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from 76 accidents in 2003 to 68 accidents in 2004. These
numbers do not tell the whole story. Because the number
of flights and flight hours increased in 2004, accident
rates per 100,000 departures or per 100,000 flight hours
will likely be even lower.
Among the top priorities for accident prevention are
CFIT and ALAR. Pilots can decrease exposure to a
CFIT accident by identifying risk factors and remedies
prior to flight. [Figure 1-5] Additional actions on the
CFIT reduction front include equipping aircraft with
state-of-the art terrain awareness and warning systems
(TAWS), sometimes referred to as enhanced ground
proximity warning systems (EGPWS). This measure
alone is expected to reduce CFIT accidents by at least 90
Destination Risk Factors
Runway Lighting
Type of Operation
Airport Location
ATC Capabilities and Limitations
Controller/Pilot Common Language
Weather/Daylight Conditions
Approach Specifications
Departure Procedures
Crew Configuration
Specific Procedures Written and Implemented
Hazard Awareness Training for Crew
Aircraft Equipment
Risk Reduction Factors
Corporate/Company Management Awareness
Figure 1-5. CFIT Reduction.
1-6
percent. With very few exceptions, all U.S. turbine powered airplanes with more than six passenger seats were
required to be equipped with TAWS by March 29, 2005.
Added training for aircrews and controllers is part of the
campaign to safeguard against CFIT, as well as making
greater use of approaches with vertical guidance that use
a constant angle descent path to the runway. This measure offers nearly a 70 percent potential reduction.
Another CFIT action plan involves a check of groundbased radars to ensure that the minimum safe altitude
warning (MSAW) feature functions correctly.
Like CFIT, the ALAR campaign features a menu of
actions, three of which involve crew training, altitude
awareness policies checklists, and smart alerting technology. These three alone offer a potential 20 to 25
percent reduction in approach and landing accidents.
Officials representing Safer Skies—a ten-year collaborative effort between the FAA and the airline
industry—believe that the combination of CFIT and
ALAR interventions will offer more than a 45 percent reduction in accidents.
RUNWAY INCURSION STATISTICS
While it is difficult to eliminate runway incursions,
technology offers the means for both controllers and
flight crews to create situational awareness of runway
incursions in sufficient time to prevent accidents.
Consequently, the FAA is taking actions that will
identify and implement technology solutions, in conjunction with training and procedural evaluation and
changes, to reduce runway accidents. Recently established programs that address runway incursions center
on identifying the potential severity of an incursion and
reducing the likelihood of incursions through training,
technology, communications, procedures, airport
signs/marking/lighting, data analysis, and developing
local solutions. The FAA’s initiatives include:
• Promoting aviation community participation in
runway safety activities and solutions.
• Appointing nine regional Runway Safety Program
Managers.
• Providing training, education, and awareness for
pilots, controllers, and vehicle operators.
• Publishing an advisory circular for airport surface
operations.
• Increasing the visibility of runway hold line markings.
• Reviewing pilot-controller phraseology.
• Providing foreign air carrier pilot training, education, and awareness.
• Requiring all pilot checks, certifications, and flight
reviews to incorporate performance evaluations of
ground operations and test for knowledge.
• Increasing runway incursion action team site visits.
• Deploying high-technology operational systems
such as the Airport Surface Detection Equipment3 (ASDE-3) and Airport Surface Detection
Equipment-X (ASDE-X).
• Evaluating cockpit display avionics to provide
direct warning capability to flight crew(s) of both
large and small aircraft operators.
Statistics compiled for 2004 show that there were 310
runway incursions, down from 332 in 2003. The number
of Category A and Category B runway incursions, in
which there is significant potential for collision,
declined steadily from 2000 through 2003. There were
less than half as many such events in 2003 as in 2000.
The number of Category A incursions, in which separation decreases and participants take extreme action to
narrowly avoid a collision, or in which a collision
　
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