(4) Prior to entering or crossing any runway, the pilot must be positive that ATC has cleared them to enter or cross the runway. Pilots should scan the full length of the runway and also scan for aircraft on final approach. If there is any confusion about the scan results, the pilot should stop and ask ATC to clarify the situation.

(5) When approaching an entrance to a runway, pilot(s) will ensure compliance with hold short or crossing clearance. Furthermore, bring the aircraft to a complete stop, or be in a phase of taxiing that has no risk of causing a runway incursion, before continuing with operational duties and checklists.

(6) Be especially vigilant if another aircraft that has a similar call sign is on frequency. Care should be taken to avoid inadvertently executing a clearance or instruction for another aircraft.

(7) If the pilot becomes disoriented, never stop on a runway and initiate communications with ATC to regain orientation.

(8) Pilots should be especially vigilant when instructed to taxi and “Line Up and Wait” (LUAW). Traffic Collision Avoidance Systems (TCAS)/traffic advisory systems (TAS) should be turned on in order to obtain an awareness of any aircraft that may be landing on their runway. When taxiing onto a runway either at the end of the runway or at an intersection, scan the full length of the runway and scan for aircraft on final approach or landing rollout.

(9) If a pilot has been instructed to LUAW without being advised of the reason/condition (wake turbulence, traffic on intersecting runway, etc.) or the reason/condition is not clearly visible (e.g., another aircraft has landed or is taking off on the same runway), the pilot should expect a communication from ATC within 90 seconds. If the pilot does not receive a communication from ATC within 90 seconds of the LUAW clearance, the pilot should initiate communication with ATC. Pilots should be especially vigilant when instructed to LUAW, particularly at night or during periods of reduced visibility.

(10) Pilots should use caution after landing on a runway that intersects another runway, or on a runway where the exit taxiway is in close proximity to another runway’s hold short line.

(11) After landing, ensure that the entire aircraft, including the tail section, has crossed over the respective landing runway’s hold short line. This will ensure that the entire aircraft is clear of the respective runway safety area. If you are constrained from clearing the landing runway by an adjacent parallel runway hold short line, stop and immediately advise ATC.

(12) After landing at a non-towered airport, or at an airport where the control tower is closed, remember that not all aircraft are radio-equipped; therefore, before entering or crossing a runway, listen on the appropriate frequency (common traffic advisory frequency (CTAF)) for inbound aircraft information. Scan the full length of the runway, including the final approach and departure paths of the runway(s) you intend to enter or cross.

(13) After landing, nonessential communications and nonessential pilot actions should not be initiated until clear of all runways (e.g., changing radio frequencies and repositioning flaps, and trim).

(14) During landing, do not accept last-minute ATC turnoff instructions unless you clearly understand the instructions and are certain that you can safely comply.

(1) While written taxi instructions are a good operating technique, common sense and flexibility should be used in determining the need for them at a specific airport. For example, if the departure runway is very near the aircraft parking location, or if the taxi route has been used numerous times, it may only be necessary to record the basic elements of the taxi clearance. However, when the taxi instructions are complex or the pilot is unfamiliar with the airport layout, a detailed transcription of all instructions is desirable. Additionally, individual pilots may choose to develop a set of symbols and shorthand notations which allow them to clearly record and later recall key items in the taxi instructions. As a technique, some pilots enter taxi instructions into the flight management computer (FMC) scratchpad.

(2) Examples include: