European Action Plan for the Prevention of Runway Incursions(49)

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must be indicated in the safety assurance document.
It is worth noting that either Quantitative or Qualitative methods, as tools of analysis, can achieve more than a demonstration of figures or reasoning based on assumptions. Clearly both ways are indicative and the assessments must be acceptable to the National Aviation Safety Authority.

Example Erroneous Aerodrome data
Erroneous data in the publications to Air Operators can contribute to accidents and incidents. It depends of course on what kind of data that is erroneous. For the sake of the argument let us suggest that threshold elevation is too low on one runway end. In Low Visibility Conditions under darkness the reaction time for the flying pilot can be very short. This can in succession lead to higher G-loads either due to hard landing or manoeuvring with higher G-loads on final approach to that runway!
The probability of occurrence can be assumed to be remote which is in the qualitative definition described as “May occur once or during total operational life of a single system”
The severity of the hazard of such an occurrence can mean significant reduction in safety margins, a reduction in the ability of the flight crew to cope with adverse conditions as a result of increase in workload or as a result of conditions impairing their efficiency or injury to occupants which is assumed to be hazardous
The combination of the above probability and severity indicates that this is not acceptable and that the risk has to be eliminated or mitigated of some sort.
When deciding the probability and severity it is advisable to engage concerned aerodrome staff, Air traffic management staff and representatives from the pilot side to achieve good results. Empirical data can be made available through national or international databases to assist in the safety assessment of identified safety hazards.
In terms of probability and the risk assessment matrix any risk with that is deemed more probable than “Frequent” is not acceptable and likewise at the other end any risk that is less probable than “Extremely improbable” is acceptable.
XXXX XXXXX, Aerodrome Safety Inspector

AERODROME BASIC DATA, ANNEX 14
1.1.1 Aerodrome Basic data are referred to Reference Code 2C
RWY 02-20 referred to as the Main Runway (N/A=not applicable, Yes=compliant with SARPs)
1. Aerodrome Data
1.
Aerodrome reference point, established, deg-min-sec

2.
Aerodrome and runway elevations,

3.
Aerodrome reference temperature, determined

4.
Aerodrome dimensions and related information, published

5.
Runway - true bearing

6.
Strip - RESA, SWY, length

7.
CWY - length

8.
TWY- designation, width, surface type

9.
Apron - surface type, A/C stands

10.
Manoeuvring Area, established

11.
Visual aids - approach

　
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