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Airport Operations

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


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!

c. 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:


ATC:  “(Aircraft ID) cleared to land runway six right, hold
short of taxiway bravo for crossing traffic (type aircraft).”
Aircraft: “(Aircraft ID), wilco, cleared to land runway six
right to hold short of taxiway bravo.”
ATC: “(Aircraft ID) cross runway six right at taxiway
bravo, landing aircraft will hold short.”

Aircraft: “(Aircraft ID), wilco, cross runway six right at

bravo, landing traffic (type aircraft) to hold.”

3. For those airplanes flown with two crew-

members, 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 thor-

ough 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


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