ARIA

A Computer Based Aerodrome Runway Incursion Assessment Quick User Guide

Contents
Table of Contents
Executive Summary 1. 2. 3. 4. Introduction Hardware and Software Requirements Getting Started How to Use ARIA 4.1 Introduction 4.2 Important user notes 4.2.1 Influence of Throughput 4.2.2 More Information about ARIA 5. Risk Factors 5.1 Aerodrome Design / Runway Layout / Usage 5.2 Pilot Controller - Driver Communication 5.3 Navigating the manoeuvring area 5.4 Air Traffic Control 5.5 Vehicles 5.6 Operations by General Aviation Aircraft 6. Risk Reduction 6.1 Aerodrome Design / Runway Layout / Usage 6.2 Pilot Controller - Driver Communication 6.3 Navigating the manoeuvring area 6.4 Air Traffic Control 6.5 Vehicles 6.6 Organisation 7. 8. Results Solutions & Mitigations 3 4 4 4 5 5 5 5 5 6 6 7 8 9 9 9 10 10 10 10 12 12 13 13 14

ARIA - A Computer Based Aerodrome Runway Incursion Assessment - Quick User Guide

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Summary
Executive Summary
Objective
This document describes the AERODROME RUNWAY INCURSION ASSESSMENT (ARIA) methodology. ARIA is a computer based assessment that assists Local Runway Safety Teams in assessing the possibility of runway incursions occurring at their airport. ARIA is available on the EUROCONTROL website at www.eurocontrol.int/runwaysafety.

Purpose
ARIA can help to identify the possibility of runway incursions at an airport and show which remedial actions may help to reduce this possibility. The results of an assessment made using ARIA are primarily intended to facilitate the Local Runway Safety Team to suggest appropriate actions to protect the runway.

Approach
A set of factors contributing to runway incursions was identified from previous studies. The contributing factors were given a weight reflecting their relative importance e.g. the number of times they are mentioned as a contributory factor in runway incursion reports. A set of counter measures has been identified that could help to reduce the probability of incursions taking place. This document does not contain an exhaustive list of all the counter measures available.

Scope and Applicability

ARIA was validated with success against data from a number of European airports that covered a wide range of characteristics (in terms of movements, layout etc.). ARIA is primarily designed to assess the possibility of runway incursions at civil European airports. Although the assessment has the potential to be used for joint civil / military airports and airports located outside of Europe, it is possible that not all characteristics of these airports have been covered. It should be noted that all airports may be vulnerable to runway incursions.

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ARIA - A Computer Based Aerodrome Runway Incursion Assessment - Quick User Guide

Intro
1. Introduction
As part of the ongoing work to implement the recommendations contained in the European Action Plan for the Prevention of Runway Incursions, a computer based assessment that can be used to identify the possibility of an airport to have runway incursions has been developed. This assessment, the Aerodrome Runway Incursion Assessment (ARIA), can be used to help determine the need for specific runway incursion prevention measures. A single overall index reflecting the airports possibility to have a runway incursion is the output of conducting an assessment. Showing the contributing factors and measures to reduce runway incursions allows Local Runway Safety Teams to consider what remedial actions should be taken. Runway incursions are caused by many different factors. ARIA addresses those contributory factors that can be directly related to the characteristics of an airport. This means that a number of factors are not considered, as they would equally apply to any airport. All airports run a certain risk of a runway incursion, however due to specific characteristics some airports are more likely to have them than others. ARIA makes the important differences visible. ARIA has the potential to be used for airports located around the world, although it has been developed using operational information from European airports. It is possible that not all characteristics of all airports are covered. The assessment may indicate the likelihood of a runway incursion but will not determine its potential severity or consequences. ARIA has been developed in line with the ICAO definition of a runway incursion, effective 25 November 2004. Any occurrence at an aerodrome involving the incorrect presence of an aircraft, vehicle or person on the protected area of a surface designated for the landing and take off of aircraft ICAO runway incursion denition Eective November 2004

2. Hardware & Software Requirements

ARIA can run on any IBM Compatible PC with Microsoft Excel 97, Excel 2000, Excel XP or Excel 2003 installed. Macros should be enabled to use ARIA. ARIA does not work with the available Excel Viewers. ARIA needs about 4 MB of free disk space.

3. Getting Started
ARIA has been implemented into Microsoft Excel and is available as an Excel file. ARIA is started by opening the Excel file ARIA.xls. To use ARIA, macros should be enabled. Only limited working knowledge about Microsoft Excel is required to operate ARIA.

ARIA - A Computer Based Aerodrome Runway Incursion Assessment - Quick User Guide

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Info
4. How to Use ARIA
4.1 Introduction
After starting ARIA the INTRODUCTION sheet will be visible. There are 6 different Excel sheets with the following tab headings: INTRODUCTION, USER GUIDE, RISK FACTORS, RISK REDUCTION, RESULTS, AND SOLUTIONS & MITIGATIONS (see below).
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4.2 Important User Notes

4.2.1 Influence of Throughput Great care must be taken when ARIA is used to analyse the effect of throughput on runway incursions. The maximum hourly traffic throughput is used as one of the input variables of the model. The model relates throughput and the number of possible entrances to the active runway(s) needed to achieve it because the number of runways, runway entrances and high-speed exits etc. may act as risk multipliers. 4.2.2 More Information about ARIA More detailed information about the model can be found in the document 06/08/10-4c 'Development of an aerodrome runway incursion assessment available from EUROCONTROL.

The INTRODUCTION sheet gives information about the license, the disclaimer, and contact information. Please read these parts carefully before using ARIA. The USER GUIDE sheet gives the user guidelines as presented here. The RISK FACTORS sheet lists the runway incursion contributory factors from which the user can make the appropriate selection for those that apply to the airport being assessed. The RISK REDUCTION sheet lists the runway incursion reduction measures from which the user can select those measures that apply to the airport being assessed. The RESULTS sheet summarises the results from the assessment. The sheet SOLUTIONS & MITIGATIONS gives an overview of the top ten solutions and mitigations based on the aerodrome information input.

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Causes
5. Risk Factors
ARIA includes a number of factors that may contribute to runway incursions and that can be directly related to the characteristics of an airport. The factors are categorised into seven groups. A brief description of each category and its associated factors is given below. Runway used as a taxiway
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Select this factor when a runway is used as a taxiway.

Runway used for backtracking aircraft

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5.1 Aerodrome Design/ Runway Layout/Usage

Select this factor when aircraft must backtrack on the runway.

Traffic volume related factors

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Specify the maximum hourly traffic volume (throughput) in terms of movements per hour. Specify all possible runway entrance points for the runway configuration in use to achieve the throughput required.

Number of runway crossings on active runway(s)

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Input the number of runway crossings on the active runway(s) as a percentage of the annual number of aircraft movements.

Rapid exit taxiways or angled intersections in use as runway entrance

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Select this factor when rapid exit taxiways or angled intersections are used for entering the runway. Note: do not select this factor whenever the pilot has a clear line of sight to the final approach

Multiple runway operations / crossing runway layout

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Select this factor when two or more crossing runways are in use for landings, departures or mixed mode (landings and departures).

Closely spaced parallel runway operations

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Select this factor when both runways of a closely spaced parallel runway pair are used.

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5.2 Pilot - Controller - Driver Communication

Pilots - Controllers - Drivers often use non-standard phraseologies

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Select this factor when there are indications that drivers, controllers and/or pilots use non-standard phraseologies. Historical occurrence data and playback of voice recordings can be helpful to identify the use of nonstandard phraseologies.

Call-sign confusion problems are often reported

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Select this factor when call-sign confusion problems are reported. Historical occurrence data can be helpful to call-sign confusion problems. Note: occurrence data should not be limited to runway incursions only. A good source of data may be interviews with controllers, drivers and pilots, particularly useful for airports that may not have many runway incursion reports.

Pilot - Controller - Driver aviation English Language Skills are not ICAO compliant
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Long and Complex Instructions

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Select this factor when there are indications that the aviation English language of drivers, controllers and/or pilots are not ICAO compliant. Historical occurrence data may be helpful to identify aviation English language deficiencies. Note: data should not be limited to runway incursions, other occurrence data may be used for this assessment. A good source of data may be interviews with controllers, drivers and pilots, particularly useful for airports that may not have many runway incursion reports.

Select this factor when long and complex instructions, published or via R/T, may introduce a higher likelihood of pilot error

Communication in multiple languages is common practice

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Select this factor when it is common practice that communication between drivers, controllers and pilots is conducted in multiple languages.

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Causes
5.3 Navigating the manoeuvring area

Runway operations continue with snow on the ground On-going construction/work in progress
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Select this factor when on-going construction/work in progress involve people and vehicle drivers who may be: G unfamiliar with the airport manoeuvring area; G unaware of the associated procedures; or, G are untrained; G unescorted.

Select this factor when the airport has 40 or more days annually with snow covering the airport surface signs, markings or lights, potentially leading to pilot or driver disorientation and a runway incursion. Use airport climate data to establish this.

Runway Incursion Hot Spots

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Select this factor when runway incursion hot spots are not published on an airport map in the AIP.

Deficiencies in airport maps and charts

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Low visibility operations Select this factor when the airport maps and charts in the Airport Information Publication do not provide the readily understandable information needed for surface operations.
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Select this factor when runway operations are conducted in low visibility conditions. This factor exists irrespective of any Low Visibility Procedure that is in place.

Deficiencies in visual aids (not compliant with ICAO Annex 14)

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Operations in darkness or at dusk Select this factor when the surface markings, signage and/or lighting are not compliant with ICAO Annex 14, even if a difference has been filed with ICAO, or are in need of repair.
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Select this factor when runway operations are conducted in darkness or at dusk.

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5.4 Air Traffic Control

Conditional clearances are used
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5.5 Vehicles

Select this factor when controllers make use of conditional clearances for runway movements.

Partially blocked line of sight from the tower to the manoeuvring area
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Select this factor when controllers do not have a complete view of the runway and the adjacent manoeuvring area from the aerodrome control tower (i.e. the view is blocked by buildings or other obstructions).

Air Traffic Controllers are covering more than one open working position
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Vehicles operate on a different R/T frequency to aircraft Select this factor when it is common that air traffic controllers cover more than one open working position e.g. Approach and Aerodrome or Ground and Aerodrome.
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Select this factor when vehicles on the active runway, operate on a different R/T frequency to aircraft.

5.6 Operations by General Aviation Aircraft

General aviation operations
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Select this factor if there are General Aviation movements at your airport. A wide variety of aircraft are included in this definition, ranging from single engine piston aircraft to corporate business jets. These aircraft are operated by equally diverse stakeholder groups who may require representation on the Local Runway Safety Team.

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Prevention
6. Risk Reduction
In this section ARIA presents a number of factors that may help to reduce or eliminate runway incursions.

6.2 Pilot Controller - Driver Communication

Communication training
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6.1 Aerodrome Design/ Runway Layout/Usage

Taxiways available to the runway threshold
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Select this factor when training is provided to ensure that Drivers, Controllers and Pilots use ICAO compliant phraseologies.

Select this factor when taxiways are available to the runway threshold that eliminate the need to cross intermediate runways as part of a taxi route, backtrack aircraft on the runway or use a runway as a taxiway.

6.3 Navigating the manoeuvring area

Reliable airport maps and charts
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Select this factor when there is a procedure to take immediate corrective action when deficiencies are found in airport maps and charts.

ICAO Annex 14 compliant visual aids

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Select this factor when the surface markings, signage and/or lighting are compliant with ICAO Annex 14.

Runway Incursion Hot Spots

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Select this factor when runway incursion hot spots are published on an airport map in the AIP.

Clear line of sight to the runway threshold

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Published standard taxi routes

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Select this factor when clear line of sight is provided for pilots and drivers to the runway threshold and approach area from the runway entrance in use.

Protecting the runway

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Select this factor when standard taxi routes are published. Standard taxi routes can help in reducing the number of runway incursions as they may alleviate much of the frequency congestion at ground control positions and allow pilots to pre-plan their taxi route before leaving the gate. Standard taxi routes will be most effective when they are simple/short and published.

Select this factor when taxiway infrastructure is used to protect all possible runway entrance points.

Green taxiway centre lights for guidance (selective usage)

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Select this factor when green taxiway centre lights provide drivers and pilots with taxi route guidance, and may be used on standard taxi routes. The green centre lights may be used in conjunction with stop bars to protect the runway.

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All-weather sign conspicuity improvements

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Airport Surface Surveillance Systems

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ICAO compliant holding position markings, signs and lights improve visual awareness and all-weather conspicuity. This enhancement includes specific technologies (LED and fibre-optic) to enhance visibility of the signs in all-weather conditions.

Select this factor when airport surface surveillance systems are used to help prevent runway incursions. Available systems range from basic Surface Movement Radar to improved tracking and incursion alerting systems through the use of multi-lateration (i.e. A-SMGCS).

Snow removal plan (ICAO compliant)

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Cockpit airport surface moving map displays / runway awareness and advisory systems
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Select this factor when efficient snow removal from airport pavements eliminates part of the risk associated with snow and/or icing over surfaces covering airport surface markings, signs and lights and snow removal is organised according to the guidelines given by ICAO Doc. 9137.

Select this factor when all or a part of the aircraft fleet operating at the airport are equipped with surface moving map displays/runway awareness and advisory systems or similar systems. The level of implementation should be specified as a percentage of the total number of movements. This information should be available from the pilot representatives of the Local Runway Safety Team

Stop Bars to protect the runway

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Select this factor when stop bars are provided and used to protect the runway during Low Visibility Operations and at night, and are individually selectable by the controller.

Continuous stop bar usage at all runway entrances in all weather conditions
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Select this factor when stop bars that protect the runway are used throughout the day (e.g. not limited to low visibility or darkness) and the stop bars are individually selectable by the controller.

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Prevention
6.4 Air Traffic Control
Procedures requiring explicit clearance to cross any runway
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Select this factor when there are procedures requiring explicit clearance to cross any runway.

All traffic crossing a runway is on the same R/T frequency

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Select this factor when all aircraft and vehicles crossing a runway are using the runway R/T frequency.

Enhanced Tower Controller Training

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Procedures to handle lost aircraft or vehicles on the aerodrome

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Select this factor when runway safety has been improved by controllers exposure to updated training programs designed to improve the level of knowledge, skill and proficiency, and fostering a higher level of situational awareness of the operational hazards of working on the manoeuvring area. Such courses may include training on the limitations of memory, developing ways to supplement memory capabilities, emphasising scanning techniques, and prioritisation of control actions during controller training.

Skyguide

Select this factor when there are procedures for pilots and drivers to advise ATC that they have become uncertain of their position on the manoeuvring area.

Air Traffic Control Training Tower Simulators

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ATC Procedures for multiple runway operations for a crossing runway layout
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Select this factor when ATC procedures avoid multiple runway operations for a crossing runway layout.

Select this factor when runway safety has been improved by the air traffic controller being trained with state-of-the-art technology (high fidelity simulators); this can enhance controller skills, systematically reinforce good habits and practices, simulate unusual situations and weather conditions, simulate error scenarios and facilitate solution finding.

Well defined procedures that minimise the effect of incidents linked to the use of conditional clearances
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6.5 Vehicles
Restricting vehicles on the manoeuvring area, training, licensing and escorting
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Select this factor when air traffic control has reviewed its procedures and practices relating to the use of conditional clearances to confirm that the risks of such operations are adequately controlled. Note: See ICAO Doc 4444 - Air Traffic Management Procedures for Air Navigation Services, and ICAO Doc 9432 - Manual of Radiotelephony for guidance.

Select this factor when there are procedures to restrict the number of vehicles operating on the manoeuvring area at any time. Select this factor when the aerodrome authority issues licences / permits to drive on the manoeuvring area. Select this factor when refresher training is provided to keep these licences or permits current.

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Indicators
On-going construction / work in progress
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6.6 Organisation
Functional Safety Management in Place
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Select this factor when there are procedures to escort or provide training to the pedestrians and vehicle drivers involved in on-going construction / work in progress or are infrequent visitors to the manoeuvring area.

Runway inspections by vehicles are carried out in the opposite direction to aircraft movement
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Select this factor when there are procedures that require runway inspections by vehicles to be carried out in the opposite direction to aircraft movements.

Select this factor when a Safety Management System (ESARR 3 compliant) has been implemented by the ANSP and airport operator. Such a system should cover tracking and monitoring of runway incursions, dissemination of safety findings to all involved parties, identification of hotspots, monitoring of the use of standard ICAO RTF by drivers, controllers and pilots, training and briefing of drivers, air traffic controllers and pilots regarding runway safety issues.

7. Results
The runway incursion assessment index can be either a positive or negative number. Values of +50 or higher suggest that the airport under consideration has taken many measures to counteract runway incursions and/or that airport has a low runway incursion possibility due to its infrastructure, traffic volume etc. A negative score from the assessment is described as a low, medium, advanced or high possibility to have a runway incursion. These scores are accompanied by suggestions to mitigate the likelihood of runway incursions at an airport. The following indicators are proposed:
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LOW SCORE indicates a low possibility to have a runway incursion, the score is equal to or greater than 0 MEDIUM indicates a low to medium possibility to have a runway incursion, the score is between minus -1 and minus -124 ADVANCED indicates a medium to high possibility to have a runway incursion, the score is between minus -125 and minus -249 HIGH SCORE indicates a higher possibility to have a runway incursion, the score is greater than minus -250

It is upon the user to make the appropriate decisions based on the outcome of the assessment. All airports are advised to carefully examine the characteristics of their operations that may be contributing to the possibility to have a runway incursion. The RESULTS sheet provides a diagram that plots the relative importance of the major contributory factors for the airport that has been assessed. The RESULTS sheet also provides a graph showing the absolute scores for the major risk categories.

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Solutions
8. Solutions & Mitigations
It should be noted that all proposed solutions and mitigations are offered subject to local circumstances to determine their effectiveness. ARIA gives an overview of the Top-10 Solutions and Mitigations that may rate best in terms of improving the safety of runway operations according to the input given by Local Runway Safety Teams. The following list shows the possible solutions and mitigations the assessment results may offer. Where applicable, a reference is given to the relevant recommendations in the European Action Plan for the Prevention of Runway Incursions. Note 1: The priority for implementation of the suggested measures of improvement should be guided by local runway incursion reports and their relevant causal factors. Note 2: The proposed solutions are generic.

Solutions & Mitigations

1 Where practicable, ensure clear line of sight to the runway threshold and approach area from the runway entrance in use. Reconsider the need for crossing runway operations and identify infrastructural and procedural means to mitigate the risk exposure of crossing trac. Eliminate runway crossings for multiple runway operations using perimeter taxiways wherever practicable. When this is not possible, identify means to mitigate the risk exposure of crossing trac. Ensure that ATC procedures contain a requirement for explicit clearances to cross any runway. Whenever possible avoid using a runway for backtracking and as a taxiway, through adequate provision of taxiways. When a runway is used as a taxiway or being crossed, trac shall be controlled by the aerodrome controller using the runway frequency to assure full situational awareness. Improve situational awareness, when practicable, by conducting all communications associated with runway operations using aviation English. Improve situational awareness, when practicable, by conducting all communications associated with runway operations on a common frequency. Ensure ICAO compliant prociency of controllers/pilots/ drivers aviation English Language Skills, to improve situational awareness, by conducting all communications associated with runway operations using aviation English, where practicable. Ensure Controllers/pilots/drivers use ICAO standard phraseology for all communications associated with runway operations. Mitigate call-sign confusion problems by using full aircraft and vehicle call signs. Mitigate the hazards of on-going construction work. Ensure up to date accurate/pertinent information content in Airport maps and charts. Resolve deciencies in surface markings, signage and lighting. Must be compliant with ICAO Annex 14. Ensure that ATC communication messages are not overlong or complex. Ensure clear line of sight from the air trac control tower to the manoeuvring area. Controllers should not cover more than one open working position. Ensure Vehicles operate using the runway R/T frequency when using the runway to provide full situational awareness.

EAPPRI
4.5.15

4.5.13

4.1.3, 4.5.7

4.3.4, 4.3.5

4.3.2, 4.3.3, 4.3.4, 4.3.5 4.3.2, 4.3.3, 4.3.4, 4.3.5 4.3.1 4.1.3, 4.2. all 4.8.2, 4.8.3, 4.8.4 4.1.3, 4.2.1, 4.7.5 4.5.13, 4.5.6 4.5.11

6 7 8 9 10 11 12 13 14

4.2.6, 4.2.7, 4.3.2, 4.3.3, 4.3.4, 4.3.5

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Introduce a formal driver training and assessment programme, or where already in place, review against the driver training guidelines. Introduce formal communications training and assessment for drivers and other personnel who operate on or near the runway. Assure the safety of operations conducted with snow on the ground by using adequate snow clearing and de-icing procedures and technological solutions (such as SMR, A-SMGCS, on-board / in-cab moving map displays), and compliance with Annex 14 signs, marking and lighting. Ensure conspicuity of signs, marking and lighting in snow, reduced visibility and poor weather conditions. Ensure an ICAO compliant snow removal plan is implemented. Assure the safety of operations conducted in visibility of less than 1500 meters by using adequate procedures and technological solutions (such as SMR, A-SMGCS, on-board / in-cab moving map displays), and compliance with Annex 14 signs, marking and lighting. Ensure conspicuity of signs, marking and lighting in snow, reduced visibility and poor weather conditions. Assure the safety of operations conducted in darkness or twilight by using adequate procedures and technological solutions (such as SMR, A-SMGCS, on-board, in-cab moving map displays), and compliance with Annex 14 signs, marking and lighting. Ensure conspicuity of signs, marking and lighting in snow, reduced visibility and poor weather conditions. A local runway safety awareness campaign should be initiated for general aviation pilots at each aerodrome. Consider introducing All-weather sign conspicuity improvements. Consider introducing elevated stop bars and/or signs. Consider introducing enhanced Air Trac Control Training with Tower Simulators. Restrict the number of drivers permitted on the manoeuvring area. Runway inspections by vehicles to be carried out in the opposite direction to trac movement. Implement an ANSP Safety Management System. Implement an Aerodrome Operator Safety Management System. Implement an integrated SMS (to include ANSP-Aerodrome Operator-Aircraft Operator). Consider introducing continuous stop bar usage at all runway entrances. Consider introducing procedures requiring explicit clearances to cross any runway. Consider introducing procedures to handle lost aircraft or vehicles on the aerodrome. Conduct all crossing trac on the same frequency. Publish and use standard taxi routes. Consider introducing green taxiway centre line lights for guidance (selective usage).

4.2.6, 4.2.7, 4.3.2, 4.3.3, 4.3.4, 4.3.5

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4.1.3, 5.1.1

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4.1.3, 5.1.1

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4.1.3, 5.1.1

19 20 21 22 23 24 25 26 27 28 29 30 31 32 33

4.1.2, 4.3, 4.4 4.1.3, 4.7.3, 5.1.1 4.1.3, 4.7.3, 5.1.1 4.1.4, 4.5.12 4.2.6, 4.2.7 4.5.8 4.2.4, 4.5.1, 4.7 4.2.4, 4.5.1, 4.7 4.2.4, 4.5.1, 4.7 4.5.5 4.5.7 4.5.4 4.3.5 4.5.9 5.1.1

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EUROCONTROL Headquarters 96 Rue de la Fuse B-1130 BRUSSELS

EATM Infocentre Tel: Fax: E-mail: +32 (0)2 729 51 51 +32 (0)2 729 99 84 eatmp.infocentre@eurocontrol.int

Open on 08:00 - 15:00 UTC from Monday to Thursday, incl.

Runway Safety Office Tel: E-mail: +32 (0)2 729 37 89 runway.safety@eurocontrol.int

COPYRIGHT STATEMENT 2008 EUROCONTROL The Computer Based Aerodrome Runway Incursion Assessment (ARIA), its Development Document and Quick User Guide have been produced by EUROCONTROL. Copyright is vested with EUROCONTROL. However, their content or any part thereof may be reproduced, e.g. in ICAO Doc. 9870, but any modification or use for commercial purposes by any third party is subject to the prior express written permission of EUROCONTROL. EUROCONTROL makes no warranty either implied or express, for the information contained in this publication, neither does it assume any liability for the accuracy, completeness or usefulness of this information or consequences of its use. Please note that the aforementioned use is permitted without implied or express warranties of any kind by EUROCONTROL for the information contained therein. EUROCONTROL shall in no event be liable for the accuracy, completeness or usefulness of this information or consequences of this use. In particular EUROCONTROL shall not be liable for damages resulting from the adherence to the recommendations contained therein.

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 European Organisation for the Safety of Air Navigation (EUROCONTROL) June 2008

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