How to Avoid Landing on Taxiways: 3 Instantly-Effective Industry Steps we Can Take Today

Videos & article below;

Recent events at San Francisco (SFO) and other airports around the world have highlighted the importance of pilots correctly identifying the landing surface intended by ATC.

In this short article, I share three straightforward steps airlines & regulators can take to reduce, or even eliminate, runway identification errors by humans at the controls of today's sophisticated aircraft. Two of these potential solutions are zero-cost. The third is low-cost.

I'd also like to introduce a potential future ATC clearance which may prevent the type of events we’ve seen reported; “cleared RNAV Final”. Such a Final approach clearance could retain all the efficiency of a pure-visual approach-type. More on this idea, below.

There's a lot we in the industry can do today at zero-cost, towards preventing these events from happening. Here below are just a few of my own ideas. You likely have others that may work. So what do you think? Your comments and thoughts would be appreciated, here below on LinkedIn.

If a pilot is on a typical instrument approach, with correct internal guidance provided in the cockpit, visual mis-identification of the correct runway is unlikely. As long as the crew continue to refer to the aircraft’s internal navigation guidance all the way to landing, aircraft positioning is assured. Pilots, airlines, ATC & regulators stay out of the news.

Problems can start here...

It’s when pure visual approach operations are attempted with big or small jets, with zero pilot reference to internal cockpit nav indications, we start to have problems.

While all aviation personnel desire efficient traffic flows and fewer delays, one contributing factor to attempted "taxiway landings", as well as "wrong-runway" & "touchdown-short of threshold" landings, may be this;

Pilots being cleared by ATC for visual “short-cuts” to Final approach. These well-intentioned clearances may, or may not come as a surprise to the crew. I’ve been surprised by some such clearances in the past, both in North America & Europe. Often, I just refuse such a clearance (although it may result in an extra 5-minutes flight time, it beats having to file an air safety report).

A potential new type of clearance?

Clearances for a "visual" Final approach are very efficient in terms of improving traffic flows, and I’m not suggesting here such clearances be disallowed. However, if the pilots are going to accept such clearances, they must be prepared and use all available tools to prevent mis-identifying the runway ATC has provided the clearance for.

The first two potential solutions I’m suggesting below, are both easy steps that can be done today, as airline policy/training items. The third solution requires a low-cost software expenditure

Perhaps regulators and industry could consider a potential future clearance which indicates the pilot is also to refer to internal guidance as a landing aid, even when cleared for a visual procedure. This is where the potential “cleared RNAV Final approach Runway xx” may be useful. The pilot is cleared for an approach to Final that enables efficient traffic flows and short-term tactical clearances while ensuring the correct landing runway is used.

A future conversation between regulators, pilots and operators might be beneficial, towards further developing such an RNAV Final Approach concept.

Three solutions available today...

The first two potential solutions I’m suggesting below, are both easy steps that can be done today, as airline policy/training items. The third solution requires a low-cost software expenditure, an addition to avionics hardware many/most operators already have on board their aircraft.

Solution 1

The FIX INFO / FIX page of most aircraft’s FMS allows the pilot to “extend a runway centerline” indication from the runway thresholds in use at the airport. During the approach planning phase, if the pilot is going to be willing to accept a visual clearance they need to adequately prepare the nav portion of the Flight Management System computer (FMS). Preparing the FIX page as described above, is a good place to start because it can be a very good aid to ensure lining-up on the correct landing surface.

Solution 2

The F-PLN ROUTE 2 page (Boeing) or SECONDARY F-PLN page (Airbus) of the FMS can be prepared in advance, with any landing runway the pilot chooses. If & when a clearance for a different runway is received, activate the alternative set-up. Continue to use positive internal guidance to ensure the correct runway is visually identified.

Solution 3

Use technology to help prevent events before they occur. This isn't some pie-in-the-sky future solution; SmartRunway & SmartLanding from Honeywell is already in use by scores of operators. Here are some videos illustrating how these proven, existing tech solutions work;

Roger Hall is the founder of Xflash Systems & Captain/RNAV Project Pilot for a large international airline. Roger and his team have designed & implemented a number of special, high-level ACARS-related communications systems as well as conceived several RNAV/RNP-AR procedures used daily in operations by major carriers in the Middle East & Africa. If you or your company require assistance designing & implementing advanced navigation, airline communications monitoring, airline security systems & more please contact Xflash Systems here; www.xflashsystems.com/advanced-nav