CAA action areas will include:

• Runway Incursions
• Apron Safety
• Improved Birdstrike Reporting

1.   Introduction

This section looks at airport related safety in three main areas: Runway Incursions, Apron Safety and Bird Strikes.

A Runway Incursion is defined as any occurrence at an airport involving the unauthorised or unplanned presence of an aircraft, vehicle or person on the protected area of a surface designated for aircraft landings and departures.  In the last ten years (1996-2005) there have been over 600 Runway Incursions at UK licensed airports.  Since 2002 a risk category, based on the FAA Severity Matrix, has been allocated to these incidents. 

Considering the Runway Incursions analysed since 2002, 69% have been categorised as having the lowest risk category, i.e. little or no chance of collision.

Apron Safety is of concern to the CAA because there are an increasing number of incidents occurring on aprons at airports, some of which have merited AAIB involvement.

Bird Strike reporting was not mandatory until fairly recently.  Even so, since 2000 there have been approximately 500 birdstrike incidents reported to CAA through the MOR system.

2. Runway Incursions

There exists a risk to the safety of aircraft from an increasing number of runway incursion incidents both in the UK and on a global basis.  The CAA Runway Incursions Steering Group (RISG), which includes representation from the Airport Operators Association (AOA), BAA, and National Air Traffic Services (NATS) believes that the highest probability of an aircraft/aircraft or aircraft/vehicle collision in the UK stems from this risk.

Figure 11: Runway Incursions since year ending March 2001

 

A review of driver education and airfield signage was completed and presented to the RISG. Recommendations were made that drivers operating in the manoeuvring area should undertake standardised training as is required for airport drivers operating on the apron area. Industry considered that this recommendation would be difficult to implement due to the differences in manoeuvring areas between airports. However it was agreed that some aspects of driver training, such as radio usage, could be improved. The review of airfield signage identified five airports where the designations and signage of the taxiway system could be enhanced. These airports were required to provide an improvement plan and an agreed date by which the plan would be implemented and all have now implemented their plans.

An industry awareness campaign was initiated in March 2003. Posters were sent to various industry groups including pilots and drivers. In addition, an Air Traffic Services Information Notice (ATSIN) was published in May 2003, and a second ATSIN and a Notice to Aerodrome Licence Holders (NOTAL) were published in October 2003. These included best practice guidance for Air Traffic Controllers and flight crews, with wider dissemination via Aeronautical Information Circular. The campaign was originally due to have been completed in April 2004, but due to the very positive feedback from industry, the campaign continued throughout 2005.  As a combination of these actions a Runway Incursion Prevention Programme has been introduced at all UK airports.  A monitoring function is still ongoing with the possibility of further action if required.  The RISG has also maintained contact with the Eurocontrol Working Group on Runway Incursions, to assist in maintaining a unified approach to the output of incursion prevention material.

In addition to the education, awareness and procedures initiatives, the Runway Incursions Technical Sub Group (RITSG) reviewed potential technological solutions aimed at preventing or reducing incursions. 

One of the key developments has been the installation of "Runway Ahead" markings at Manchester International Airport.  A paper has been submitted to the ICAO Aerodromes Panel for consideration of this priority incursion prevention measure. If successful, global adoption of effective taxiway markings could result.

No single technological solution has been found to offer the complete solution to the problem of Runway Incursions, so the RITSG will continue to monitor new proposals and innovations under development.

Using the actions outlined above, the CAA will target a reduction of 5% in runway incursions per movement, for the period April 2005 to March 2006, based on the established rate per movement for the period April 2004 to March 2005. 

3. Apron Safety

The increasing number of incidents occurring on aprons is a cause for concern. Whilst the majority of incidents that occur on aprons relate to the health and safety of operational staff and therefore fall within the remit of the Health and Safety Executive (HSE), there is an area of joint HSE and CAA interest where there is an effect on aircraft or airport operations. The HSE's focus is the safety of persons, in this case the operating staff

involved, whereas CAA's focus is on the aircraft, infrastructure standards and passenger safety. The conditions of an airport licence encompass the competency of employees working on aprons and the implementation of adequate apron working and safety procedures.

Although the number of fatal accidents is fortunately low, the financial impact and disruption to operations from apron incidents are considerable. Furthermore, as the number of incidents increases the potential for more fatal incidents becomes greater. In a worst-case scenario, an apron incident could be a causal factor in a catastrophic accident in flight, following undetected damage to aircraft in a ramp incident.

Since November 2003, following AAIB recommendations for improved safety oversight, the CAA has carried out a series of joint apron audits with the HSE. The joint audits identified a number of issues that merited action.  As a result of the experience gained during these joint audits it was agreed there was scope for more structured and timely audits, with a clear focus on re-enforcement and re-education of the published guidelines

and procedures.

To achieve this, a series of further, structured, joint audits were planned for completion by December of 2005.  Further work may be identified as a result of any findings arising from these additional joint audit activities.

The CAA will complete follow up actions from completed HSE/CAA audits, and will consult with industry as necessary.

4.   Improved Bird Strike Reporting

Bird strikes continue to cause a potential hazard to aircraft.  A recent change to UK legislation has resulted in the mandatory reporting of birdstrikes and the CAA has determined that it is appropriate at this point to assess the level of birdstrike reporting.

The CAA will publish a report considering the completeness and accuracy of bird strike reporting in the UK.

In addition, the CAA has drafted an update to CAP 680, Aerodrome Bird Control. 

The CAA will publish a revised CAP 680, Aerodrome Bird Control.

Summary of Actions

Issue	Actions	Dates
Runway Incursions	Monitor ongoing actions and analyse the resultant change in runway incursion rates per movement for the period Apr 2005 to Mar 2006, based on the established rate per movement in Apr 2004 to Mar 2005, with a target reduction of 5%.	April 06
Apron Safety	Follow-up actions from joint CAA/HSE audits completed, timescales subject to Industry consultation.	December 06
Bird Strike Reporting	Publish a report considering the completeness and accuracy of bird strike reporting in the UK.   Publish a revised CAP 680, Aerodrome Bird Control.	September 06 December 06