A good way to prevent runway incursion

[lovesky]

Hello,
Do you guys have any good idea or company policy to prevent runway and taxiway incursion during ground operation.
Please share it, if you have any.

Many thanks

[FullWings]

There are lots of ways to reduce the likelihood of incursions, here’s a non-exhaustive list of things I can think of right now:

PF verbalises where they’re going to go.
Record clearances and clearance limits (draw them on an electronic chart if you have one).
PM keeps track of position and route.
If there is any doubt from anyone on the FD, ask for clarification and stop if necessary.
Take extra care when approaching a holding point.
It is impossible to be too slow and cautious in LVPs.
Brief most likely routes and hotspots beforehand.
Try and keep distractions to a minimum.
Multiple parallel runways and taxiways invite error.
You are extra vulnerable after landing, especially if you haven’t vacated where planned.
It’s not over until you’re safely parked or in the air!

[Check Airman]

Originally Posted by FullWings

There are lots of ways to reduce the likelihood of incursions, here’s a non-exhaustive list of things I can think of right now:

Brief most likely routes and hotspots beforehand.

I actually think the opposite. I think briefing taxi routes will lead to expectation bias at best. Makes better sense to take a moment before moving when you actually get the clearance.

Trying to guess the taxi route in ORD is a fool's errand. Briefing the taxi route in FNC is a waste of time.

[lovesky]

Thank you for your opinion.
I agree with you though
however, I'm wondering if there are any ways to reduce the human error that occurs even when the above procedure is carried out.

[pineteam]

This is just my take on it and some are recommended techniques from my outfit: If you taxi in an unfamiliar airport and you receive a taxi clearance, write it down on your scratchpad (if possible). Taxi slowly than normal and in case of any doubt stop the aircraft and request clarification to ATC. After the PM finished his read back from ATC taxi instructions, the PF must read back also the clearance out loud to the PM to make sure he understood the same think and they are on the same page. Then while taxiing the PF shall inform of his intentions like: “ Turning left on B”, “ Holding short B2”. Doing so the PM is kept in the loop and if there is a disagreement or miss understanding it will be identified early. In any cases have a good look out outside for the sake of the safety and also to identify the taxiway identification. I see too many pilots heads down on their charts trying to locate a taxiway which is visible outside from the cockpit.
When you are on final approach, make sure you know if you vacate left or right if applicable and what are the high speed taxiways you intend to use, and the taxiway parallel to the runway if applicable as usually you taxi into them. I also believe an intensive briefing is not required for taxi. Just make sure you have an idea of the 2 first taxiways you will most likely use for departure or after landing then just follow ATC instructions.

[lovesky]

Well, you might be right Check Airman. But, when you're operating wide-body airplanes, there's a certain route, since most of the apron or terminal is fixed. As you said, there may be new instructions depending on the situation. In that case, you are right.
My concern is why pilots make such mistakes over and over again, even though there are procedures to prevent runway incursion.

[pineteam]

It’s not as easy as it sounds. Some airports have very poor or confusing markings on the ground. Add on top of that bad visibility, poor english from ATC and crew fatigue. Most airports do not have the luxury to just: “follow the greens” like Incheon Airport.

[Check Airman]

Never flown a widebody, so I'm not sure what the size of the plane has to do with it. If you're concerned about wingspan or weight restrictions, you can always mark them in red on your chart. Is there something I'm failing to consider?

[FullWings]

Originally Posted by Check Airman

Never flown a widebody, so I'm not sure what the size of the plane has to do with it. If you're concerned about wingspan or weight restrictions, you can always mark them in red on your chart. Is there something I'm failing to consider?

That would come under “brief most likely routes beforehand”? I agree that you may not get what you expect, but at that point you look at it again. There are so many traps for the unwary which are not obvious when you’re on the move and heads-out. Somewhere I went recently had Spot 2 on Taxiway 1 and vice-versa, and you had to look at two charts simultaneously to work that one out! As an occasional visitor to ORD, I follow your advice, but you could say the same about the runway until you’re on short finals...

Having operated both, widebody ground operations add workload compared with smaller aircraft as there are more things to think about and get right. Clearances and tolerances are much tighter, so mistakes are punished more often. Taking the “racing line” is a rare thing in an aircraft 74m long x 65m wide (777-300) and the A380 is even bigger.

Like most things in life, it’s useful to have a toolbox of options and good practices, but it doesn’t imply that you have to use all of them all the time. Pick what’s appropriate to the situation.

[Check Airman]

Thanks. I’ll defer to the experience of those who have operated heavies. Maybe if that’s in my future, I’ll understand a bit more.

[Don Coyote]

Are these links of any use?

https://www.icao.int/safety/RunwaySa...al_prev_RI.pdf
https://www.eurocontrol.int/publicat...ursions-eappri

[CaptainMongo]

As far as after landing runway incursions up until a few years ago, it was our company’s policy to not allow the FO to perform any after landing duties until inside the perimeter of all runways. This forced the FO to “stay with the Captain” as he or she crossed all intervening runways.

We have since relaxed that to, “when situational awareness and time permit, normally when clear of all active runways.” Sometimes with senior FO’s I have found they are so skilled and intent on doing their after landing flows, they forget what is most important in the moment - cleaning up the aircraft or making sure I don’t screw up and inadvertently cross a runway. As part of an approach briefing, threats such as after landing potential runway incursions should be acknowledged and briefed and the FO reminded to “stay with the Captain” until an appropriate time to do after landing duties.

As for taxi out, a pre brief of potential taxi routes again can address potential threats as long as one doesn’t become fixated on the brief versus actual clearance. (Been flying (and flailing) out of KORD for nearly 30 years - as Check Airman stated there is always a potential for a surprise &#128516

Captain’s need to practice good cockpit management (for example don’t call for a checklist when you need your FO looking out the window, refrain from taxiing single engine in low visibility, etc) and appropriately brief runway incursion threats unique to each individual flight.

[punkalouver]

Originally Posted by Check Airman

I actually think the opposite. I think briefing taxi routes will lead to expectation bias at best. Makes better sense to take a moment before moving when you actually get the clearance.

Trying to guess the taxi route in ORD is a fool's errand. Briefing the taxi route in FNC is a waste of time.

Bad idea in my opinion. There is a much higher likelihood of a rushed briefing if waiting until the taxi clearance.

Therefore, do the anticipated briefing at the gate. For places where it would be a waste of time, then perhaps an alternative could be used instead of using the alternative procedure everywhere because it is applicable in a few places.

In addition, not everyone’s experience at ORD is the same so one should not assume that and give advice based on one’s own experience. Example: Southeast Cargo departures or international terminal departures can be reasonably predictable and briefed based on the runway in use and aircraft type.

On occasion, the clearance is different than expected and can be updated.