The aviation industry is critical for the economic development of Saudi Arabia. The central location to the country between the east and the west makes it an attractive and convenient transport and trade global hub. In this regard, the enhancement of the aviation infrastructure in the country is a priority in securing the positional advantage of the country in the global economic activities. Already the country has four international airports that handle international traffic of people and cargo. In 2018, these airports handled 741,893 flights and served 97.3 million passengers, and registered a significant growth of 4.1% and 8.0% respectively. Although most of the flights and passengers are associated with regional destinations such as the United Arab Emirates, Egypt, Pakistan, India and Turkey, the country serves airlines from across the globe. Therefore, the development of the airport infrastructure is part of the several initiatives and programs being undertaken by the general authority of civil aviation (GACA). These interventions are in line with overall development of the air transport system in the country that would contribute towards the national economy as envisaged in the country’s Vision 2030. In these respect, civil aviation can contribute significantly to the economy of the country and help in economic diversification so as to reduce the overreliance on oil, whose price is at an all-time low. The development of a runway safety plan is a critical step in improving the civil aviation system in the country for economic diversification and progress.

Foreword by Director of Safety Analysis

Airport safety is in high demand by airlines, countries, and clients, and airport authorities are increasingly being required to guarantee high safety levels that address all the existing and emerging risks. The Aviation Investigation Bureau (AIB) of Saudi Arabia is committed to advance aviation safety by undertaking regular safety studies that reduce the risks on aircrafts that use the airport facilities in the country. In this regard, AIB judiciously collects data on the safety conditions of the airport infrastructure in the country and makes recommendations to the General Authority of Civil Aviation on ways of improving aviation security. Part of the strategic goals of AIB include enhancing it technical capabilities and carrying out speedy investigations of the incidents and accidents that occur in the airports in the country, especially in the four international airports. In 2018, the AIB made several recommendations addressing training, management, regulatory, equipment maintenance, and airport facilities to enhance the safety standards and prevent the reoccurrence of incidents and accidents in the country’s airports.

Executive Summary

Saudi Arabian airports are still bedeviled with incidents of runway occurrences that continue to endanger the safety of people and property. Despite the modernity of the four international airports, runway occurrences continue to be worrisome, having spiked upwards between 2017 and 2018. Moreover, it is an accepted global good practice that aviation and airport authorities in countries have recent and up-to-date runway safety action plans that secure aircrafts from runway occurrences and reduce the risks of runway occurrences such as incursions, excursions and other runway safety issues as well. A study on the development of a runway safety action plan for Saudi airports is conducted to help address the risks on runway safety. However, information about the level of risk in the Saudi runways, the state of the mitigation measures, and the gaps in runway safety in the country’s airports will be determined using primary data from pilots, air traffic controllers and civil aviation bodies in the country. Moreover, best practices and recommendations for improvements of runway safety will be obtained from secondary sources published by the global and local aviation bodies, such as ICAO, IATA, FAA, AIB, and GACA to identify the gaps in runway safety in Saudi Arabian airports. This information will them be used to develop a runway safety action plan for the airports in the country.

1.0 Introduction

1.1 Background of the Study

Airports are critical to the modern economy because they facilitate global connectivity of people and speedy movement of goods across the world. In the Kingdom of Saudi Arabia, international and local airports are critical in diversifying the economy of the country, as envisioned in the Kingdom’s Vision 2030. This means that airports are a critical infrastructure that will provide and facilitate other economic activities that would reduce the overreliance of the country on oil and create jobs and wealth of the Saudis (Alshammary 22). In his respect, the development and maintenance of high quality airport infrastructure is critical for realizations of the country’s economic ambitions.

Airport runways are central to the operation of aircrafts because they contribute to the safety of the aircrafts during the critical moments of takeoff and landing. In this regard, airport runways should always be in good usable condition at all times to ensure aircraft and passenger safety. The safety aspect of the runway is guided by a runway safety plan that is often developed by the civil aviation authority in a country, in collaboration with the international civil aviation organizations and agencies, such as ICAO, IATA, and EASA. In Saudi Arabia, this duty is mandated to the General Authority of Civil Aviation (GACA).

1.2 Problem Statement

Airports in the Kingdom of Saudi Arabia continue to experience accidents and incidents, some of which occur on the runways. In 2018, the country experienced a total of 518 accidents and incidences, according to the Aviation Investigation Bureau (AIB) of the Kingdom of Saudi Arabia. Specifically, 4 accidents, 7 serious incidents, and 470 other incidents occurred in Saudi airports (Aviation Investigation Bureau 6). However, although this was an 18% reduction from the previous year, King Abdul-Aziz International Airport registered an increase of safety notifications by 37% when the other three international airports in the country recorded a reduction ranging between 5% and 31% (Aviation Investigation Bureau 8). The incidents that occur on the runways include runway incursions, runway excursions, and emergency landings, which damage the aircrafts and runway as well as endangering the passengers and crew. This situation is worrisome because it damages the reputation of the Saudi airports and discourages other aircrafts and passenger for fear of their safety. Therefore, a comprehensive runway safety action plan would help restore confidence in the Saudi airports and position the country as an air travel hub in the region and the world.

1.3 Research Question

Saudi Arabian airports continue to experience numerous occurrences that endanger people and property. Runway excursions and incursions, bird strikes, and near collisions between aircrafts are some of the occurrences experienced in these airports. Many of the accidents and incidents that occur in the Saudi airports are investigated by the Aviation Investigation Bureau (AIB). After the investigations, the body makes several recommendations to avoid their reoccurrence in the future. For instance, in its 2018 report, AIB recommended that a strategic Air traffic Flow Management (AFM) system and a non-radar approach procedure be implemented at the control tower of Jazan Airport. However, it is not clear whether the recommendations are fully implemented or the challenges experienced during the implementation process. Moreover, runway occurrences persist despite the recommendations to improve runway management and safety. Besides, although the General Authority of Civil Aviation has a safety and risk management department, which is charged with runway safety and the implementation of the State Safety Program (SSP), it is unknown whether it has a more recent runway safety action plan other than the one that was published in 2013. Under these circumstances, the question that arises is “does Saudi Arabia have a current runway safety action plan, and if not, what should be the considerations needed to make it up-to-date?”

1.4 Scope of the Study

The General Authority of Civil Aviation (GACA) is responsible for air transport services regulation and implementation, airworthiness standards, and air safety in the Kingdom of Saudi Arabia. This body was from the Presidency of Civil Aviation (PCA), which was curved out of the body that controlled the aviation industry in the country, thus separating civil and military aviation. The General Authority of Civil Aviation is in charge of the 4 international airports and 23 domestic airports in Saudi Arabia. It is headquartered in Riyadh and works closely with the International Civil Aviation Organization (ICAO) in performing its regulatory functions in the country.

1.5 Purpose of the Study

The purpose of this study is to develop a runway safety action plan for Saudi Arabian airports. This need comes in the backdrop of the rapidly changing civil aviation environment globally, in which the demands for higher safety levels are being demanded by countries and international airlines. Customers are also insisting that air travel safety should be enhanced if they are to increasingly adopt traveling by air over other models of travel. Besides, the threats from terrorist organizations are a reality in Saudi Arabia, and the airport infrastructure in the country is at risk of being targeted. Moreover, the scope of runway safety has expanded to include associated infrastructure that address runway excursions and other runway related mishaps, considering that aircrafts have become larger and increasingly automated. Therefore, this study would facilitate the development of a safety plan that addresses these new realities in runway management. In the end, the research question will be answered when a runway safety action plan is developed.

1.6 Objectives of the Study

This study will pursue the following objectives

To identify the current and emerging challenges in runway safety in Saudi Arabian airports
To assess the current risks in runway safety in Saudi Arabian airports
To predict the risks that runways in Saudi airports may experience in the future
To develop new safety metric that accommodate the current realities and future predictions of the aviation industry
To assess the organizational capabilities needed for enhancing runway safety in Saudi Arabia
To develop a comprehensive action plan for runway safety of Saudi Arabian airports

2.0 Review of Runway Occurrences

2.1 Occurrences

Airport runways are prone to occurrences that compromise the safety of people and property. The civil aviation industry was experiencing a rise in the number of accidents since 2016 when 75 accidents occurred compared to 98 in 2018. Notably, fatalities had increased significantly between 2017 and 2018, rising from 50 to 514 respectively as illustrated in figure 1 (International Civil Aviation Organization 6).

Figure 1. Fatal accidents in commercial air operations between 2014 and 2018

Source: International Civil Aviation Organization (7)

According to the International Civil Aviation Organization (ICAO), accidents related to the runways in airports were the most prevalent sources of accidents in the aviation industry across the world, such that they represented over half of all the aviation accidents experienced since 2010 (International Civil Aviation Organization 24). More specifically, accidents related to runway safety conditions accounted for 36% of the fatal accidents that caused 54 fatalities in 2018.

There are various types of occurrences related to the runways in airports. The International Civil Aviation Organization (31) categorizes runway safety occurrences as runway incursions, runway excursions, undershoot and overshoot incidences, tail strikes, and hard landing incidences. A runway incursion is the presence of an unwanted object on the runway, such as a person, a vehicle or another aircraft, which hinders the safe takeoff or landing of an aircraft. Runway incursions may be caused by drivers of vehicles in the airport, flight crews, and air-traffic controllers who are either unfamiliar with the design of the aerodrome, communicate ineffectively, experience low visibility due to bad weather (SKYbrary). Alternatively, runway excursions are occurrences involving the veering off of an aircraft from the runway surface, usually during takeoff or landing runs. Runway excursions have several causes, including the attempt to land an aircraft in the wrong airport, landing at a high touchdown speed, malfunctioning brakes and spoilers, and a slippery runway surface due to ice, snow, water, or sand. Also, crosswinds may push the aircraft off the runway, the aircraft may be overloaded, thus lengthening the takeoff or braking distance, or a pilot may reject to takeoff due to a malfunction or indecision (SKYbrary). These occurrences may have unique or crosscutting causes, which need to be addressed to enhance runway safety during the development of the safety plan. The runway occurrences and their causal factors are summarized in table 1

Table 1. Summary of common runway occurrences and their contributing factors

Runway occurrence	Contributing/causal factors
Abnormal runway contact (ARC)	Strong crosswindsInstrument malfunctionHigh approach speedsPoor judgement by pilot Unexpected aircraft flat tireLanding gear malfunction
Collision with obstacles during takeoff and landing (CTOL)	Migratory birds crossing the runwayInadequate flight path clearanceAdverse weather conditions such as snow and heavy rainPower cables, antennae, and telephone cablesBuilding structures and trees
Ground Handling (RAMP)	Lack of situational awareness among vehicle drivers and ground crewStalled and malfunctioning vehiclesUncleared debris and clutterPedestrian and vehicle deviation without air traffic control authorizationMisinterpretation of ATC communication
Ground collision GCOL	Pilot errors of judgementMiscommunication with air traffic controllersGround vehicles crossing the runwayPeople crossing the runwayLoss of situational awareness by pilot and ground crew
Loss of control-ground (LOC-G)	Oil spillsUnexpected aircraft flat tire
Runway excursion (RE)	Adverse weather conditionsPilot errorPilot judgement Mechanical failure of aircraftRunway contamination with oil spills and sand
Runway incursion (RI)	Incorrect entry of vehicle or another aircraft without authorizationIncorrect air traffic control clearanceFailure to hold short
Undershoot or overshoot (USOS)	Sudden aircraft malfunctionInadequate takeoff speedPoor visibility due to adverse weather conditions, smoke
Controlled flight towards or into terrain (CFIT)	Aircraft malfunctionAvoidance of obstaclesUnexpected aircraft flat tire
Aerodrome(ADRM)	Inadequate or malfunctioning runway lightsRunway lights blackoutFirePoor aerodrome designLoose foreign objectsInadequate markings and signageInadequate, obsolete or malfunctioning air traffic control systems
Bird strikes (BIRD)	Migratory birds crossing the runwayWildlife crossing the runway

Source: Aviation Investigation Bureau (45); ICAO (37); SKYbrary

2.2 Emerging challenges in runway safety

Airports were experiencing changes that were raising concerns about runway safety. For instance, airports were becoming increasingly busy due to increased air traffic as more people adopted flying and airlines expanded their operations. Therefore, airports may experience overcrowding when they serve many aircrafts simultaneously. This leads to having many people and vehicles in the airport surface, creating conditions for runway obstruction and therefore, runway incursions. Also, as airlines and aviation companies expanded their businesses, they ventured into new routes and destinations that pilots were not familiar with, causing them to make mistakes when taking off or landing. For instance, pilots could use the incorrect runways, or use the runways incorrectly if they became disoriented in an unfamiliar airport. Moreover, airport operations were being conducted in conditions of lower visibility and under the reliance of technology, increasing the challenges in the ground. International Civil Aviation Organization (57) noted that controlled flight into terrain (CFIT) had been pervasive in many airports and advancements in technology onboard the aircrafts and in airports had helped reduce them over time.

Moreover, adverse weather conditions were becoming more prevalent due to the changing climatic conditions caused by global warming. Notably, winters were becoming colder and longer, wind speed becoming higher, hurricanes and tornados becoming fiercer, and sea water levels were rising. These conditions made the landing and taking off more perilous, thus requiring increased mastery from the crew and improvements in airport design and construction.

2.3 Standards Recommended by International Aviation Organizations

Several organizations in the aviation sector have provided safety guidelines that need to be adopted by airports across the world, including those in Saudi Arabia to attain international standards. For instance, the International Civil Aviation Organization (59) requires that aircrafts exceeding 5,700 kilograms be fitted with enhanced ground proximity warning systems (EGPWS) that contain a database about terrains and obstacles, to reduce the occurrence of controlled flight into terrain incidents and other runway occurrences. In addition, ICAO has required the use of fatigue risk management systems (FRMS) as part of its standards and recommended practices (SARPs). Besides, Annex 11 of ICAO’s standards and recommended practice have been amended to address human fatigue issues. The amendment, which became effective in January 2020 requires countries to institute duty limits for air traffic controllers (International Civil Aviation Organization 64). Doc 9966 of the Manual for the Oversight of Fatigue Management Approaches provided guidance for the management of operating schedules to prevent fatigue, having been updated in 2019.

During the night or low visibility, runways use lights to assist aircrafts. The advancements in lighting technologies has seen the introduction of the energy-saving and high-intensity light emitting diodes that are capable of being used during the day. The ICAO has introduced new standards of the use of lights to improve the safety on runways and taxiways. For instance, the autonomous runway incursion warning systems (ARIWS) are now a requirement in airports to prevent runway incursions and improve safety (International Civil Aviation Organization 68). The system uses information from a surveillance system that monitors the runway situation to activate the warning light in it, autonomously, to augment the stop bars that are operated by the air traffic controller. This technology helps reduce the workload on the controllers and facilitate their alertness.

English is the official air traffic control language although mandarin, Russian, German and French are also used. International Civil Aviation Organization (70) recommends that all pilots and air traffic controllers learn aviation English. In this respect, ICAO has developed language proficiency requirements to reduce miscommunication, and thus, prevent and alleviate problems on the runways.

The International Civil Aviation Organization promotes the establishment of Runway Safety Teams (RST) comprising of members drawn from the diversity of actors in airport operations, as part of its Runway Safety Programme (RSP). Also, ICAO has set up the Runway Safety Go-Team as an advisory body that helps nations to establish Runway Safety Teams (RSTs). The Go-Team also provides professional advice and training, along with giving guidance and recommendations on best practices, and analysis safety gaps in airports (ICAO 1).

3.0 Runway Safety Data Collection and analysis

3.1 Data collection

Primary data will be collected from the stakeholders of the aviation industry in the country, including the pilots, air traffic controllers, AIB, and GACA. Participants representing these stakeholder groups will be recruited using purposing sampling, which can be scaled up using snowball sampling to increase the number of participants. The participants will be assured of their privacy and the confidentiality of the information they provide before being asked for their informed consent to participate in the study. In this respect, participants will be asked to desist from disclosing any information that can be used to identify them. in addition, they will participate in the study voluntarily, thus being allowed to exit from the study at any point if they change their mind.

A questionnaire will be administered to these groups through their representative participants. The questionnaire will be furnished online to enhance convenience and reduce administration costs. In addition to demographic information such as the gender, age, years of experience, education level, professional skills and other information related to the individual participant, the questionnaire will also gather related to the runway occurrence experiences of the participants and their perceptions about these incidents. Information on Issues such as frequency, emerging trends, new challenges, and what the participants think should be done to address these challenges will be solicited.

Secondary data from international aviation bodies like ICAO, IATA, and FAA and local Saudi bodies like the AIB and GACA will be obtained from their publications. From the publications of international aviation bodies, information such as the trends in runway occurrences, latest risk assessment and mitigation methods, most recent recommendations and their implementations, and the most recent best practices in runway safety management will be obtained. Similarly, from the publications of local aviation bodies, the data to be collected includes the type and nature of incidences that have occurred in the Saudi airports recently, the effectiveness of previous safety recommendations, the challenges in implementing safety recommendations, advancements in safety standards, national and organizational capacity related to airport safety.

3.2 Data analysis

Statistical analysis will be conducted on the primary data collected from the key stakeholders in the civil aviation industry in Saudi Arabia. Means, frequencies, and percentages will be calculated using computer software (SPSS) after the primary data is coded and entered into it. Relationships between dependent and independent variables will be determined using correlational tests such as the spearman rank-order correlation coefficient.

A thematic analysis will be conducted on the secondary date to reveal the main themes and subthemes related to runway safety issues. Special attention will be provided to the emerging technologies being used to improve runway safety across the world, the deficiencies of runway safety in the Saudi airports, and best global practices being used to enhance runway safety across the world.

4.0 Development of an Action Plan for Runway Safety

The action plan commences with the reconstitution of the runway safety team (RST) that comprise of representatives from all the stakeholders in airport operations in the country. Specifically, the RST will comprise of representatives from GACA and AIB, flight crew, emergency response service providers, Saudi military air operator, aerodrome operators, air traffic service providers, airport construction contractors, an ornithologist, and a meteorologist.

The Runway Safety Team will form a runway safety action plan work group (RSAP-WG) that will identify the operational safety risks in Saudi airports, which will be revealed by the primary data. The information will be categorized based on the type of occurrence, and its contributing factors, as summarized in table 1. A risk analysis of all the events and occurrences under the headings will be undertaken to deliver a risk matrix that classifies them based on their probability of occurring and severity of consequence. Occurrences data from Saudi airports for the last 5 years would be used to determine the prevalence of the runway occurrences, which should be used to assign the risk probability and impact scores. The risk weigh would be determined by multiplying the scores of the risk probability and impact, and the average number of incidences of the risk category over the analysis period. The risk index methodology developed by the Federal Aviation Administration (FAA) can be used to develop the risk matrix and prioritize the risks, to inform the runway safety action plan for the country (ICAO 33).

Moreover, considering that the international airports in the country are undergoing expansion or are earmarked to be expanded to service the increased air traffic in and out of the country, it is critical to have a safety plan that accommodates the expansion and renovation periods. Considering that the airport may continue functioning as the work-in-progress periods are in place, sufficient safety controls, especially for contractors that are not familiar with the airport layout, is critical. These controls should accommodate working in limited visibility and hence provide the necessary procedures that conform to international best practices.

4.1 Safety Recommendations

Recommendations on the actions that should be undertaken to reduce the risks identified will be made. However, the interventions should be categorized by the targets that should be achieved in the short term (1-2 years), those that will be implemented in the medium-term (3-5years) and those that will be implemented in the long term (over 5 years). The short-term actions will include:

Updating and aligning the runway safety standards and recommended practices to those provided by ICAO. This should include a chapter dedicated to runway safety in the Saudi airport safety manual.
Aligning the assessment and reporting of the runway surface condition to the Global Reporting Format that is provided in Annex 14, volume 1 of the ICAO Runway Safety Handbook
Update the definitions and applications of stabilized approach procedures for the different airports in Saudi Arabia to accommodate airport realities.
Updating the flight data monitoring (FDM) programme to conform to the standards required for the prevention of accidents and assurance of flight safety.
Ensure that all runway ends have a runway end safety area (RESA) as prescribed by ICAO. This area should be enlarged once the airport is upgraded to handle larger aircrafts.
Resurface old runways that do not provide sufficient friction that meet ICAO standards. In the same vein, runways and taxiways should be kept free from obstacles, such as loose stones, sand, rubber chips, and other debris that can damage the engines and structures of aircrafts. The airport should have a regular inspection program to ensure that the runway is always unobstructed and obstacles and removed promptly. In this respect, the aerodrome operator must ensure sufficient communication about the scheduled works that may require runway closures, or temporary withdrawal of the airport facilities, which can take the form of aeronautical information, such as an aeronautical information publication (AIP) amendment, an AIP supplement or a Notice to Airmen (NOTAM). Sections of the runways closed for aerodrome works need to be suitably delineated with marker boards and lit well in conformity to the aerodrome standards situated by ICAO.
Renew and improve the signage in the runways and maneuvering areas according to ICAO recommendations in Annex 14
Reviewing all training programs for airport ground operators, like airside vehicle drivers. Emphasis should be placed on training for adverse weather conditions, such as sand storms, and night operations.
Conduct regular runway safety campaigns and drills to improve situational awareness and promote issue identification and mitigation.

In the same vein, the middle-term actions include:

Updating the runway safety practices adopted by Saudi Arabia airports so that they conform to runway Safety Go-Team methodology, Runway Safety Team Handbook, and Manual of the Prevention of Runway Incursions (Document 9870). It also includes the updating of the safety management elements and systems to ensure that they conform to ICAO provisions.
Updating training of runway safety to conform to ICAO standards
Implement integrated safety trend analysis and reporting systems (iSTARS) in all airports in Saudi Arabia to enhance the monitoring and sharing of safety data related to runways.
Increase the attendance to the global runway safety events organized by ICAO to update the knowledge of the personnel operating in Saudi airports
Upgrade the practices and procedures on runway operations along with infrastructure. Notably, the use of radio telephony phraseology should be enhanced by continuously training the Saudi airport operators in aviation English as prescribed by ICAO. This would improve the communication outcomes in airports, thus preventing runway occurrences.
GACA should strengthen its regulatory oversight and supervision of runway safety programs
Ensure that all runways have overrun warning systems that are functional throughout the day and night to guide and warn aircrafts. This includes the used of situational awareness technologies that work especially during low visibility. The visibility in Saudi airports should be enhanced using new technologies, such as high-resolution airport moving maps (HR-AMMs), and heads up displays (HUDs) for pilots to avoid distracting their view and attention. Similarly, stop bars, Advanced Surface Movement Guidance & Control System (A-SMGCS), wind shear warning systems, and autonomous runway incursion warning system (ARIWS) should be installed in all airports in Saudi Arabia so support the situational awareness of vehicle drivers, controllers, and pilots. In the same vein, obstacle collision avoidance systems (OCAS) should be installed in all Saudi airports. These systems use the data of aircraft and vehicle positions in the aerodrome and the space above it to warn of impeding collisions. This system would be particularly useful in the international airports in the country that experience heavy air traffic, and therefore, at higher risk of collisions and runway incursions.

In the long-term (over 5 years), the capital-intensive recommendations will be implemented. These include:

Addition of modern runways. Airport management should budget for addition of new runways to accommodate the increasing air traffic. In turn, the airport should be closed to avoid accidents when construction is ongoing.
Complete reconstruction of existing runways. Airport management can budget for the reconstruction of dilapidated runways. Like runway construction, this will require the closure of the airport for the period the works are in progress.
Relocation of entire airports to better and more spacious locations. The government of Saudi Arabia, together with the airport management and investors should fund the construction of new airports to replace those that are poorly designed and located. In this regard, the airport construction plan should be aligned to the Vision 2030 to ensure economic viability.
Continuous training programs for all personnel working at the airports. In this respect, GACA will review its entire training and certification standards to ensure that they accommodate continuous professional development in conformity to ICAO, FAA, and IATA standards.

Ultimately, the runway safety action plan should have a safety management system installed in all airports in Saudi Arabia, as required by GACA. This system would provide the framework in which organizational structures, policies and procedures, accountabilities, and primary safety oversight mechanisms can be monitored, assessed, and refurbished for increased effectiveness. The system should be readily auditable and able to capture and integrate the lessons learned in the regular audits and updates of the operation practices at the aerodromes in Saudi Arabia.

5.0 Conclusion

This study is expected to deliver a runway safety action plan. It will use primary and secondary data to highlight the considerations needed to develop the plan. In addition, the approach to be used in developing the runway safety action plan for Saudi Arabia has been outlined. An initial risk assessment will inform which runway occurrences should receive most attention because of their high risk probability and consequence. In the proposed plan, efforts should be directed to address the most critical risks that could cause the severe ramifications promptly, while mitigating the others in the long-term. The short-term recommendations will be implemented within 1-2 years and will include the updating and aligning of the Saudi safety standards to the most recent ones recommended by ICAO. In addition, light renovations such as extending the runway end safety area in some of the Saudi airports and minor runway resurfacing works will also be undertaken in the short term. In the medium term, which will take between 3-5 years, training and retraining of all personnel at the airport on the updated runway safety standards will be undertaken. In addition, new technologies for monitoring and analysis runway safety will be installed in the airport without them, and upgraded to the latest versions in airports that already have them. In the long term, which extends beyond five years, major runway renovations and constructions will be undertaken to make the airports conform to the recommended ICAO standards.

Works Cited

Alshammary, Meshaal. “Study of causality between civil aviation sector and economic development in Saudi Arabia.” Journal of Governance & Regulation, vol. 6, no. 2, 2017, pp. 22-31.

Aviation Investigation Bureau (AIB). Annual Report – 2017. https://www.aib.gov.sa/en-us/Reports/AIB%20Annual%20Report%202017.pdf. Accessed 13 May 2020

Aviation Investigation Bureau (AIB). Annual Report – 2018. https://www.aib.gov.sa/en-us/Reports/AIB%20Annual%20Report%202018.pdf. Accessed 13 May 2020

Federal Aviation Administration (FAA). National runway safety plan: 2015-2017. 15 August 2014, https://www.faa.gov/airports/runway_safety/publications/media/2015_ATO_Safety_National_Runway_Safety_Plan.pdf. Accessed 13 May 2020

General Authority of Civil Aviation (GACA). “Civil aviation announces the highest number of passengers.” 16 March 2019, https://gaca.gov.sa/web/en-gb/news/15/03/2019-aa. Accessed 13 May 2020

ICAO. “Runway safety go-team methodology.” June 2019, https://www.icao.int/safety/RunwaySafety/Documents%20and%20Toolkits//RSGo-TeamMethodology_Issue2.pdf. Accessed 13 May 2020

ICAO. “Runway safety programme – Global runway safety action plan.” 27 November 2017, https://www.icao.int/safety/RunwaySafety/Documents%20and%20Toolkits/GRSAP_Final_Edition01_2017-11-27.pdf Accessed 13 May 2020

International Civil Aviation Organization (ICAO). State of global aviation safety: Safety report 2019 edition. 29 August 2019, https://www.icao.int/safety/Documents/ICAO_SR_2019_29082019.pdf. Accessed 13 May 2020

SKYbrary. “Runway excursion.” 21 November 2019, https://www.skybrary.aero/index.php/Runway_Excursion. Accessed 13 May 2020

SKYbrary. “Runway incursion.” 23 June 2019, https://www.skybrary.aero/index.php/Runway_Incursion. Accessed 13 May 2020

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