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Fact Sheet

Runway Status Lights

The FAA is testing and deploying a runway warning system called Runway Status Lights (RWSL). This is the first system that gives direct warning to pilots of potential runway incursions.

What it Does

RWSLs warn pilots if it is unsafe to cross or enter a runway via a series of red lights embedded in the pavement. Studies have shown that it will address about 65 percent of the high-hazard runway conflicts currently occurring at U.S. airports without adversely impacting runway capacity or controller workload.

How it Works

Pilots approaching a runway will see red lights illuminate if the airport’s ground surveillance radar, either Airport Movement Area Safety System (AMASS) or Airport Surface Detection Equipment-X (ASDE-X), detects traffic on or approaching that same runway. Pilots must stop when they see the red lights. Clearance to cross or enter a runway must be given by air traffic control. Once the lights go off the pilot must verify clearance before proceeding. RWSLs will also be used by vehicle operators.

Runway entrance lights are illuminated if a runway is unsafe for entry or crossing. Red takeoff hold lights are illuminated if the runway is unsafe for departure.

Where it’s Being Tested

Runway Status Lights are being tested at Dallas/Ft. Worth and San Diego. Testing will begin in Los Angeles in February 2009.

Status

The FAA plans to award a contract this fall to a company to deploy RWSLs to 20 additional airports. All of the airports that will have Runway Status Lights by 2011 include:

• Atlanta
• Baltimore Washington International
• Boston
• Charlotte
• Chicago (O’Hare)
• Dallas/Ft. Worth
• Denver
• Detroit
• Dulles
• Ft. Lauderdale
• Houston (George Bush)
• John F. Kennedy
• LaGuardia
• Las Vegas
• Los Angeles
• Minneapolis
• Newark
• Orlando
• Philadelphia
• Phoenix
• San Diego
• Seattle
• Washington (BWI and Dulles)

  ·        Other new technologies include an experimental system called the Final Approach Runway Occupancy Signal (FAROS), which is being tested at the Long Beach/Daugherty Field Airport in California.  FAROS is designed to prevent accidents on airport runways by activating a flashing light visible to landing pilots to warn them that the runway is occupied and hazardous. 

  ·       Moving Map Displays and Aural Alerts. The FAA will provide funding for users who agree to equip their aircraft with an Electronic Flight, which includes Moving Map Displays, or an aural runway alerting system.  In return, users will equip their aircraft within a certain time-frame and participate in a test bed program that will evaluate operational and safety data.  Both technologies will help reduce the number of pilot deviations, which account for the majority of runway incursions. They will be particularly useful to pilots at night, in poor weather or when the crew is not familiar with the airport layout. The Moving Map Display shows an aircraft’s precise position on the airfield.  The aural alerting system lets pilots know where they are on the runways they are entering, crossing, or departing from.  It is possible that the FAA will give multiple awards.  The total of all awards will not exceed $5 million. 

  ·       Low Cost Surveillance Systems. The agency is also considering the use of low-cost, commercially available radar surveillance systems that would reduce the risk of runway incursions at certain small and medium-sized airports. These systems would be installed at airports that do not have Airport Surface Detection Equipment (either ASDE-3 or ASDE-X). Two such systems (different technologies) are currently being tested at Spokane, Washington. Lower traffic levels and less complex operations at these airports allow ground operations to be safely conducted through visual and voice communication between controllers and pilots. A low-cost system would further reduce the risk of ground incidents or accidents, especially during periods of low visibility. The FAA requested bids from companies interested in providing a low-cost system that wuld be tested at six additional airports. The testing at the six additional sites, along with the current testing at Spokane, will allow the FAA to choose a vendor to provide systems for 20 to 30 airports nationwide.

   

  Other Initiatives

   

  The FAA’s Call to Action

  FAA and industry leaders in August identified short-term steps to improve runway safety. These initiatives focused on improved procedures, increased training for airport and airline personnel, and enhanced airports signs and markings. The FAA conducted a runway safety review of 20 airports – a list based on runway incursion data and wrong-runway issues. Based on the findings, airports took action to improve signage and paint markings, as well put training programs in place for airport personnel.  A second tier of 22 airports have been identified for these surface safety reviews.  Another short-term initiative is an agreement with the National Air Traffic Controllers Association (NATCA) to put in place a voluntary reporting system. Mid- and long-term goals are being pursued to address maximizing situational awareness, minimizing pilot distraction, and eliminating runway incursions using procedures and technologies. For a detailed status report, see Call to Action fact sheet.

  The Runway Safety Council

  This is a joint effort between the FAA and the aviation industry to look into the root causes of runway incursions. The Runway Safety Council, which began meeting in late March, is comprised of 12 to 15 representatives from various parts of the aviation industry. A working group integrates investigations of severe runway incursions and conducts a root cause analysis. The working group then presents its root cause analysis to the council and makes recommendations on ways to improve runway safety. The council reviews the recommendations. If accepted, they are assigned to the part of the FAA and/or the industry that is best able to control the root cause and prevent further runway incursions. The council tracks recommendations to make sure appropriate action is taken.

  Evaluating Incursions

  The FAA has established a new voluntary program that gathers runway safety data on surface incidents and runway incursions. The information is available in a centralized database. The primary means of gathering the data is through in-depth interviews of pilots and maintenance technicians involved in these incidents. Analysis of the data is used to implement risk-reduction mitigation programs, produce guidance and augment technologies. Called the Runway Incursion Information and Evaluation Program (RIIEP), it provides safety information that identifies the root causes of pilot deviations that result in runway incursions.

  Improved Management Oversight

  The FAA established regional runway safety program manager positions for each region. Additionally, Runway Incursion Action Teams were established for specific airports. To date, more than 700 action team meetings have been held at approximately 430 airports with countless follow-up meetings at every airport.

  Airfield Changes

  ·       The FAA developed standards for end-round taxiways, which can keep aircraft from having to cross runways being used for takeoffs and landings at the busiest airports. New end-round taxiways at Atlanta and Dallas-Fort Worth will eliminate more than 2,000 runway crossings each day.

  ·       The FAA encourages operators to build perimeter roads around the airfield so that vehicles do not have to be driven across taxiways and runways.

  Airport Signs, Marking and Lighting

  The FAA updates standards for runway marking and signs, eliminating confusion on airfields. Some of those updates include:

  ·       Changing the airfield markings (paint) standard for taxiway centerlines at 75 airports (based on enplanements) to require new markings that will alert pilots when they are approaching hold short lines.

  ·       Working with airport operators to install stop bars at certain runway/taxiway intersections. A stop bar is a series of in-pavement and elevated red lights that indicate to pilots that they may not cross.

  ·       Recommending that airports improve how they provide information on rapidly changing runway and taxiway construction and closings. The FAA wants airports to provide airlines and pilots with diagrams giving the latest information on runway construction and closings. This would be distributed by email, on a web site or hand-delivery. It would supplement Notices to Airmen (NOTAMS), which are printed as text or delivered verbally, and thus do not have diagrams.

  Runway Safety Areas

  ·       Since the late 1980’s the FAA has had in effect standards for runway safety areas that exceed ICAO standards.

  ·       The FAA accelerated the improvement of runway safety areas that do not meet agency design standards. Since 2000, 63 percent of the runway safety areas identified as “high priority” have been improved.  The FAA expects to have 72 percent of the safety areas improved by the end of 2008 and all practicable improvements made by 2015.

  ·       The FAA, in partnership with industry and airport operators, conducted research to develop a soft-ground arrestor system to quickly stop aircraft that overrun the end of a runway.  On the basis of that research, the FAA issued a specification for engineered material arresting systems, or EMAS. An EMAS bed provides a safety enhancement on runway ends where there is not enough level, cleared land for a standard runway safety area.   EMAS has been installed at more than 30 runway ends at 21 airports with plans to install 14 additional EMAS systems at 8 additional airports in the United States.