Navigating between airports is becoming easier than ever with the proliferation of GPS equipment in airplanes. Navigating on the surface of the airport, however, seems to be a greater challenge than ever. The number of “runway incursions” showed a steady decline until 1993, then began to increase. In fact, the number of runway incursions increased by more than one-third annually from 1993 through 1999.
By the way, a runway incursion is simply driving an airplane to somewhere it is not supposed to be on a particular airport at that particular time. Runway incursions are not limited to controlled airports or to runways. If reported, an airplane taxiing onto a runway at an uncontrolled airport while another airplane is on final approach would be considered to be a runway incursion. Also, an airplane at a controlled airport that entered a taxiway onto which it had not been cleared would also be considered a runway incursion.
The problem is almost certainly worse than the statistics show. Runway incursions at uncontrolled airports are rarely reported. There might be a less-than-friendly exchange on the CTAF, but it probably ends there. It is unlikely that the FSDO will ever hear of it unless they are called in to examine the pile of scrap aluminum on the runway. At controlled airports, controllers are also reluctant to report runway incursions unless there is a near-miss or unless they think that an airline captain might make a report.
At uncontrolled airports, the causes of runway incursions are usually just lack of vigilance on the part of the pilot. Most incidents are not caused by the “regulars” at that airport, but rather by the visitor who usually operates from controlled airports and forgets the basic rule that the pilot is responsible for collision avoidance, not the controller. The freedom to taxi around the airport at will sometimes overshadows the need for vigilance. Pilots must remember that non-radio equipped airplanes necessarily gravitate to the uncontrolled airports. Lack of radio calls does not mean lack of traffic.
At controlled airports, runway incursions are probably not caused by pilots choosing to ignore ATC instructions, but by one of three other causes, not understanding the clearance, not knowing the present location of the airplane on the airport, or misinterpreting the meaning of signs or markings. A very simple rule to help prevent problems is for the pilot to immediately stop and ask for instructions if there is any doubt about the meaning of a sign, marking, or previously received clearance. However, the airplane should never be stopped on an active runway. The pilot must exit the runway onto a convenient taxiway, bring the airplane to a stop, and then make the inquiry. It is perfectly acceptable for the pilot to ask for “progressive taxi instructions.” Even if the controller is busy and seems slightly annoyed, it is better to be safe than sorry. Remember, nobody ever caused a collision or received a violation for asking for help while still in a safe area.
With all this having been said, it is probably a good idea to review basic airport signs and markings. Runway markings are white and taxiway markings are yellow. Runway lights are white, sometimes appearing to have a yellow cast when operating at a low intensity, and taxiway lights are blue. The runway holding lines consist of two solid and two dashed lines. Pilots must hold on the solid line side until cleared. When exiting the runway, the pilot should make sure that the airplane has completely crossed the hold line onto the solid line side before stopping. At larger airports, green taxiway centerline lights may be visible and there may be red stop bar lights present. Never cross a red illuminated line. The stop bar lights will be turned off and the pilot will be issued a clearance to proceed at the appropriate time. The pilot must also be aware of any ILS hold lines. These are to keep airplanes out of an area that might interfere with the localizer or glide slope transmissions. Just because the weather is VFR doesn’t automatically mean that the ILS is not in use. If in doubt, ask the controller before crossing the ILS hold line. For a complete review of airport lighting and markings, see the Aeronautical Information Manual, Chapter 2, Section 3.
At any airport that has more than one runway and one taxiway, it is helpful to have a taxi diagram. However, the pilot must always avoid the temptation to look at the diagram while taxiing. In fact, taxiing the airplane is a full-time job in a single-pilot operation. The pilot should also not attempt to copy a clearance, tune radios, program the GPS, set the heading indicator, or ANYTHING else while the airplane is in motion.
Here is a quick review of some instructions from the tower regarding operations on the airport surface. “Taxi to . . . ” means that the airplane is cleared to the specified point, and may cross any intersecting taxiways or runways. However, “taxi to and hold short of . . . ” means just what it says. The pilot has been instructed to begin taxiing to a point on the airport, but must stop and await further clearance before proceeding beyond the specified holding point. “Taxi into position and hold,” means that the pilot may taxi onto the active runway, but must await further clearance before beginning the takeoff roll. Remember that any clearance regarding taxi or takeoff which contains the word “hold” must be repeated back to the controller.
The procedures involving land and hold short instructions or “LAHSO” have been the subject of controversy lately. The concept is simple. Land on the specified runway and hold short of an intersecting runway. This effectively shortens the available runway length for the landing pilot. One must assume that another airplane is either landing on or departing from the intersecting runway. The purpose of the LAHSO clearance is to expedite operations at the airport while avoiding the crunching and tearing sounds created when two airplanes attempt to occupy the intersection of the two runways at the same time. Before accepting a LAHSO clearance, the pilot must make sure that the available runway length is well within the capabilities of the aircraft and of the pilot. The Airport Facilities Directory will indicate the available length, but pulling out the AFD while flying single-pilot in the terminal area probably isn’t a very good idea. The easy way is to simply ask the controller for the available length prior to accepting the clearance. Pilots must remember that the available runway length might necessitate a short field landing and must be vigilant in properly configuring the airplane regarding flap settings and must be on the appropriate speed. Pilots must not accept a LAHSO clearance unless absolutely sure that the landing can be accomplished safely without exceeding the crossing restriction. This is about the only time that a go-around can be a dangerous maneuver. It might place the airplane in the flight path of the departing airplane or of the landing airplane if it was to also execute a go-around.
The only safe way to operate safely on the airport surface is to exercise the same degree of diligence that is exercised while making a takeoff or landing. There is a popular saying that says, “It is better to ask forgiveness than permission.” This definitely doesn’t apply to airport surface operations. |
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