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Pilot’s Handbook of Aeronautical Knowledge

FAA-H-8083-25C Version October 20, 2025
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Chapter 14

Airport Operations

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]

Diagram of an EMASMAX system.
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.

There have been several incidents where the EMAS has successfully arrested the aircraft.
Figure 14-57. There have been several incidents where the EMAS has successfully arrested the aircraft.
  1. 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.
  2. Maintain deceleration efforts - The arrestor bed is a passive system, so this is the only action required by the pilot.
  3. 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
A Bombardier CRJ-200 regional jet overran the runway at Yeager Airport (KCRW) in Charleston, West Virginia.
Figure 14-58. A Bombardier CRJ-200 regional jet overran the runway at Yeager Airport (KCRW) in Charleston, West Virginia.

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
EMAS information for Boston Logan International Airport located in the Chart Supplement U.S. (formerly Airport/ Facility Directory).
Figure 14-59. EMAS information for Boston Logan International Airport located in the Chart Supplement U.S. (formerly Airport/ Facility Directory).
An airport diagram with EMAS information.
Figure 14-60. An airport diagram with EMAS information.