability in aquaplaning conditions.
ice covered runway. Also provided in the QRH are stopping n ground friction vehicles measure the friction of the
distances for the various autobrake settings and for non- runway at a specific time and location. The actual
normal configurations. Pilots should use extreme caution runway coefficient of friction may change with changing
to ensure adequate runway length is available when poor atmospheric conditions such as temperature variations,
braking action is reported. precipitation etc. Also, the runway condition changes as
more operations are performed.
Pilots should keep in mind slippery/contaminated runway
advisory information is based on an assumption of uniform The friction readings from ground friction measuring
conditions over the entire runway. This means a uniform vehicles do supply an additional piece of information for
depth for slush/standing water for a contaminated runway the pilot to evaluate when considering runway condi-
or a fixed braking coefficient for a slippery runway. The data tions for landing. Crews should evaluate these readings
cannot cover all possible slippery/contaminated runway in conjunction with the PIREPS (pilot reports) and the
combinations and does not consider factors such as rubber physical description of the runway (snow, slush, ice etc.)
deposits or heavily painted surfaces near the end of most when planning the landing. Special care should be taken
runways. in evaluating all the information available when braking
action is reported as POOR or if slush/standing water is
One of the commonly used runway descriptors is coeffi- present on the runway.
cient of friction. Ground friction measuring vehicles typi-
cally measure this coefficient of friction. Much work has Wheel Brakes
been done in the aviation industry to correlate the friction
reading from these ground friction measuring vehicles to Braking force is proportional to the force of the tyres on
aeroplane performance. Use of ground friction vehicles the runway and the coefficient of friction between the tyres
raises the following concerns: and the runway. The contact area normally changes little
during the braking cycle. The perpendicular force comes
n the measured coefficient of friction depends on the from aeroplane weight and any downward aerodynamic
type of ground friction measuring vehicle used. There force such as speedbrakes.
is not a method, accepted worldwide, for correlating
the friction measurements from the different friction The coefficient of friction depends on the tyre condition
measuring vehicles to each other, or to the aeroplane’s and runway surface, (e.g. concrete, asphalt, dry, wet or icy).
braking capability.

84 European Action Plan for the Prevention of Runway Excursions - Released Edition 1.0 - January 2013
Automatic Brakes Criteria to be fulfilled by an
Use of the autobrake system is recommended whenever
effective runway excursion
the runway is limited, when using higher than normal prevention system
approach speeds, landing on slippery runways, or landing
in a crosswind. The system should work in real time and continuously
assess the position of the aircraft relative to the runway to
For normal operation of the autobrake system select a which it performs the approach, as well as its actual energy
deceleration setting. Settings include: level. The system should work in manual and automatic
landing and manual and automatic braking. It should
n MAX AUTO: Used when minimum stopping distance is make a conservative but realistic assessment of the stop-
required. Deceleration rate is less than that produced by ping distance required under the prevailing conditions for
full manual braking that energy level. It should compare the necessary distance
n 3 or 4: Should be used for wet or slippery runways or with that available. It should alert the flight crew during the
when landing rollout distance is limited approach when a safe stop on the runway is not ensured.
n 1 or 2: These settings provide a moderate deceleration It should alert the flight crew during the ground roll when
suitable for all routine operations. more deceleration is required. No runway overruns should
occur with aircraft equipped with the system under condi-
Experience with various runway conditions and the related tions for which it is certified without an alert being trig-
aeroplane handling characteristics provide initial guidance gered. The system should not generate alerts unnecessarily.
for the level of deceleration to be selected.
A system fulfilling these conditions permits the definition
of clear procedures associated with the alerts (go-around,
maximum braking and selection of max reverse thrust) that
can, when applied, prevent runway excursions.

Example of procedures required to obtain published performance

European Action Plan for the Prevention of Runway Excursions - Released Edition 1.0 - January 2013 85
Appendix g Oversight activities for Regulators

Effective oversight of runway, aerodrome and flight opera- In addition to the regulatory oversight described above, it
tions forms an important part of the safety management may benefit a regulator to keep a high level, national focus
system (SMS) of the aerodrome operator, air navigation on the risk of runway excursions. This can be achieved by
service provider, aircraft operator, and other stakeholders establishing a national runway excursion prevention (sub)
and of the State Safety Program activities. group as part of a national Runway Safety Steering Group.
Membership of the group could include representatives
ICAO obligations place responsibilities on States to ensure from industry such as aerodromes, aircraft operator flight
safety, regularity and efficiency of aircraft operations, air operations, air traffic services, industry safety groups,
navigation services and operations at aerodromes under runway safety committee members and appropriate repre-
their jurisdiction. Therefore, it is essential that the State sentatives from the regulatory authority.
retains its overseeing responsibility and ensures that the
aircraft operator, air navigation service provider and aero- Terms of reference for such a group might be to:
drome operator, whether or not the aerodrome operator
is state owned or private, complies with the relevant ICAO n Address specific, hazards identified nationally, coordi-
SARPs and/or applicable national regulations. nating this through sub-groups or external agencies as
required;
The Regulator in co-operation with the Competent Authori- n Promote good practice, information sharing and raise
ties for oversight and/or Military Authorities should conduct awareness through publicity and educate industry;
safety regulatory audits and inspection on aircraft opera- n Actively enhance work continuing in industry;
tions, aerodromes operations and air navigation services n Act as a coordination point for industry;
in order to monitor the safe provision of these operations n Identify and investigate which technologies are avail-
to assess the level of safety achieved and to verify that the able that may reduce runway excursion risks;
applicable safety regulatory requirements and their imple- n Review current aerodrome, ATC and aircraft operational
menting arrangements are met. policies and if necessary make recommendations on
future policy to reduce the risk of runway excursions;
The regulatory oversight of aircraft operator, air navigation n Make recommendations for guidance and advisory
service provider aerodrome operators by their Regulator material for industry on aerodrome, aircraft and ATC
may include, but is not limited to: operational issues to reduce the risk of runway excur-
sions;
n Ensuring that an aircraft operator, air navigation service n Oversee and promote the reporting of runway excur-
provider and aerodrome operator has an effective sion incidents;
runway excursion prevention programme that meets n Thorough analysis of data to identify and examine
ICAO or national requirements; specific areas of concern.
n Joint/ coordinated audits and inspections to examine
the interfaces between the aerodrome agencies Regulators should actively support and promote the Euro-
involved in runway excursion prevention; e.g. commu- pean Action Plan for the Prevention of Runway Excursions
nication of safety significant information regarding as part of the State Safety Program activities. Although
changing surface conditions in real time to the appro- the action plan is guidance material and contains recom-
priate air traffic services ; mendations only, regulators should ensure that it is given
n Reviewing the training program for Pilots, Air Traffic a continuous priority in its oversight activities wherever
Controllers and Aerodrome personnel on runway excur- possible by:
sion prevention measures;
n Reviewing incident prevention programs, including n Promoting awareness of the European Action Plan for the
occurrence reporting relating to runway excursions, Prevention or Runway Excursions guidance material;
and for aircraft operators, includes monitoring aircraft n Conducting a gap analysis to ensure that all recommen-
parameters related to potential runway excursions from dations are implemented where possible;
their flight monitoring data program; n Ensuring that runway safety and the prevention of
n Reviewing runway maintenance program, including runway excursions are addressed in regular audit
removal of contaminants, refurbishing program, assess- inspections;
ment of runway contamination and friction levels, etc. n Ensuring that the recommendations arising from audits
are implemented wherever possible.

European Action Plan for the Prevention of Runway Excursions - Released Edition 1.0 - January 2013 87
Appendix H EASA

Recommendation 3.7.1 Establish and implement demonstrated value in the AFM, but it is not considered a
one consistent method of contaminated runway limitation since it simply reflects the maximum crosswind
surface condition assessment and reporting by the encountered during the flight test campaign.
aerodrome operator for use by aircraft operators.
Ensure the relation of this report to aircraft perfor- For wet runways, the AMC 25.109 on Accelerate-Stop Distance
mance as published by aircraft manufacturers. prescribes that “exceptional skill is not required to maintain
directional control on a wet runway with a 19 km/h (ten knot)
crosswind from the most adverse direction. For demonstration
The AMC to ADR.OPS.A proposed in NPA 2011-11 lists report- purposes, a wet runway may be simulated by using a castering
able conditions in terms of natural deposits on runways. It nosewheel on a dry runway. Symmetric braking should be used
also requires reporting of contamination depth by thirds during the demonstration, and both all-engines-operating and
of the runway as required. It encourages the use of friction critical-engine-inoperative reverse thrust should be consid-
devices for hard contaminants and precludes the reporting ered. The brakes and thrust reversers may not be modulated to
of friction coefficients for slush, wet snow or wet ice. maintain directional control. The reverse thrust procedures may
specify a speed at which the reverse thrust is reduced to idle in
While so far the guidance is adequate, it also includes a order to maintain directional controllability.” Typically, manu-
table for determination of braking action proposed to be facturer guidance on maximum crosswind on wet runway
removed by an ICAO State Letter Annex 14 May 2011. This exceeds the regulatory 10kts.
table is no longer considered to be state of the art, and does
not allow runway condition reporting that relates to aircraft For contaminated runways, AMC 25.1591 simply states
performance. This leaves the task of making a performance- “The provision of performance information for contami-
relevant assessment to the flight crew, which is not always nated runways should not be taken as implying that ground
in full possession of complete, timely and accurate infor- handling characteristics on these surfaces will be as good as
mation that permits to draw the correct conclusions on can be achieved on dry or wet runways, in particular following
how the performance assessments for takeoff and landing engine failure, in crosswinds or when using reverse thrust.”
should be made. Most manufacturers provide guidance on the maximum
crosswind component on contaminated runways in the
The FAA TALPA ARC (described in the manufacturer guid- operational documentation.
ance material) proposes a way of transferring some of that
responsibility to the airport personnel with clear directives The lack of regulation on the way of establishing the
on how to merge all available information into a report that published maximum crosswind components for wet and
usefully describes the prevailing runway state on which a contaminated runways has led to the development of
performance calculation can be directly based. Some manu- varying methods used by manufacturers, usually based on
facturers already present their data in a format compatible calculation and simulation since demonstration in flight
with this reporting method and format. test is not reasonable or practicable.

Regulation should be developed in cooperation with

Recommendation 3.7.2 Establish and implement manufacturers to define the assumptions based on which
one consistent method of calculation of cross- the maximum crosswind guidance should be established,
wind limits for use by aircraft manufacturers and including but not limited on such aspects as:
aircraft operators.
n centre of gravity,
n castering nose wheel,
CS 25.237 prescribes that “A 90º cross component of wind n symmetrical braking,
velocity, demonstrated to be safe for takeoff and landing, n margin on rudder authority,
must be established for dry runways and must be at least n asymmetric power (engine failure, reverse),
37 km/h (20 kt) or 0·2 VSR0, whichever is greater, except that n Maximum allowable deviation from centreline,
it need not exceed 46 km/h (25 kt).” Manufacturers publish n Accountability for gust,
for this maximum dry runway crosswind component a n Aircraft speed.

European Action Plan for the Prevention of Runway Excursions - Released Edition 1.0 - January 2013 89
Appendix H EASA

been interpreted such that it requires dispatch factors to be

Recommendation 3.7.3 It is recommended that used in flight, but in fact it is a reflection of Annex 6, Part 1,
aircraft operators always conduct an in-flight Attachment I, Point 7.1.1.3 dealing with a dispatch where
assessment of the landing performance prior to the landing mass exceeds the maximum landing weight on
landing. Note: Apply margin to these results. the most favourable runway in still air. The in-flight check is
thus specific to this type of operation. It means that only in
that case does the commander have to check performance
EU-OPS 1.400 reads as follows: in-flight for the actual runway, aircraft weight and outside
condition based on EU-OPS 1.510 (go-around), and 1.515 a
“Approach and landing conditions (factors) and b (parameters to consider). It is a way of miti-
Before commencing an approach to land, the commander gating the perceived increased risks of an operation under-
must satisfy himself/herself that, according to the informa- taken with reduced margins, and the only case where the
tion available to him/her, the weather at the aerodrome and RLD is mandated as an in-flight reference. EU-OPS 1.400,
the condition of the runway intended to be used should not which is otherwise applicable, does not specify what perfor-
prevent a safe approach, landing or missed approach, having mance reference or factors to apply.
regard to the performance information contained in the Oper-
ations Manual.” However, the core of the problem is technical. The landing
distances currently to be considered according to dispatch
Reference is made to the Operations Manual; Performance requirements for landing are inconsistent and non-rational:
is in part B, described in Appendix 1 to EU-OPS 1.1045. For
landing, paragraph 4.1. (h) states that the aircraft operator n Margin on dry is 67%
has to include for compliance with subparts F (general) n Margin on wet is variable, since the 15% increase on the
and G (class A) “landing field length (dry, wet, contaminated) dry runway certified landing distance does not reflect
including the effects of an in-flight failure of a system or device, the physics of friction on a wet runway. If we construct
if it affects the landing distance”. a wet runway landing distance in line with CS25.125
using the wet runway friction of CS25.109 defined for
Note that the requirement 1.400 is in subpart D (Opera- the ASD at takeoff and manufacturer recommended
tional Procedures) and is thus technically excluded from procedures, the real margin at SL is around 30-40%
this requirement. Further this does not prescribe the perfor- decreasing with increasing altitude, downhill slope etc.
mance basis on which the data has to be established, or the Comparable margins to dry only exist on wet when
factors that need to be applied to the data. EU-OPS 1.475: reverse thrust is used, which also poses the problem of
aircraft not equipped with efficient reverse thrust.
“(b) An operator shall ensure that the approved performance n The nominal margin on contaminated is just 15% on
Data contained in the Aeroplane Flight Manual is used to deter- the certified distance, but the airborne distance in
mine compliance with the requirements of the appropriate accordance with CS25.1591 is more realistic than for
Subpart, supplemented as necessary with other data acceptable dry, even if the speed bleed-off in the flare was consid-
to the Authority as prescribed in the relevant Subpart. When ered too large by the TALPA ARC. On the other hand,
applying the factors prescribed in the appropriate Subpart, the nature of runway contamination introduces an
account may be taken of any operational factors already incor- increased uncertainty regarding the actual friction vs.
porated in the Aeroplane Flight Manual performance data to the assumed one.
avoid double application of factors.”

Data described in the CS25.125 does not include any safety

margins or operational factors. These are specified in
EU-OPS 1.515, which refers to 1.475(a) that clearly makes
it a pure dispatch or re-dispatch requirement, in line with
the requirements of ICAO Annex 6. Paragraph 1.515(d) has

90 European Action Plan for the Prevention of Runway Excursions - Released Edition 1.0 - January 2013
A rationale for the existing dispatch factors can no longer Background
be traced, but they cover two types of issues:
The speed at which modern aircraft tyres such as radial
n Physical parameters neglected in the determination of and H-type tyres start to aquaplane is much lower than
the certified landing distances (like runway slope within for a classical cross-ply tyre. The lower aquaplane speed
+/-2° and outside air temperature deviation from ISA), of modern tyres has been demonstrated by theoretical
n Operational uncertainties and variability (like actual models and full-scale experiments.
wind, increased approach speed, flare technique, minor
failures, runway friction issues...) To estimate the aquaplane speed of an aircraft tyre often
use is made of the empirical relation Vp=9√p, with p the tire
It can be argued that the latter contributors to the safety pressure in psi and Vp in kts. This equation is simply known
margin required can be reduced the closer the performance as Horn’s equation for dynamic aquaplaning which was
assessment is made to the time of landing and actual condi- the result of NASA research in the sixties. This equation was
tions are known more accurately. Furthermore, manufac- derived using aircraft cross-ply tyres that were commonly
turers are publishing operational data in their operational used in the sixties and later years. What the simple equa-
documentation that allows to varying degrees removing tion derived by Horne failed to show is the influence of
some “unknowns” from the dispatch data with a compu- other factors. Important is the influence of the tire footprint
tation with a consistent and realistic airborne distance, for on the aquaplaning speed. The longer and the more narrow
the planned approach speed, published average runway this footprint becomes, the higher the aquaplane speed will
slope and forecast temperature. Based on such data and a be as it then takes more time to remove water between the
reasonable estimation of the effect of a statistically distrib- tire footprint and the surface. Modern aircraft tyres have
uted occurrence of the remaining variabilities, a required different footprints than the classical cross-ply tyres of the
in-flight margin of 15% can be rationalised. This, together same dimensions, at the same pressure and under the same
with an improved runway condition reporting, is the basis loading. This explains the differences in aquaplane speeds.
for the FAA TALPA ARC proposals.
The lower aquaplane speeds of modern aircraft tyres
Unfortunately, the use of such improved data for the can have an impact on aircraft performance and should
in-flight landing performance assessment generates addressed during certification.
contradictions with dispatch requirements and resulting
operational issues. Sources:

The purpose of this recommendation is for EASA to Hydroplaning of modern aircraft tyres, NLR-TP-2001-242,
mandate the harmonised publication of landing perfor- 2001 (http://www.atsi.eu/eCache/ATS/15/600.pdf)
mance data for in-flight use with an adapted safety margin,
and to adjust the dispatch requirements accordingly to Hydroplaning of H-Type Aircraft Tyres,” SAE Technical Paper
avoid the potential operational issues linked to the consid- 2004-01-3119, 2004.
eration of runway contamination at dispatch.

Recommendation 3.7.10 Sponsor research on

the impact of fluid contaminants of varying
depth on aircraft stopping performance, also
accounting for the impact of lower aquaplane
speeds of modern aircraft tyres. EASA should re-
search the impact of lower aquaplane speeds of
modern aircraft tyres on aircraft performance.

European Action Plan for the Prevention of Runway Excursions - Released Edition 1.0 - January 2013 91
5. References

All references given in this document were correct at the time of publication, they may however be updated over time.

Aerodromes Council International (ACI) www.airports.org

Airbus: Flight Crew Training Manual (FCTM)
Airbus Flight Crew Operations Manual (FCOM)
Airbus: Getting to grips with aircraft performance
Airbus: Flight Operations Briefing Notes: Flying Stabilised Approaches
Airbus: Flight Operations Briefing Notes: Bounce Recovery – Rejected Landing
Air Services Australia www.airservicesaustralia.com
Australian Transport Safety Bureau: Tail strike and runway overrun Melbourne Airport, Victoria 2009
BOEING: Flight Crew Training Manual (FCTM)
EUROCONTROL: A study of runway Excursion from a European Perspective
European Organisation for the Safety of Air Navigation (EUROCONTROL) www.eurocontrol.int/runwaysafety
European Commission Regulation, EU 73/2010
Federal Aviation Administration (FAA) www.faa.gov/runwaysafety
Flight Safety Foundation www.fsf.org
Flight Safety Foundation: ALAR tool kit
ICAO Annex 3 Meteorological Services for International Air Navigation
ICAO Annex 6 Operation of Aircraft
ICAO Annex 11 Air Traffic Services
ICAO Annex 13 Aircraft Accident and Incident Investigation
ICAO Annex 14 Aerodromes
ICAO Annex 15 Aeronautical Information Services.
ICAO doc. 4444 PANS ATM
ICAO doc 7030, EUR SUPPs
ICAO doc 8126, Aeronautical Information Services Manual
ICAO doc. 9157 Aerodrome Design Manual
ICAO doc 9432, Manual of Radiotelephony
ICAO European Interim Guidance Material on Management of ILS Localizer Critical and Sensitive Areas.
IFALPA / BOEING: Briefing leaflet: Certified versus advisory landing data on Boeing aircraft.
International Air Transport Association (IATA) www.iata.org
International Federation of Airline Pilots’ Associations (IFALPA) www.ifalpa.org
IATA: Runway Excursion Case Studies; Threat and Error Management Framework
JAR/EASA Flight Crew Licensing
Joint industry/FAA Takeoff Safety Training Aid
Transportation Safety Board of Canada: Runway Overrun and Fire Toronto 2005.
United Kingdom Safety Regulation Group http://www.caa.co.uk

European Action Plan for the Prevention of Runway Excursions - Released Edition 1.0 - January 2013 93
EUROCONTROL

January 2013 - © European Organisation for the Safety of Air Navigation (EUROCONTROL)

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