4-3-10. Intersection Takeoffs

1. In order to enhance airport capacities, reduce taxiing distances, minimize departure delays, and provide for more efficient movement of air traffic, controllers may initiate intersection takeoffs as well as approve them when the pilot requests. If for ANY reason a pilot prefers to use a different intersection or the full length of the runway or desires to obtain the distance between the intersection and the runway end, THE PILOT IS EXPECTED TO INFORM ATC ACCORDINGLY.
2. Pilots are expected to assess the suitability of an intersection for use at takeoff during their preflight planning. They must consider the resultant length reduction to the published runway length and to the published declared distances from the intersection intended to be used for takeoff. The minimum runway required for takeoff must fall within the reduced runway length and the reduced declared distances before the intersection can be accepted for takeoff.
3. Controllers will issue the measured distance from the intersection to the runway end rounded “down” to the nearest 50 feet to any pilot who requests and to all military aircraft, unless use of the intersection is covered in appropriate directives. Controllers, however, will not be able to inform pilots of the distance from the intersection to the end of any of the published declared distances.
4. An aircraft is expected to taxi to (but not onto) the end of the assigned runway unless prior approval for an intersection departure is received from ground control.
5. Pilots should state their position on the airport when calling the tower for takeoff from a runway intersection.
6. Controllers are required to separate small aircraft that are departing from an intersection on the same runway (same or opposite direction) behind a large nonheavy aircraft (except B757), by ensuring that at least a 3-minute interval exists between the time the preceding large aircraft has taken off and the succeeding small aircraft begins takeoff roll. The 3-minute separation requirement will also be applied to small aircraft with a maximum certificated takeoff weight of 12,500 pounds or less departing behind a small aircraft with a maximum certificated takeoff weight of more than 12,500 pounds. To inform the pilot of the required 3-minute hold, the controller will state, “Hold for wake turbulence.” If after considering wake turbulence hazards, the pilot feels that a lesser time interval is appropriate, the pilot may request a waiver to the 3-minute interval. To initiate such a request, simply say “Request waiver to 3-minute interval” or a similar statement. Controllers may then issue a takeoff clearance if other traffic permits, since the pilot has accepted the responsibility for wake turbulence separation.
7. The 3-minute interval is not required when the intersection is 500 feet or less from the departure point of the preceding aircraft and both aircraft are taking off in the same direction. Controllers may permit the small aircraft to alter course after takeoff to avoid the flight path of the preceding departure.
8. A 4-minute interval is mandatory for small, large, and heavy aircraft behind a super aircraft. The 3-minute interval is mandatory behind a heavy aircraft in all cases, and for small aircraft behind a B757.

4-3-11. Pilot Responsibilities When Conducting Land and Hold Short Operations (LAHSO)

1. LAHSO is an acronym for “Land and Hold Short Operations.” These operations include landing and holding short of an intersecting runway, an intersecting taxiway, or some other designated point on a runway other than an intersecting runway or taxiway. (See FIG 4-3-8, FIG 4-3-9, FIG 4-3-10.)
2. Pilot Responsibilities and Basic Procedures.
   1. LAHSO is an air traffic control procedure that requires pilot participation to balance the needs for increased airport capacity and system efficiency, consistent with safety. This procedure can be done safely provided pilots and controllers are knowledgeable and understand their responsibilities. The following paragraphs outline specific pilot/operator responsibilities when conducting LAHSO.
   2. At controlled airports, air traffic may clear a pilot to land and hold short. Pilots may accept such a clearance provided that the pilot-in-command determines that the aircraft can safely land and stop within the Available Landing Distance (ALD). ALD data are published in the Chart Supplementand in the U.S.Terminal Procedures Publications.Controllers will also provide ALD data upon request. Student pilots or pilots not familiar with LAHSO should not participate in the program.
   3. The pilot-in-command has the final authority to accept or decline any land and hold short clearance. The safety and operation of the aircraft remain the responsibility of the pilot. Pilots are expected to decline a LAHSO clearance if they determine it will compromise safety.
   4. To conduct LAHSO, pilots should become familiar with all available information concerning LAHSO at their destination airport. Pilots should have, readily available, the published ALD and runway slope information for all LAHSO runway combinations at each airport of intended landing. Additionally, knowledge about landing performance data permits the pilot to readily determine that the ALD for the assigned runway is sufficient for safe LAHSO. As part of a pilot's preflight planning process, pilots should determine if their destination airport has LAHSO. If so, their preflight planning process should include an assessment of which LAHSO combinations would work for them given their aircraft's required landing distance. Good pilot decision making is knowing in advance whether one can accept a LAHSO clearance if offered.

      FIG 4-3-8
      Land and Hold Short of an Intersecting Runway

      

      FIG 4-3-9
      Land and Hold Short of an Intersecting Taxiway

      

      FIG 4-3-10
      Land and Hold Short of a Designated Point on a Runway Other Than an Intersecting Runway or Taxiway

      

   5. If, for any reason, such as difficulty in discerning the location of a LAHSO intersection, wind conditions, aircraft condition, etc., the pilot elects to request to land on the full length of the runway, to land on another runway, or to decline LAHSO, a pilot is expected to promptly inform air traffic, ideally even before the clearance is issued. A LAHSO clearance, once accepted, must be adhered to, just as any other ATC clearance, unless an amended clearance is obtained or an emergency occurs. A LAHSO clearance does not preclude a rejected landing.
   6. A pilot who accepts a LAHSO clearance should land and exit the runway at the first convenient taxiway (unless directed otherwise) before reaching the hold short point. Otherwise, the pilot must stop and hold at the hold short point. If a rejected landing becomes necessary after accepting a LAHSO clearance, the pilot should maintain safe separation from other aircraft or vehicles, and should promptly notify the controller.
   7. Controllers need a full read back of all LAHSO clearances. Pilots should read back their LAHSO clearance and include the words, “HOLD SHORT OF (RUNWAY/TAXIWAY/OR POINT)” in their acknowledgment of all LAHSO clearances. In order to reduce frequency congestion, pilots are encouraged to read back the LAHSO clearance without prompting. Don't make the controller have to ask for a read back!
3. LAHSO Situational Awareness
   1. Situational awareness is vital to the success of LAHSO. Situational awareness starts with having current airport information in the cockpit, readily accessible to the pilot. (An airport diagram assists pilots in identifying their location on the airport, thus reducing requests for “progressive taxi instructions” from controllers.)
   2. Situational awareness includes effective pilot-controller radio communication. ATC expects pilots to specifically acknowledge and read back all LAHSO clearances as follows:
   3. For those airplanes flown with two crewmembers, effective intra-cockpit communication between cockpit crewmembers is also critical. There have been several instances where the pilot working the radios accepted a LAHSO clearance but then simply forgot to tell the pilot flying the aircraft.
   4. Situational awareness also includes a thorough understanding of the airport markings, signage, and lighting associated with LAHSO. These visual aids consist of a three-part system of yellow hold-short markings, red and white signage and, in certain cases, in-pavement lighting. Visual aids assist the pilot in determining where to hold short. FIG 4-3-8, FIG 4-3-9, FIG 4-3-10 depict how these markings, signage, and lighting combinations will appear once installed. Pilots are cautioned that not all airports conducting LAHSO have installed any or all of the above markings, signage, or lighting.
   5. Pilots should only receive a LAHSO clearance when there is a minimum ceiling of 1,000 feet and 3 statute miles visibility. The intent of having “basic” VFR weather conditions is to allow pilots to maintain visual contact with other aircraft and ground vehicle operations. Pilots should consider the effects of prevailing inflight visibility (such as landing into the sun) and how it may affect overall situational awareness. Additionally, surface vehicles and aircraft being taxied by maintenance personnel may also be participating in LAHSO, especially in those operations that involve crossing an active runway.