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Safety Recommendation Details

Safety Recommendation A-91-029
Details
Synopsis: ON JANUARY 18, 1990, AT 1904 EASTERN STANDARD TIME, EASTERN AIRLINES FLIGHT 111 (EA 111), N8867E, A BOEING 727-225A, COLLIDED WITH N44UE, AN EPPS AIR SERVICE BEECHCRAFT KING AIR A100, WHILE EA 111 WAS LANDING ON RUNWAY 26 RIGHT AT THE WILLIAM B. HARTSFIELD INTERNATIONAL AIRPORT, ATLANTA, GEORGIA, AND AS THE KING AIR A100 WAS PREPARING TO TURN OFF THE RUNWAY AFTER HAVING LANDED AHEAD OF EA 111. BOTH AIRPLANES WERE IN RADIO COMMUNICATION WITH THE HARTSFIELD AIR TRAFFIC CONTROL (ATC) TOWER LOCAL CONTROLLER AT THE TIME OF THE ACCIDENT. AS A RESULT OF THE COLLISION, THE KING AIR A100 WAS DESTROYED AND THE B-727 RECEIVED SUBSTANTIAL DAMAGE. THE PILOT OF THE KING AIR WAS FATALLY INJURED, AND THE COPILOT WAS SERIOUSLY INJURED. THERE WERE NO PASSENGERS ONBOARD THE KING AIR AND THERE WERE NO REPORTED INJURIES ON THE B-727.
Recommendation: TO THE FEDERAL AVIATION ADMINISTRATION: Expedite efforts to fund the development and implementation of an operational system analogous to the airborne conflict alert system to alert controllers to pending runway incursions at all terminal facilities that are scheduled to receive airport surface detection equipment (ASDE III). (superseded by A-00-66)
Original recommendation transmittal letter: PDF
Overall Status: Closed - Unacceptable Action/Superseded
Mode: Aviation
Location: ATLANTA, GA, United States
Is Reiterated: No
Is Hazmat: No
Is NPRM: No
Accident #: DCA90MA017AB
Accident Reports: Runway Collision of Eastern Airlines Boeing 727, Flight 111 and EPPS Air Service
Report #: AAR-91-03
Accident Date: 1/18/1990
Issue Date: 6/12/1991
Date Closed: 4/12/2001
Addressee(s) and Addressee Status: FAA (Closed - Unacceptable Action/Superseded)
Keyword(s):

Safety Recommendation History
From: NTSB
To: FAA
Date: 4/12/2001
Response: THE SAFETY BOARD CONSIDERS AIRPORT RUNWAY INCURSIONS A SERIOUS SAFETY PROBLEM. THIS ISSUE (AND THIS RECOMMENDATION) HAVE APPEARED ON OUR LIST OF MOST WANTED TRANSPORTATION SAFETY IMPROVEMENTS SINCE ITS CREATION. BECAUSE THIS RECOMMENDATION WAS ISSUED ALMOST 10 YEARS AGO, THE BOARD IS EXTREMELY DISAPPOINTED THAT THE SYSTEM WILL NOT BE OPERATIONAL UNTIL SEPTEMBER 2002. IN ADDITION, THE BOARD NOTES THAT WHILE THE SYSTEM MAY PREVENT AN ACCIDENT, THE FAA HAS ACKNOWLEDGED IN BRIEFINGS THAT AMASS MOST LIKELY WILL NOT PREVENT RUNWAY INCURSIONS; THEREFORE, THIS SYSTEM WILL NOT PROVIDE THE LEVEL OF PROTECTION THAT THE RECOMMENDATION SUGGESTED. FOR EXAMPLE, ON 10/19/00, AT SAN FRANCISCO AIRPORT WHERE THE FAA IS CONDUCTING AN OPERATIONAL TEST AND EVALUATION OF AMASS, AN INCIDENT OCCURRED IN WHICH AN AIRPLANE CROSSED IN FRONT OF ANOTHER AIRPLANE THAT WAS DEPARTING. THE FAA STATED THAT "AMASS DID NOT ISSUE AN ALERT BECAUSE THE SAFETY LOGIC ACCURATELY PROJECTED [ONE AIRPLANE] TO BE THROUGH THE INTERSECTION PRIOR TO [THE SECOND AIRPLANE] PROGRESSING TO THIS PART OF THE RUNWAY. AMASS PROJECTS TRACKS BASED ON VELOCITY, ACCELERATION, AND HEADING. [ONE AIRPLANE] CROSSED THE INTERSECTION AT 45 FT/SEC (30 MPH) WHILE THE [SECOND AIRPLANE] WAS 6,900 FEET AND PROJECTED 23 SECONDS FROM THE INTERSECTION." THE SAFETY BOARD IS CONCERNED THAT AMASS DID NOT PREVENT THIS RUNWAY INCURSION. AS A RESULT OF THE BOARD'S INVESTIGATION OF INCIDENTS IN 1999 AND THE EARLY PART OF 2000, SIMILAR TO THE INCIDENT AT SAN FRANCISCO AIRPORT, DESCRIBED ABOVE, THE SAFETY BOARD ISSUED SEVERAL RECOMMENDATIONS ON 7/6/00. ADDRESSING ISSUES RELATED TO RUNWAY INCURSIONS, INCLUDING A-00-66. BECAUSE OF THE ISSUANCE OF A-00-66, A-91-29 IS CLASSIFIED "CLOSED--UNACCEPTABLE ACTION/SUPERSEDED." A-00-66 WAS CLASSIFIED "OPEN--ACCEPTABLE RESPONSE," ON 1/29/01.

From: FAA
To: NTSB
Date: 9/12/2000
Response: Letter Mail Controlled 09/15/2000 2:22:57 PM MC# 2001303 THE FAA IS CONTINUING ITS EFFORTS TO DEVELOP AND IMPLEMENT AN OPERATIONAL AIRPORT MOVEMENT AREA SAFETY SYSTEM (AMASS). THE OPERATIONAL TESTING OF THE SYSTEM WAS DIVIDED INTO THREE PHASES. THE FIRST TWO PHASES, WHICH HAVE BEEN COMPLETED, CONSISTED OF AIRWAY FACILITIES AND AIR TRAFFIC TESTING WITHOUT THE HUMAN FACTORS MODIFICATIONS TO THE SYSTEM. THE THIRD PHASE CONSISTED OF A REGRESSION TEST PERFORMED FOLLOWING THE INCORPORATION OF THE HUMAN FACTORS MODIFICATIONS AND THE CORRECTION OF ISSUES IDENTIFIED DURING THE FIRST TWO TESTING PHASES. THE THIRD PHASE WAS SUCCESSFULLY COMPLETED IN JUNE 2000. A SUCCESSFUL FLIGHT DEMONSTRATION OF THE OPERATIONAL CAPABILITIES OF THE AMASS WAS CONDUCTED AT SAN FRANCISCO INT'L. AIRPORT ON 7/15/00. TWO FAA AIRCRAFT (BOEING 727 AND CONVAIR 580) FROM THE WILLIAM J. HUGHES TECHNICAL CENTER WERE FLOWN IN SEVEN DIFFERENT SCENARIOS THAT ALLOWED THE AMASS TO PROVIDE AURAL AND VISUAL ALERTS TO CONTROLLERS. THE AMASS SYSTEM PERFORMED SUCCESSFULLY AND MET ALL EXPECTED OUTCOMES--IT ALERTED WHEN IT WAS SUPPOSED TO AND DID NOT ALERT WHEN IT WAS NOT. THE POSSIBILITY OF NUISANCE ALERTS DURING LIVE OPERATIONS WAS PREVIOUSLY A CONCERN. INITIAL OPERATING CAPABILITY BEGAN AT SAN FRANCISCO INT'L. AIRPORT 8/30/00. THIRTY-EIGHT SYSTEMS HAVE BEEN INSTALLED AND ACCEPTED AHEAD OF PLANNED SCHEDULE. INDEPENDENT OPERATIONAL TEST AND EVALUATION BEGAN AT SAN FRANCISCO ON AUGUST 30. INDEPENDENT OPERATIONAL TEST AND EVALUATION WILL BEGIN IN DETROIT IN OCTOBER 2000. THE FAA PLANS TO MAKE ITS IN-SERVICE DECISION IN JANUARY 2001. THE SYSTEMS WILL BE COMMISSIONED AFTER THE IN-SERVICE DECISION IS MADE. THE FAA CURRENTLY ANTICIPATES THAT THE FIRST SYSTEM WILL BE OPERATIONAL IN JUNE 2001, AND THAT ALL 34 AIRPORTS IDENTIFIED IN THE PROGRAM WILL HAVE OPERATIONAL AMASS BY SEPTEMBER 2002. I WILL KEEP THE BOARD INFORMED OF THE FAA'S PROGRESS ON THIS RECOMMENDATION.

From: NTSB
To: FAA
Date: 3/10/2000
Response: THE SAFETY BOARD CONSIDERS AIRPORT RUNWAY INCURSIONS AN EXTREMELY SERIOUS SAFETY PROBLEM. THIS SAFETY ISSUE HAS BEEN ON OUR MOST WANTED TRANSPORTATION SAFETY IMPROVEMENTS LIST SINCE THE LIST'S CREATION IN SEPTEMBER 1990. ALTHOUGH SAFETY RECOMMENDATION A-95-32 IS NOT LISTED, THE RECOMMENDATION CONCERNS TOPICS AND ISSUES SIMILAR TO THOSE OF A-91-29, WHICH IS LISTED. THE SAFETY BOARD IS DISAPPOINTED THAT 4 1/2 YEARS HAVE PASSED SINCE A-95-32 WAS ISSUED, AND MORE THAN 8 YEARS HAVE PASSED SINCE A-91-29 WAS ISSUED REQUESTING EXPEDITIOUS ACTION, DURING WHICH TIME THE FAA HAS NOT COMPLETED THE WORK NECESSARY TO MEET THE INTENT OF THESE RECOMMENDATIONS. BECAUSE THE NUMBER OF NEAR RUNWAY INCURSIONS HAS INCREASED OVER THE LAST FEW YEARS, THE PROBLEM NEEDS TO BE SOLVED IMMEDIATELY. THEREFORE, THE BOARD RECLASSIFIES A-95-32 AND A-91-29 "OPEN--UNACCEPTABLE RESPONSE," PENDING IMMEDIATE ACTION TO MEET THESE RECOMMENDATIONS.

From: FAA
To: NTSB
Date: 10/29/1999
Response: Letter Mail Controlled 11/03/1999 2:42:16 PM MC# 991221 THE FAA IS CONTINUING ITS EFFORTS TO DEVELOP AND IMPLEMENT AN OPERATIONAL AMASS. THE FAA HAD ANTICIPATED THAT THE LAST PRODUCTION SYSTEM WOULD BE OPERATIONAL BY AUGUST 2000. HOWEVER, THIS SCHEDULE WAS BASED ON AN EXTREMELY HIGH-RISK ACQUISITION STRATEGY, WHICH INCLUDED CONCURRENT DEVELOPMENT AND PRODUCTION CONTRACTS. REPEATED CONTRACTOR DELAYS PRIMARILY IN SOFTWARE DEVELOPMENT TASKS LED TO REPEATED COMPRESSION IN THE TIME AVAILABLE FOR FIELD IMPLEMENTATION, AND ULTIMATELY TO THE INABILITY TO MEET THE AUGUST 2000 DATE. THE HUMAN FACTORS REVIEW CONDUCTED BY THE FAA AND THE NATIONAL AIR TRAFFIC CONTROLLERS ASSOCIATION IDENTIFIED ISSUES RELATED TO AMASS. WORK IS NOW UNDERWAY TO RESOLVE THESE HUMAN FACTORS ISSUES PRIOR TO COMMISSIONING AT OPERATIONAL SITES. FAA AND NATCA HAVE AGREED TO ADDRESS THESE ISSUES BY MAY 2000. IN ADDITION, THE FAA IS ALSO RESOLVING OTHER OPERATIONAL ISSUES RELATED TO THE SYSTEM DESIGN AND IS CONDUCTING A THOROUGH REVIEW OF ALL REMAINING AMASS PROGRAM TASKS. THIS WORK WILL BE COMPLETED PRIOR TO COMMISSIONING. THE OPERATIONAL TESTING FOR THE SYSTEM HAS BEEN DIVIDED INTO THREE PHASES. THE FIRST TWO PHASES, WHICH ARE COMPLETED, WERE CONDUCTED FOR AIRWAYS FACILITIES AND AIR TRAFFIC TESTING WITHOUT THE HUMAN FACTORS CHANGES IN THE SYSTEM. THE THIRD PHASE WILL BE A REGRESSION TEST FOLLOWING THE INCORPORATION OF THE HUMAN FACTORS CHANGES AND THE CORRECTION OF THE ISSUES IDENTIFIED IN THE FIRST TWO PHASES. THE THIRD PHASE IS SCHEDULED TO BE COMPLETED BY JUNE 2000. THE FAA ANTICIPATES CONDUCTING INDEPENDENT OPERATIONAL TESTING AND EVALUATION AT TWO SITES IN SEPTEMBER/OCTOBER 2000 AND MAKING THE IN-SERVICE DECISION IN JANUARY 2001. IN ADDITION TO THE PREVIOUSLY REPORTED INSTALLATIONS AT DETROIT, ST. LOUIS, AND ATLANTA, SIX PRODUCTION SYSTEMS HAVE BEEN INSTALLED. SYSTEMS WERE INSTALLED AT THE WILLIAM J. HUGHES TECHNICAL CENTER IN MARCH 1999, SAN FRANCISCO AND THE FAA ACADEMY IN JUNE 1999, AND CHICAGO, BOSTON, AND LOS ANGELES IN AUGUST 1999. ALL 40 SYSTEMS ARE SCHEDULED FOR INSTALLATION PRIOR TO THE END OF 2000. THE COMMISSIONING WILL OCCUR AFTER THE IN-SERVICE DECISION IN JANUARY 2001. THE FAA CURRENTLY ANTICIPATES THE FIRST SYSTEM BEING OPERATIONAL IN JUNE 2001 AND ALL 40 SYSTEMS BEING OPERATIONAL BY SEPTEMBER 2002. I WILL KEEP THE BOARD INFORMED OF THE FAA'S PROGRESS ON THIS RECOMMENDATION.

From: NTSB
To: FAA
Date: 5/24/1999
Response: THE SAFETY BOARD APPRECIATES BEING KEPT INFORMED OF THIS CRITICAL DEVELOPMENT, AND ENCOURAGES THE FAA TO MOVE RAPIDLY TO COMPLETE THIS PROJECT. THE BOARD REQUESTS THAT THE FAA INFORM US OF THE RESULTS OF THE APRIL 1999 HUMAN FACTORS REVIEW. PENDING THE RESULTS OF THIS REVIEW AND THE COMPLETE FIELDING OF THE FINAL SYSTEM, A-91-29 IS CLASSIFIED "OPEN--ACCEPTABLE RESPONSE."

From: FAA
To: NTSB
Date: 4/6/1999
Response: Letter Mail Controlled 4/8/99 1:23:51 PM MC# 990378 THE FAA IS CONTINUING ITS EFFORTS TO DEVELOP AND IMPLEMENT AN OPERATIONAL AIRPORT MOVEMENT AREA SAFETY SYSTEM (AMASS). A PREPRODUCTION AMASS UNIT WAS INSTALLED IN MAY 1996 AT SAN FRANCISCO INTERNATIONAL AIRPORT FOR AIR TRAFFIC CONTROLLERS TO EVALUATE. THREE FULL-SCALE DEVELOPMENT SYSTEMS WERE INSTALLED--ONE AT DETROIT IN AUGUST 1997, ONE AT ST. LOUIS IN JANUARY 1998, AND ONE AT ATLANTA IN JANUARY 1999. THE FAA ANTICIPATES HAVING THE INDEPENDENT OPERATIONAL TEST AND EVALUATION CONDUCTED IN JULY 1999, THE DEPLOYMENT DECISION REQUESTED IN SEPTEMBER 1999, AND THE LAST PRODUCTION SYSTEM OPERATIONAL BY AUGUST 2000. IN PARALLEL WITH CURRENT TESTING EFFORTS, THE FAA AND THE NATIONAL AIR TRAFFIC CONTROLLERS ASSOCIATION (NATCA) HAVE AGREED TO CONDUCT A QUICK HUMAN FACTORS REVIEW OF AMASS DURING APRIL 1999. THE AGENCY STILL ANTICIPATES THAT ALL 40 PRODUCTION SYSTEMS CAN BE OPERATIONAL BY AUGUST 2000. HOWEVER, THIS DATE COULD BE JEOPARDIZED SHOULD SIGNIFICANT UNANTICIPATED CHANGES OR ENHANCEMENTS BE REQUIRED FOLLOWING THE REVIEW.

From: NTSB
To: FAA
Date: 9/15/1997
Response: PENDING FINAL INSTALLATION OF THE AMASS UNITS, A-91-29 IS CLASSIFIED "OPEN--ACCEPTABLE RESPONSE."

From: FAA
To: NTSB
Date: 8/14/1997
Response: THE FAA IS CONTINUING ITS EFFORTS TO EXPEDITE THE DEVELOPMENT AND IMPLEMENTATION OF AN OPERATIONAL AMASS. A PREPRODUCTION AMASS UNIT WAS INSTALLED IN MAY 1996 AT SAN FRANCISCO INTERNATIONAL AIRPORT FOR AIR TRAFFIC CONTROLLERS TO EVALUATE. ON JUNE 27, 1996, THE FAA SIGNED A CONTRACT WITH NORTHROP GRUMMAN SYSTEMS FOR FULL-SCALE DEVELOPMENT OF AMASS AT DETROIT, ST. LOUIS, AND ATLANTA AIRPORTS. IN OCTOBER 1996, THE FAA DECIDED TO INCREASE THE NUMBER OF SYSTEMS TO BE AWARDED FROM 7 LIMITED PRODUCTION SYSTEMS TO 20 INITIAL PRODUCTION SYSTEMS. A CONTRACT TO DELIVER, INSTALL AND SUPPORT 20 AMASS UNITS WAS SIGNED ON JANUARY 30, 1997. OPTIONS FOR THE REMAINING 16 AMASS UNITS WERE DEVELOPED IN MAY 1997. IF FY 98 FUNDS ARE AVAILABLE, THE FAA WILL EXERCISE THE CONTRACT OPTION TO PROCURE AND INSTALL THE REMAINING 16 SYSTEMS. THE FAA ANTICIPATES THAT THIS EFFORT WILL BE COMPLETED IN THE YEAR 2000.

From: NTSB
To: FAA
Date: 10/29/1996
Response: A-91-29 ASKED THE FAA TO EXPEDITE EFFORTS TO FUND THE DEVELOPMENT & IMPLEMENTATION OF AN OPERATIONAL SYSTEM ANALOGOUS TO THE AIRBORNE CONFLICT ALERT SYSTEM TO ALERT CONTROLLER TO PENDING RUNWAY INCURSIONS AT ALL TERMINAL FACILITIES THAT ARE SCHEDULED TO RECEVIE AIRPORT SURFACE DETECTION EQUIPMENT (ASDEIII). AS YOU ARE AWARE, THIS RECOMMENDATION IS ON THE BOARD'S "MOST WANTED" LIST, WHICH STRESSES OUR CONCERN ABOUT THE HAZARD OF RUNWAY INCURSIONS. THIS CONCERN WILL REMAIN AT A HIGH LEVEL UNTIL THE FAA IS ABLE TO IMPLEMENT AN AMASS SYSTEM AT EACH OF THE ASDE III-EQUIPPED AIRPORTS WHERE THE VOLUME & COMPLEXITY OF TRAFFIC FLOW DICTATES ITS USE. THE BOARD ACKNOWLEDGES THAT 40 SYSTEMS ARE SCHEDULED TO BE OPERATIONAL BY OCTOBER 2000, PENDING THE COMPLETION OF THE AMASS DELIVERY SCHEDULE, THE BOARD CLASSIFIES A-91-29 "OPEN--ACCEPTABLE RESPONSE."

From: FAA
To: NTSB
Date: 8/16/1996
Response: THE FAA IS CONTINUING ITS EFFORTS TO EXPEDITE THE DEVELOPMENT & IMPLEMENTATION OF AN OPERATIONAL AIRPORT AREA SAFETY SYSTEM (AMASS). A PREPRODUCTION UNIT OF THE AMASS SYSTEM WAS INSTALLED IN MAY 1996 AT SAN FRANCISCO INTERNATIONAL AIRPORT FOR AIR TRAFFIC CONTROLLERS TO EVALUATE. ON 7/27/96, THE FAA SIGNED A CONTRACT AWARD MODIFICATION WITH NORTHROP GRUMMAN SYSTEMS, INC., FOR FULL-SCALE DEVELOPMENT OF THE AMASS. THE CONTRACT PROVIDES FOR THREE ADDITIONAL SYSTEMS FOR TESTING AT DETROIT, ST. LOUIS, & ATLANTA. THE FIRST DELIVERY UNDER THE CONTRACT MODIFICATION IS SCHEDULED FOR AUGUST 1997 AT DETROIT. A NEW CONTRACT FOR THE LIMITED PRODUCTION OF SEVEN SYSTEMS & OPTIONS FOR THE REMAINING SYSTEMS WILL BE AWARDED IN JANUARY 1997. A DECISION FOR THE REMAINING 29 PRODUCTION SYSTEMS IS ANTICIPATED IN JUNE 1998 AFTER THE COMPLETION OF OPERATIONAL TESTING & EVALUATION OF ALL FACETS OF THE SYSTEMS. THE LAST DELIVERY IS SCHEULED FOR AUGUST 2000. I WILL KEEP THE BOARD APPRISED OF THE FAA'S PROGRESS ON THIS RECOMMENDATION.

From: NTSB
To: FAA
Date: 12/21/1995
Response: THE BOARD NOTES THAT THE FAA IS CONTINUING ITS EFFORTS TO EXPEDITE THE DEVELOPMENT & IMPLEMENTATION OF AN OPERATIONAL AIRPORT MOVEMENT AREA SAFETY SYSTEM (AMASS). THE DEVELOPMENTAL SYSTEM THAT WAS DEMONSTRATED & VALIDATED AT SAN FRANCISCO WAS FURTHER REFINED & TESTED AT BOSTON & ATLANTA. THE BOARD ALSO NOTES THAT THE FAA HAS FINALIZED AMASS REQUIREMENTS & IS IN PROCUREMENT CONTRACT NEGOTIATIONS & THAT OPERATIONAL REQUIREMENTS DEMONSTRATION IS SCHEDULED FOR OCTOBER 1997. ALL 40 SYSTEMS ARE SCHEDULED TO BE OPERATIONAL BY 2000. PENDING THE IMPLEMENTATION OF THE SYSTEM, THE BOARD CLASSIFIES A-91-29 "OPEN--ACCEPTABLE RESPONSE."

From: FAA
To: NTSB
Date: 10/26/1995
Response: THE FAA IS CONTINUING ITS EFFORTS TO EXPEDITE THE DEVELOPMENT & IMPLEMENTATION OF AN OPERATIONAL AIRPORT MOVEMENT AREA SAFETY SYSTEM. THE DEVELOPMENT SYSTEM THAT WAS DEMONSTRATED & VALIDATED AT SAN FRANCISCO WAS FURTHER REFINED & TESTED AT BOSTON & ATLANTA. THE FAA PLANS TO DELIVER THE LATEST PREPRODUCTION VERSION TO SAN FRANCISCO IN MAY 1996 WHERE IT WILL UNDERGO ADDITIONAL EVALUATION. THE FAA FINALIZED THE AMASS REQUIREMENTS IN APRIL 1995 & NEGOTIATED CONTRACTOR PERFORMANCE CRITERIA DURING JULY & AUGUST 1995. THE FAA IS PRESENTLY NEGOTIATING A CONTRACT FOR THE REMAINING 39 AMASS SYSTEMS. THE FIRST OF THESE SYSTEMS WILL BE INSTALLED IN FEBRUARY 1997 & BEGIN OEPRATIONAL TESTING & EVALUATION. THIS SYSTEM WILL START OPERATIONAL REQUIREMENTS DEMONSTRATION IN OCTOBER 1997. ALL 40 AMASS SYSTEMS ARE SCHEDULED TO BE OPERATIONAL BY 2000.

From: NTSB
To: FAA
Date: 1/7/1994
Response: THE BOARD IS PLEASED THAT THE OPERATIONAL SUITABILITY OF THE AIRPORT MOVEMENT AREA SAFETY SYSTEM (AMASS) IS UNDER EVALUATION AND THAT THE FIRST OPERATIONAL SYSTEM IS EXPECTED TO BE DELIVERED IN EARLY FISCAL YEAR 1995. THE BOARD APPRECIATES BEING INFORMED OF THE PROGRESS OF AMASS AND CLASSIFIES RECOMMENDATION A-91-29 "OPEN--ACCEPTABLE RESPONSE."

From: FAA
To: NTSB
Date: 10/22/1993
Response: CONTROLLER TESTING OF THE AIRPORT MOVEMENT AREA SAFETY SYSTEM (AMASS) BEGAN IN MAY 1993 IN SAN FRANCISCO, CA. THE FAA IS EVALUATING THE OPERATIONAL SUITABILITY OF AMASS. ASSUMING ACCEPTANCE, DELIVERY OF THE FIRST PRODUCTION SYSTEM IS EXPECTED IN EARLY FISCAL YEAR 1995.

From: NTSB
To: FAA
Date: 7/19/1992
Response: The Safety Board notes that the FAA has completed hardware design for the Airport Movement Area Safety System and is approximately 40 percent complete with the software design. The Safety Board appreciates this update and looks forward to the next progress report. Based on the above information, Safety Recommendation A-91-29 remains classified as "Open--Acceptable Response."

From: FAA
To: NTSB
Date: 5/5/1992
Response: THE HARDWARE DESIGN FOR THE AIRPORT MOVEMENT AREA SAFETY SYSEM IS COMPLETED. THE SOFTWARE DESIGN IS APPROXIMATELY 40 PERCENT COMPLETED. THE CONTRACTOR ANTICIPATES AN AUGUST 1992 DELIVERY DATE TO THE FEDERAL AVIATION ADMINISTRATION (FAA) TECHNICAL CENTER FOR INTERFACE TESTING AND A SEPTEMBER 1992 DELIVERY DATE TO THE SAN FRANCISCO INTERNATIONAL AIRPORT FOR ENGINEERING TRIALS AND CONTROLLER OPERATIONAL SUITABILITY TESTING. EXPECTED PRODUCTION IS BASED ON SUCCESSFUL COMPLETION OF TESTING THIS WINTER. PLANNED DELIVERIES OF AN OPERATIONAL SYSTEM ARE STILL SCHEDULED FOR NOVEMBER 1994.

From: NTSB
To: FAA
Date: 11/15/1991
Response: Safety Recommendation A-91-29 recommends that the FAA expedite efforts to fund the development and implementation of an operational system analogous to the airborne conflict alert system to alert controllers to pending runway incursions at all terminal facilities that are scheduled to receive Airport Surface Detection Equipment (ASDE III). The Safety Board notes that the FAA is addressing the intent of this safety recommendation in the Airport Movement Area Safety (AMASS) program. The FAA anticipates funding for this program by April 1992 and field production of the AMASS units beginning in November 1994. This system is expected to provide both aural and visual alerts to controllers using the ADSE III display. Pending completion of the system, the Safety Board classifies Safety Recommendation A-91-29 as "Open--Acceptable Response." We would appreciate receiving reports on the progress of the AMASS.

From: FAA
To: NTSB
Date: 8/12/1991
Response: The intent of this safety recommendation is being addressed in the Airport Movement Area Safety System (AMASS) program. A letter contract was awarded to Norden Systems on September 25, 1990. On June 27, 1991, the design requirements were baselines for the software, including the safety logic. The FAA is currently concluding negotiations to define the letter contract by the end of August 1991. A production acquisition strategy is currently under development to reduce the time between developmental testing and the beginning of production. The FAA anticipates funding long-lead hardware items for production starting in April 1992 so that field production of the AMASS units can begin in November 1994. Field validation of the reproduction AMASS unit will begin in San Francisco in September 1992 and conclude by December 1992. The AMASS system is expected to provide both aural and visual alerts to controllers using the Airport Surface Detection Equipment 3 display.

From: NTSB
To: FAA
Date:
Response: At the 1990 Board meeting addressing the NTSB’s Most Wanted List of Transportation Safety Improvements (MWL), the Board voted to place Safety Recommendations A-86-33, A-86-40 and A-86-42 on the Federal MWL under the issue category “Runway Incursions/ Ground Collisions of Aircraft.” On November 8, 2007 at the Board meeting addressing the Federal Most Wanted List of Transportation Safety Improvements the category’s name was changed to “Improve Runway Safety.” Since 1990, the Board has voted to include Safety Recommendations A-91-29, A-91-30, A-91-54 through A-91-58, A-91-110 through A-91-115, A-95-86, A-95-92, A-95-93, A-95-97, A-00-66, A-0067, A-00-68, and A-07-57 is this category as well.