If you wish to contribute or participate in the discussions about articles you are invited to join SKYbrary as a registered user

 Actions

Inappropriate use of Runway or Taxiway

From SKYbrary Wiki

Article Information
Category: Runway Incursion Runway Incursion
Content source: SKYbrary About SKYbrary
Content control: SKYbrary About SKYbrary

Description

The situation in which an aircraft inappropriately uses a runway or a taxiway. This inappropriate use includes the following situations:

  • Taxiway landing
  • Taxiway takeoff
  • Closed runway landing
  • Closed runway takeoff
  • Wrong runway landing
  • Wrong runway takeoff

Discussion

There are multiple factors that can cause an aircraft to inappropriately use a runway or a taxiway. The most significant of these factors are:

Environmental Factors

Environmental factors have a significant effect on the risk of inappropriate use of a runway or taxiway. These include the following:

  • Rain/fog/snow: These can reduce the visibility making it more difficult to see signage, surface lighting, and surface markings from the cockpit, thus making it more difficult to determine the correct airport surface to be used.
  • Night: In nighttime conditions, the visibility is restricted to only taxiway/runway lighting and the limited area that the aircraft lights can illuminate.

Human Factors

There are several human factors issues that can have a significant effect on the risk of inappropriate use of a runway or taxiway. These include:

  • Distraction: This can cause an increase in the risk of using an inappropriate airport surface. Distraction can come in many forms:
    • Communication with the tower or ATC while trying to determine the correct airport surface to use
    • Late completion of a required checklist
    • Any issue in the cockpit that requires the crew’s attention (e.g. a warning light)
  • Situational Awareness
    • A detailed crew briefing of the airport layout, to include the active runway and all relevant taxiways, can reduce the risk of using an inappropriate airport surface.
    • A crew awareness of the location of specific items on the airport (e.g PAPI) will assist in determining the correct surface to utilise
    • Risk can be reduced while on the ground by utilizing a moving map display, if available
    • Risk can be reduced by the use of airport surface awareness technology to assist the crew (e.g. Runway Awareness and Alerting System (RAAS))
  • Fatigue: Any level of fatigue will make the individual/crew less alert and increase the risk of utilizing an incorrect airport surface
  • Monitoring: Many of the accidents and incidents that deal with the inappropriate use of a runway or taxiway display a lack of monitoring by the pilot monitoring. In many cases this is due to one of the factors already listed such as distraction or fatigue, and in some cases it is due to a lack of training in or execution of the monitoring function.

Airport/Aircraft Factors

Aircraft and airport factors play a large role in determining the risk of inappropriate use of a runway or taxiway.

  • Lighting
    • Aircraft taxi lights ineffective or not used : This restricts the visual picture available to the aircrew and may influence the aircrew’s ability to determine the correct airport surface to be used
    • Runway centerline lights: These assist the crew in determining the correct airport surface to utilise
    • Taxiway lead in lights that go all the way to the runway centerline help reduce risk
    • Non-standard lights or light pattern on the airport surface can increase the risk of using an inappropriate airport surface
  • Airport surface environment
    • Current and well maintained airport signage is a significant risk reduction factor
    • Multiple parallel taxiways and runways may increase the risk of using an inappropriate airport surface
    • Extra paved surface area can make it more difficult for the crew to determine the correct airport surface to use
    • Displaced threshold or intersection takeoffs and landings remove many of the normal visual references used to determine the correct airport surface to utilize and increase the risk of the inappropriate use of a runway for taxiway
    • Takeoff/landing area conspicuity (e.g. runway numbers, “piano keys”): These greatly assist the aircrew in determining/confirming the correct airport surface to use
    • Runway conspicuity, both lighting and painted/marked areas

Accident and Incident Reports

The following events featured a taxiway take of or landing:

  • B763, Singapore, 2015 (On 12 July 2015, a Japanese-operated Boeing 767-300 deviated from its acknowledged clearance and lit-centreline taxi routing and began take-off from a parallel taxiway in good night visibility, crossing a lit red stop bar in the process. When ATC observed this, the aircraft was instructed to stop which was achieved without further event. A subsequent take-off was uneventful. The crew did not report the event to their airline or their State authorities because the Captain "determined that this case did not need to be reported" and these organisations only became aware when subsequently contacted by the Investigating Agency.)
  • B734, Sharjah UAE, 2015 (On 24 September 2015, a Boeing 737-400 cleared for a night take-off from Sharjah took off from the parallel taxiway. The controller decided that since the taxiway was sterile and the aircraft speed was unknown, the safest option was to allow the take-off to continue. The Investigation noted that the taxiway used had until a year previously been the runway, becoming a parallel taxiway only when a new runway had been opened alongside it. It was noted that the controller had "lost visual watch" on the aircraft and regained it only once the aircraft was already at speed.)
  • B738, Oslo Gardermoen Norway, 2005 (On a 23 October, 2005 a Boeing 737-800 operated by Pegasus Airlines, during night time, commenced a take-off roll on a parallel taxiway at Oslo Airport Gardermoen. The aircraft was observed by ATC and stop instruction was issued resulting in moderate speed rejected take-off (RTO).)
  • A320, Oslo Norway, 2010 (On 25 February 2010, an Aeroflot Airbus A320-200 unintentionally made a daylight take off from Oslo in good visibility from the taxiway parallel to the runway for which take off clearance had been given. Because of the available distance and the absence of obstructions, the take off was otherwise uneventful. The Investigation identified contributory factors attributable to the airline, the airport and the ANSP.)
  • B733, Amsterdam Netherlands, 2010 (On 10 February 2010 a KLM Boeing 737-300 unintentionally made a night take off from Amsterdam in good visibility from the taxiway parallel to the runway for which take off clearance had been given. Because of the available distance and the absence of obstructions, the take off was otherwise uneventful. The Investigation noted the familiarity of the crew with the airport and identified apparent complacency.)

Related Articles

Further Reading