You are on final ( Airbus /Boeing), and are told of a runway incursion, what is the procedure you follow?

Question

I have heard that there is a certain "drop dead point" the you have to either set down or go around, is the tower responsible for informing you of any incursion into the runway or is it from other A/C? Obivously if it is daytime you would/could see it, but what about IFR conditions? I also was told this happens far more than is reported.

Answer 1

If you are in visual conditions and shooting a visual approach and there is a runway incursion, you simply go around and try again. Here are the 4 C's to a go around.... Cram (add climb power), Climb (pitch to a climb attitude), Clean (retract the gear and the flaps in increments), and Communicate (inform tower/ATC of your intentions).



If you are in IFR conditions, the procedure is basically the same, except that you execute your missed approach instructions as depicted on your instrument approach procedure or as assigned to you by ATC. You will then most likely be vectored around for another approach.



The best way to avoid runway incursions as a pilot is to become very familiar with airport markings for one thing. Have a runway/taxiway diagram out in the cockpit for quick reference if at an unfamiliar airport. Don't be afraid to ask for a "progressive" taxi where the ground controller tells you exactly where to turn rather than spouting out taxiway designators at you at 90 mph. Pay close attention to ATC assigned taxi instructions and if not sure if you are cleared to cross or position on an active runway... ask for clarification!!



Source.... experience. I've had incursions created when I've been on final approach and had to go around and I've even created an incursion at Nashville Int. once, but fortunately no plane was taking off or landing on the particular runway at the time. It was an unfamiliar airport and I didn't have the taxiway diagram out!

Answer 2

Generally, the procedure is to go around and try for another landing. This usually means pitch up (for climb), power up (for climb), flaps and gear up (for airspeed, according to the manufacturer's recommended procedure), and speak up (let the tower know what you're doing).



The tower will direct the aircraft to go around if they determine the runway is unsafe. The Pilot in Command ALWAYS has the authority to go around in order to ensure the overall safety of the flight. Other aircraft might call with reports of a runway incursion, but that seems less likely to me.



IFR conditions such as you mentioned are why the FAA is pushing for ADS-B technology. ADS-B transponders will allow extremely precise tracking of aircraft on the airport surface, helping to prevent runway incursions in poor visibility conditions.



And yes, runway incursions happen far more often than we like to admit.

Answer 3

Under VFR conditions, you are the sole judge to take the appropriate actions in order to execute the go around. Open full power and check your rate of descent by a slight back pressure without letting your speed drop. Once power comes on and your rate of descent has been checked only then you start to change the nose attitude by coming back on the controls. Once in a climb, retract your gear and flaps and either come back for another landing or divert to another airfield. The 'drop dead point' is the stage after which the the aircraft must touch down because of lack of altitude and its downward inertia, and not enough time remains to carry out the missed approach procedures. Under IFR conditions it is the sole responsibility of the ATC to give you enough warning of a blocked runway. The IFR procedures remain the same as above but would be carried out solely on instruments and as per missed approach pattern procedures in the aircraft operating manual.

Answer 4

You would wave off the landing. Apply power, raise the gear, and fly straight down the runway, cursing in the flight station, while the FO calmly tells tower that you are waving off.



Even if you are seconds from touchdown, you can still apply power, wait for the spool, and fly off. Hopefully you will clear the intruding aircraft.



This does happen more often than is known, and the results can be fatal. This is the reason the FAA has a new awareness campaign aimed at reducing runway incursions.

Answer 5

On takeoff, there is a certain point where if you're below that point, you abort takeoff and stop on the runway, but if you're past that point you are comitted to taking off. This point is called "V1" right before your rotate the wheel. But on landing, at anytime, you may abort landing and make a go around or fly to your alternative unless you don't have sufficient fuel.



Whether you see the runway incursion first, or ATC see's it first, it's your duty to make sure the airplane lands safely and only when you believe that the runway is safe enough to land.

Answer 6

You go around / Or if your On an Ifr flight plan you call missed approach The tower should have separation of 3000ft between landing aircraft.The fight crew is responsible for see and avoid clearance

Answer 7

D B has one factor wrong. You do not fly straight up the runway. You should sidestep to the right of the runway. Other than that, he has a good answer.

Answer 8

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Answer 9

I would "Go around"