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involving an aircraft, vehicle, person, or object on
the ground that creates a collision hazard or results
in a loss of separation with an aircraft that is taking off, intending to take off, landing, or intending
to land.
• Collision Hazard – a condition, event, or circumstance that could induce an occurrence of a
collision or surface accident or incident.
• Loss of Separation – an occurrence or operation
that results in less than prescribed separation
between aircraft, or between an aircraft and a
vehicle, pedestrian, or object.
Runway incursions are further identified by four categories: ATC operational error, pilot deviation,
vehicle/pedestrian deviation, and miscellaneous errors that
cannot be attributed to the previous categories.
Since runway incursions cannot be attributed to one
single group of people, everyone involved in airport
operations must be equally aware of the necessity to
improve runway safety. As a result, the RSP created
goals to develop refresher courses for ATC, promote
educational awareness for air carriers, and require flight
training that covers more in depth material concerning
ground operations. Beyond the human aspect of runway
safety, the FAA is also reviewing technology, communications, operational procedures, airport signs, markings,
lighting, and analyzing causal factors to find areas for
improvement.
Runway safety generates much concern especially with
the continued growth of the aviation industry. The takeoff
and departure phases of flight are critical portions of the
flight since the majority of this time is spent on the ground
with multiple actions occurring. It is the desire of the FAA
and the aviation industry to reduce runway surface events
of all types, but it cannot be done simply through policy
changes and educational programs. Pilots must take
responsibility for ensuring safety during surface operations and continue to educate themselves through
government (www.faa.gov/runwaysafety) and industry runway safety programs.
TAKEOFF MINIMUMS
While mechanical failure is potentially hazardous during any phase of flight, a failure during takeoff under
instrument conditions is extremely critical. In the event
of an emergency, a decision must be made to either
return to the departure airport or fly directly to a takeoff
alternate. If the departure weather were below the landing minimums for the departure airport, the flight would
be unable to return for landing, leaving few options and
little time to reach a takeoff alternate.
In the early years of air transportation, landing minimums for commercial operators were usually lower
than takeoff minimums. Therefore, it was possible
that minimums allowed pilots to land at an airport but
not depart from that airport. Additionally, all takeoff
minimums once included ceiling as well as visibility
Figure 2-7. National Blueprint for Runway Safety.
departure may be made, but it is never advisable. If commercial pilots who fly passengers on a daily basis must
comply with takeoff minimums, then good judgment and
common sense would tell all instrument pilots to follow the
established minimums as well.
NACO charts list takeoff minimums only for the runways at
airports that have other than standard minimums. These takeoff minimums are listed by airport in alphabetical order in
the front of the TPP booklet. If an airport has non-standard
takeoff minimums, a (referred to by some as either the
“triangle T” or “trouble T”) will be placed in the notes sections of the instrument procedure chart. In the front of the
TPP booklet, takeoff minimums are listed before the obstacle departure procedure. Some departure procedures allow a
departure with standard minimums provided specific aircraft
performance requirements are met. [Figure 2-8]
2-7
requirements. Today, takeoff minimums are typically
lower than published landing minimums and ceiling
requirements are only included if it is necessary to
see and avoid obstacles in the departure area.
The FAA establishes takeoff minimums for every airport
that has published Standard Instrument Approaches. These
minimums are used by commercially operated aircraft,
namely Part 121 and 135 operators. At airports where minimums are not established, these same carriers are required
to use FAA designated standard minimums (1 statute mile
[SM] visibility for single- and twin-engine aircraft, and 1/2
SM for helicopters and aircraft with more than two
engines).
Aircraft operating under Part 91 are not required to comply
with established takeoff minimums. Legally, a zero/zero
Figure 2-8. Takeoff minimums are listed in the front of each NACO U.S. Terminal Procedures booklet.
　
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