National Runway Safety Plan 2009-2011(20)

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In April 2007, the FAA reduced the cost and complexity of certifying EFBs that include moving map technology. AC 91-78 was released in July 2007 and provided aircraft owners, operators and pilots operating aircraft under Title 14 of the Code of Federal Regulations (14 CFR) part 91, with information for removal of paper aeronautical charts and other documentation from the cockpit through the use of Class 1 or Class 2 EFBs. One vendor received certification for its Airport Moving Map application in March of 2008. Another vendor is currently engaged in the certification process.

In addition to the Airport Moving Map technology, the FAA is exploring the use of a variety of other products with direct warning capability including systems capable of giving aural alerts of own ship proximity to runways while landing or taxiing, systems capable of vehicle location and tracking and systems capable of incursion prediction and warning that require integration with existing/future surface surveillance systems.
Runway Status Lights (RWSL): RWSL is another technology the FAA is testing that will alert pilots to potential runway incursions. While Airport Surface Detection Equipment, Model X (ASDE-X) and Airport Movement Area Safety System detect the presence and motion of aircraft and vehicles on or near the runways, RWSL safety logic then assesses any possible conflicts with other surface traffic. The two functional elements that comprise the current RWSL system are Runway Entrance Lights (RELs) and Takeoff Hold Lights (THLs). RELs indicate when a runway is unsafe for entry and THLs advise pilots when the runway is unsafe for takeoff due to traffic on the runway. A third variety of RWSL is Runway Intersection Lights (RILs). We will test these at Boston Logan International Airport (BOS) next year.
We completed the operational evaluation of RELs using ASDE-3/ ASDE-X on a single runway, runway 18L/36R, at Dallas-Fort Worth International Airport’s (DFW) west airfield in 2005. These showed promising results and the test system remains in use. We have been evaluating THLs on the same runway at DFW’s west airfield since 2006. Runway incursions on the test runway at DFW (runway 18L/36R) have decreased by 70 percent: during the 29 months before testing began, 10 runway incursions occurred at DFW; during the 29 months after testing began, only three occurred. In 2008, we expanded RWSL (RELs and THLs) at DFW to include two runways at DFW’s east airfield runway 17C/35C and runway 17R/35L. The evaluation of RWSL with AMASS began in 2007 at San Diego Lindbergh Field (SAN) and ongoing tests are yielding promising results. The FAA’s JRC provided approval in June 2008. The FAA recently issued a request for proposal from companies interested in building and deploying a nationwide system.
The FAA entered a preliminary agreement in February 2008 to install an additional RWSL system for evaluation on the north and south airfields at Los Angeles International Airport (LAX). LAX will fund the cost of the RWSL installation. It will be the first system installed on high speed taxiways. This installation will include a new RWSL capability for intersecting runways known as RILs in addition to RELs and THLs. In April 2008 the FAA entered a preliminary agreement to install an additional RWSL system for evaluation at BOS. The FAA and Massachusetts Port Authority will share in the system installation costs of
　
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