“Ground, November 1234
ready to taxi from the GA
ramp with Bravo.”
Pilot
“November 1234,
Runway two seven, taxi
via Alpha, hold short
of Runway three one.”
ATC
“November 1234,
Runway two seven, taxi
via Alpha, hold short
Runway three one.”
Pilot
When able, tower will
issue crossing clearance:
“November 1234, cross
Runway three one.”
ATC
Figure 14-54. Communication between ATC and a pilot who is
requesting taxi procedures.
November 477ZA,
Runway four, taxi via
Echo, hold short of
Runway two five at
Taxiway Delta.
Controller
November 477ZA,
Runway four via Echo,
hold short of Runway
two five at Delta.
Pilot
Figure 14-53. Example of taxi and “hold short” instructions from
ATC to a pilot.
Figure 14-51. Do NOT cross a runway holding position marking
without ATC clearance. If the tower is closed or you are operating
from a non-towered airport, check both directions for conflicting
traffic before crossing the hold position marking.
Figure 14-52. Runway 13-31 holding position sign and marking
located on Taxiway Charlie.
Figure 14-53 shows an example of a controller’s taxi and “hold
short” instructions and the reply from the pilot.
ATC Instructions—Explicit Runway Crossing
As of June 30, 2010, ATC is required to issue explicit
instructions to “ cross” or “ hold short ” of each runway.
Instructions to “cross” a runway are normally issued one at a
time, and an aircraft must have crossed the previous runway
before another runway crossing is issued. Exceptions may
apply for closely spaced runways that have less than 1,000
feet between centerlines. This applies to all runways to include
active, inactive, or closed. Figure 14-54 shows communication
between ATC and a pilot who is requesting a taxi clearance.
Extra caution should be used when directed by ATC to
taxi onto or across a runway, especially at night and during
reduced visibility conditions. Always comply with “ hold
short” or crossing instructions when approaching an entrance
to a runway. Scan the full length of the runway and the final
approaches before entering or crossing any runway, even if
ATC has issued a clearance.
ATC Instructions—“Line Up and Wait” (LUAW)
ATC now uses the “line up and wait” (LUAW) instruction
when a takeoff clearance cannot be issued immediately due
to traffic or other reasons. The words “line up and wait” have
replaced “position and hold” in directing you to taxi onto a
runway and await takeoff clearance.
An ATC instruction to “line up and wait” is not a clearance
for takeoff. It is only a clearance to enter the runway and
hold in position for takeoff. Under LUAW phraseology, the
controller states the aircraft call sign, departure runway, and
“line up and wait.” Be aware that “traffic holding in position”
will continue to be used to advise other aircraft that traffic
has been authorized to line up and wait on an active runway.
Pay close attention when instructed to “line up and wait,”
especially at night or during periods of low visibility. Before
entering the runway, remember to scan the full length of the
runway and its approach end for other aircraft.
There have been collisions and incidents involving aircraft
instructed to “line up and wait” while ATC waits for the
necessary conditions to issue a takeoff clearance. An OI
caused a 737 to land on a runway occupied by a twin-engine
turboprop. The turboprop was holding in position awaiting
takeoff clearance. Upon landing, the 737 collided with the
twin-engine turboprop.
When ATC instructs you to “line up and wait,” they should
advise you of any anticipated delay in receiving your takeoff
clearance. Possible reasons for ATC takeoff clearance delays
may include other aircraft landing and/or departing, wake
turbulence, or traffic crossing an intersecting runway.
• If advised of a reason for the delay, or the reason is
clearly visible, expect an imminent takeoff clearance
once the reason is no longer an issue.
• If a takeoff clearance is not received within 90 seconds
after receiving the “line up and wait” instruction,
contact ATC immediately.
• When ATC issues “line up and wait” instructions
and takeoff clearances from taxiway intersection, the
taxiway designator is included.
Example – “N123AG Runway One-Eight, at Charlie
Three, line up and wait.”
Example – “N123AG Runway One-Eight, at Charlie
Three, cleared for takeoff.”
If LUAW procedures are being used and landing traffic is a
factor, ATC is required to:
• Inform the aircraft in the LUAW position of the closest
aircraft that is requesting a full-stop, touch-and-go,
stop-and-go, option, or unrestricted low approach.
Example – “N123AG, Runway One-Eight, line up
and wait, traffic a Cessna 210 on a six-mile final.”
• In some cases, where safety logic is being used, ATC
is permitted to issue landing clearances with traffic in
the LUAW position. Traffic information is issued to
the landing traffic.
Example – “N456HK, Runway One-Eight, cleared to
land, traffic a DeHavilland Otter holding in position.”
NOTE: ATC will/must issue a takeoff clearance to the
traffic holding in position in sufficient time to ensure
no conflict exists with landing aircraft. Prescribed
runway separation must exist no later than when the
landing aircraft crosses the threshold.
• In cases where ATC is not permitted to issue landing
clearances with traffic in the LUAW position, traffic
information is issued to the closest aircraft that is
requesting a full-stop, touch-and-go, stop-and-go,
option, or unrestricted low approach.
Example – “N456HK, Runway One-Eight, continue,
traffic holding in position.”
ATC Instructions—“Runway Shortened”
You should review NOTAMs in your preflight planning to
determine any airport changes that will affect your departure
or arrival. When the available runway length has been
temporarily or permanently shortened due to construction,
the ATIS includes the words “warning” and “shortened” in
the text of the message. For the duration of the construction
when the runway is temporarily shortened, ATC will
include the word “shortened” in their clearance instructions.
Furthermore, the use of the term “full length” will not be used
by ATC during this period of the construction.
Some examples of ATC instructions are:
• “Runway three six shortened, line up and wait.”
• “Runway three six shortened, cleared for takeoff.”
• “Runway three six shortened, cleared to land.”
When an intersection departure is requested on a temporarily
or permanently shortened runway during the construction,
the remaining length of runway is included in the clearance.
For example, “Runway three six at Echo, intersection
departure, 5,600 feet available.” If following the construction,
the runway is permanently shortened, ATC will include
the word “shortened” until the Chart Supplement U.S.
(formerly Airport/Facility Directory) is updated to include
the permanent changes to the runway length.
Pre-Landing, Landing, and After-Landing
While en route and after receiving the destination airport
ATIS/landing information, review the airport diagram and
brief yourself as to your exit taxiway. Determine the following:
• Are there any runway hold markings in close proximity
to the exit taxiway?
• Do not cross any hold markings or exit onto any
runways without ATC clearance.
After landing, use the utmost caution where the exit taxiways
intersect another runway, and do not exit onto another runway
without ATC authorization. Do not accept last minute
turnoff instructions from the control tower unless you clearly
understand the instructions and are at a speed that ensures you
Figure 14-55. Engineered material arresting system (EMAS)
located at Yeager Airport, Charleston, West Virginia.
can safely comply. Finally, after landing and upon exiting
the runway, ensure your aircraft has completely crossed over
the runway hold markings. Once all parts of the aircraft have
crossed the runway holding position markings, you must hold
unless further instructions have been issued by ATC. Do not
initiate non-essential communications or actions until the
aircraft has stopped and the brakes set.
Engineered Materials Arresting Systems
(EMAS)
Aircraft can and do overrun the ends of runways and
sometimes with devastating results. An overrun occurs
when an aircraft passes beyond the end of a runway during
an aborted takeoff or on landing rollout. To minimize the
hazards of overruns, the FAA incorporated the concept of
a runway safety area (RSA) beyond the runway end into
airport design standards. At most commercial airports, the
RSA is 500 feet wide and extends 1,000 feet beyond each
end of the runway. The FAA implemented this requirement
in the event that an aircraft overruns, undershoots, or veers
off the side of the runway.
The most dangerous of these incidents are overruns, but
since many airports were built before the 1,000-foot RSA
length was adopted some 20 years ago, the area beyond the
end of the runway is where many airports cannot achieve the
full standard RSA. This is due to obstacles, such as bodies
of water, highways, railroads, populated areas, or severe
drop-off of terrain. Under these specific circumstances, the
installation of an Engineered Materials Arresting System
(EMAS) is an acceptable alternative to a RSA beyond the
runway end. It provides a level of safety that is generally
equivalent to a full RSA. [Figure 14-55]
An EMAS uses materials of closely controlled strength and
density placed at the end of a runway to stop or greatly slow
an aircraft that overruns the runway. The best material found
to date is a lightweight, crushable concrete. When an aircraft
rolls into an EMAS arrestor bed, the tires of the aircraft sink
into the lightweight concrete and the aircraft is decelerated
by having to roll through the material. [Figure 14-56]
Incidents
To date, there have been several incidents listed below where
the EMAS technology has worked successfully to arrest
aircraft that overrun the runway. All cases have resulted in
minimal to do damage to the aircraft. The only known injury
was an ankle injury to a passenger during egress following
the arrestment. [Figure 14-57]
• May 1999—A Saab 340 commuter aircraft overran
the runway at John F. Kennedy International Airport
(JFK).
• May 2003—A Cargo McDonnell Douglas (MD)-11
overran the runway at JFK.
• January 2005—A Boeing 747 overran the runway at
JFK.
• July 2006—A Mystere Falcon 900 overran the
runway at Greenville Downtown Airport (KGMU)
in Greenville, South Carolina.
• July 2008—An Airbus A320 overran the runway at
O’Hare International Airport (ORD).
• January 2010—A Bombardier CRJ-200 regional jet
overran the runway at Yeager Airport (KCRW) in
Charleston, West Virginia (WV). [Figure 14-58]
• October 2010—A G-4 Gulfstream overran the
runway at Teterboro Airport (KTEB) in Teterboro,
New Jersey (NJ).
• November 2011—A Cessna Citation 550 overran the
runway at Key West International Airport (KEYW)
in Key West, Florida.
EMAS Installations and Information
Currently, EMAS is installed at 63 runway ends at 42 airports
in the United States with plans to install more throughout the
next few years.
EMAS information is available in the Chart Supplement
U.S. (formerly Airport/Facility Directory) under the specific
airport information. Figure 14-59 shows airport information
for Boston Logan International Airport. At the bottom of the
page, it shows which runways are equipped with arresting
systems and the type that they have. It is important for pilots
to study airport information, become familiar with the details
and limitations of the arresting system, and the runways that
are equipped with them. [Figure 14-60]
ARRESTOR BED
Set backRunway
Runway safety area length
Side steps
Runway width
An EMASMAX bed is typically the full width of the runway and the arrestor bed is set-back from the end of the runway.
Typical Plan View
The front of an EMASMAX bed includes a lead-in ramp to transition the aircraft into the material.
• Beyond the runway width, the sides of an EMASMAX bed are stepped to provide emergency vehicle access and passenger
egress.
• The length of the EMAS bed is dependent upon the space available in the existing RSA and the design aircraft for the EMAS.
• As stated in FAA Advisory Circular 150/5220-22A, Engineered Materials Arresting Systems (EMAS) for Aircraft Overruns, the
EMAS is designed to arrest aircraft exiting the runway at speeds between 40 and 70 knots. 70 knots is the preferred EMAS
design runway exit speed but in limited spaces, the EMAS may have design runway exit speeds as low as 40 knots.
Typical Profile View
Typical Section View
Side steps
Stepped sides provide arff
access and passenger egress
Arrestor bed
Arrestor bed
Debris deflector
over concrete beam
Lead in ramp
Base surface
Base surface
Figure 14-56. Diagram of an EMASMAX system.
Pilot Considerations
Although engaging an EMAS should not be a desired
outcome for the end of a flight, pilots need to know what
EMAS is, how to identify it on the airfield diagram and
on the airfield, as well as knowing what to do should they
find themselves approaching an installation in an overrun
situation. [Figure 14-59 and Figure 14-60] Pilots also need
to know that an EMAS may not stop lightweight general
aviation aircraft that are not heavy enough to sink into the
crushable concrete. The time to discuss whether or not a
runway has an EMAS at the end is during the pre-departure
briefing prior to takeoff or during the approach briefing prior
to commencing the approach. Following the guidance below
ensures that the aircraft engages the EMAS according to the
design entry parameters.
During the takeoff or landing phase, if a pilot determines that
the aircraft will exit the runway end and enter the EMAS, the
following guidance should be adhered to:
1. Continue deceleration - Regardless of aircraft speed
upon exiting the runway, continue to follow Rejected/
Aborted Takeoff procedures, or if landing, Maximum
Braking procedures outlined in the Flight Manual.
Figure 14-57. There have been several incidents where the EMAS
has successfully arrested the aircraft.
Figure 14-58. A Bombardier CRJ-200 regional jet overran the
runway at Yeager Airport (KCRW) in Charleston, West Virginia.
2. Maintain runway centerline - Not veering left or right
of the bed and continuing straight ahead will maximize
stopping capability of the EMAS bed. The quality of
deceleration will be best within the confines of the bed.
3. Maintain deceleration efforts - The arrestor bed is a
passive system, so this is the only action required by
the pilot.
4. Once stopped, do not attempt to taxi or otherwise move
the aircraft.
Chapter Summary
This chapter focused on airport operations both in the air and
on the surface. For specific information about an unfamiliar
airport, consult the Chart Supplement U.S. (formerly
Airport/Facility Directory) and NOTAMS before flying. For
further information regarding procedures discussed in this
chapter, refer to 14 CFR part 91 and the AIM. By adhering
to established procedures, both airport operations and safety
are enhanced.
This chapter is also designed to help you attain an
understanding of the risks associated with surface navigation
and is intended to provide you with basic information
regarding the safe operation of aircraft at towered and
nontowered airports. This chapter focuses on the following
major areas:
• Runway incursion overview
• Taxi route planning
• Taxi procedures
• Communications
• Airport signs, markings and lighting
The chapter identifies best practices to help you avoid errors
that may potentially lead to runway incursions. Although the
chapter pertains mostly to surface movements for single-pilot
operations, all of the information is relevant for flight crew
operations as well.
Additional information about surface operations is available
through the following sources:
• Federal Aviation Administration (FAA) Runway
Safety website—www.faa.gov/go/runwaysafety
• FAA National Aeronautical Navigation Services
(AeroNav), formerly known as the National
Aeronautical Charting Office (NACO)—www.faa.
gov/air_traffic/flight_info/aeronav
• Chart Supplement U.S. (formerly Airport/Facility
Directory)—www.faa.gov/air_traffic/flight_info/
aeronav/digital_products/dafd/search/
• Automatic Terminal Information Service (ATIS)
• Notice to Airmen (NOTAMs)—http://www.faa.gov/
pilots/flt_plan/notams
• Advisory Circular (AC) 91-73, part 91 and part 135,
Single-Pilot and Flight School Procedures During Taxi
Operations
• Aeronautical Information Manual (AIM)—www.faa.
gov/air_traffic/publications/atpubs/aim/
• AC 120-74, parts 91, 121, 125, and 135, Flight Crew
Procedures During Taxi Operations
Not to be used for navigation
Figure 14-59. EMAS information for Boston Logan International Airport located in the Chart Supplement U.S. (formerly Airport/
Facility Directory).
NE-1, 28 JUL 2011 to 25 AUG 2011
NE-1, 28 JUL 2011 to 25 AUG 2011
Not to be used for navigation
Figure 14-60. An airport diagram with EMAS information.