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.

Example - “N456HK, Runway One-Eight, continue, traffic holding in position.”

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:

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.

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:

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 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.

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]

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]