Make Runways Safer than Ever

Increased air traffic, especially at the highest-volume U.S. and Canadian airports that are space-limited because of geography or development, has made runway safety more important than ever.

• Further reduce runway incursions.

Despite remarkable progress in reducing the frequency and severity of runway incursions, the aviation community must continue to work to curtail this hazard.

ALPA has played a key role in developing enhanced taxiway centerline markings and surface holding-position signs that are now the standard for airports that have 1.5 million or more passenger enplanements in a calendar year. The FAA recommends that airports implement the new markings and signs by 2008, but ALPA supports putting them in place much earlier.

In addition, regulators must test runway status lights at appropriate airports. The FAA has evaluated runway status lights at Dallas/Fort Worth International Airport, where they have proven effective. Future tests of the status lights are planned at other airports. ALPA recommends that all appropriate airports request a similar test as soon as possible.

In Canada, ALPA participates in a number of working groups sponsored by Transport Canada and NAV CANADA. One such working group is charged with evaluating and implementing “best practices” used around the world to mitigate runway incursion risks.

The FAA is making an excellent effort to finalize a cockpit moving-map display that shows where an aircraft is on the ground. Similar technology exists to help pilots see where they are in relation to other aircraft up to 1,000 feet AGL. ALPA strongly urges continuation of these efforts throughout the United States and Canada.

• Meet international standards for runway safety areas.

Dozens of U.S. and Canadian airports, many of which serve large metropolitan areas, do not meet U.S. or international standards. According to the FAA, 45 percent, or 460, of the 1,024 certificated airport runways in the United States must be improved with regard to runway safety areas.

Three solutions exist to bring these airports up to compliance. First, they can extend the length of the runways to create runway safety areas, remove obstacles, or fill in ravines and culverts. Second, airports can reduce the usable length of the existing runway to provide runway safety areas. Third, if the physical space does not exist to create the recommended runway safety area, the airport can install an Engineered Materials Arresting System (EMAS), which uses concrete “foam” to bring an airplane to a quick, safe, and controlled stop. 

To make these improvements a reality, airport authorities must make adequate funding available to airport operators.