What steps can you take to avoid a runway incursion during takeoff or landing?

As an aviation artist with absolutely no experience as a commercial airline pilot, I would carefully look both ways before pulling out onto the runway.

Having exactly zero experience in the field but having been kindly invited by Limkedin to give my opinion on the subject matter as a "rare expert", my only advice would be NOT to allow IA to select experts in safety related area. At least not at the present time.

To prevent runway incursions, it's essential to adhere to several key safety measures. First, maintain constant vigilance by thoroughly scanning the area before entering an active runway. Second, verify the clearance of all entry points and ensure there's no traffic present. In controlled airspace, maintain clear and continuous communication with Air Traffic Control (ATC). When visiting uncontrolled airfields, communicate your intentions to other pilots monitoring the radio frequency. Never assume actions, always double-check procedures to uphold safety for all personnel, both in the air and on the ground.

When nearing the hold short area, I scan all directions as standard patterns may not be followed by all pilots. Flight software may offer insights from other pilots, especially about local tips and the hot spots that may not be pointed out on the runway diagram. Remember that some towers are training towers, so they are learning and their instructions may not always be accurate. I always assess the best options for landing off-airport when I am entering the pattern, just in case of engine failure on takeoff. The runway in use and wind direction will impact my choices as well for an attempted safe recovery back to the airport.

Always receive explicit clearance from (ATC) before entering a runway for takeoff or landing. Don't proceed until you are absolutely certain you have the all-clear. Use clear and concise communicating with ATC. This helps avoid misunderstandings. Maintain high situational awareness of your surroundings, including other aircraft and vehicles on the ground. (CRM)Pilots should conduct thorough briefings before each flight, which include reviewing taxi diagrams and runway procedures. Strictly follow established checklists, especially during critical phases of flight like takeoff and landing. Cross-Checks. (SMR): Airports equipped with SMR can provide better visibility of ground traffic for both ATC and pilots. Airport Design. Signage.

Don't just listen, actively listen and then follow the ground controller's instructions. It sounds simple but I've witnessed normally sound pilots succumb to sudden loss of judgment (SLOJ) and commit incursions out of anger or frustration. Be cool out there!

Runway incursions are caused due to unauthorised entry of vehicles, aircraft or personal on the runway. To reduce runway incursions radio telephonic conversation between pilots and needs to be concise and clear. All stakeholders should regularly do refresher course and classes so that runway incursions are avoided

Pay attention to the ATC clearance and write down the clearance with short hand. When noted, read back. When unclear about something, request clarification from ATC.

Runway incursions are caused due to unauthorised entry of vehicles, aircraft or personal on the runway. To reduce runway incursions radio telephonic conversation between pilots and needs to be concise and clear. All stakeholders should regularly do refresher course and classes so that runway incursions are avoided

Eyes Out. Slow down ( not what some controllers like to hear). No Checklists during high workload / high traffic segments of the taxi. Be familiar with taxi routes. When in doubt, stop. Situational awareness.

It is crucial to safety, that once the aircraft is in motion, the attention of both pilots is directed outside. The pilot monitoring must continuously confirm the aircraft's position on the airport surface, while the pilot flying maintains a focus on safely maneuvering the aircraft to or from the runway. This is particularly critical in cases where pilots are not familiar with the airport, when there is extensive construction underway, or when visibility is limited, such as during nighttime operations, foggy conditions, or in heavy precipitation. In addition, it is imperative for both pilots, once they have been cleared onto a runway, to verify and agree that the runway they are on is the one they were cleared to use.

When addressing the importance of visual confirmation, two key factors have significantly aided my personal approach. Firstly, a clear verbal affirmation ensuring the visual and TCAS confirmation of an unobstructed approach path, particularly crucial in low visibility scenarios. This includes verifying the deactivation of stop bar lights and ensuring runway clearance. Secondly, maintaining access to current airport briefings and NOTAMs to stay informed regarding the presence of personnel and materials in proximity to the runway surface.

Runway incursions occur when an aircraft takes off or lands on the wrong runway, but they can also occur when and aircraft or vehicle inadvertently gets onto an active runway. Situational awareness, ATC communications and CRM are all important factors to prevent incursions.

Il est important d'attendre surtout après que les essais moteurs ont été réalisés au point d'attente ; pendant ces essais et le déroulement de la check list qui s'en suit, l'attention du pilote n'est pas disponible pour capter les informations diffusées à la radio et si le pilote pénètre trop vite sur la piste il risque de se trouver en conflit avec un appareil en tour de piste. Pas de précipitation pour pénétrer la piste sur un aéroport non contr?lé, même s'il y a d'autres usagers derrière soit !

While you taxi, be on a constant lookout for runway hold short signs that may be along your route. If you come across one that you weren't expecting or cleared to cross, then you might be taxiing the wrong way. Stop and ask ATC for help

Avoid pre determined mindset and do not meticulously brief what taxi route you are expecting: this could produce a mental picture that, in you mind, will make more sense than the actual taxi clearance from ATC. And the risk is that you’ll follow your taxi route, not theirs! If you have a doubt, stop the aircraft and ask for clarification/instructions.

As an ATC somethings that can help are; 1. Keep visual surveillance 2. Issue clear and concise taxi instructions. 3. Ensure readback of clearances. 4. Don't club any control instructions and change of communication instructions.

One of the most alarming risks escalating within the burgeoning short-haul, multi-sector segment of commercial aviation is the insidious expectation bias. This peril becomes particularly pronounced when frequenting the same airfield or airspace within a condensed timeframe. The meticulous execution of a comprehensive briefing before each approach and departure serves as a critical safeguard against potential catastrophe. Regardless of the seeming repetitiveness, conducting a thorough brief and confirming alignment between both flight crew members before every sector is paramount. A poignant adage encapsulating this principle is "Brief What You'll Fly and Fly What You Briefed."

Signaler n'est pas forcément dénoncer : il est possible de faire une notification d'évènement dont l'analyse permettra d'améliorer les process sans nécessairement engager une poursuite ; bien souvent dans le cas d'une incursion de piste, les torts sont partagés. Personne n'est coupable mais tout le monde est responsable !

The reporting culture within commercial aviation must undergo substantial enhancement to accommodate the expanding landscape of operations. With the proliferation of aircraft, airspace congestion escalates, inevitably raising the likelihood of errors. Pilots, being human, possess varying levels of comprehension, subject to individual limitations. Recognizing that errors are inherent to human nature, it is imperative within aviation to facilitate learning from mistakes. This necessitates reporting incidents to designated safety authorities to ensure that valuable insights are disseminated, thereby addressing potential threats and areas susceptible to error.

First of all i would like to say why the runway incursion happens. The runway incursion can accurs when the airport security is not prepared, due to the miscommunication and airport infrastructure. In my opinion, these three examples are the main responsable for that and the miscommunication is the most difficult to avoid because involve many people and different sectors. I just need to say, be prepared for what you need to do. Don't give up or subdue the job.

Fortunately, a lot of technology is available and/or is in the pipeline for implementation, which can and will dramatically increase the safety net for ground traffic by increasing the awareness of the actors involved on board and in the TWR. The problem of investment, however, always remains, particularly when it comes to low/medium-traffic realities where this kind of "drawback" is not considered the very first priority.

All the recommendations proposed in this article make sense for traffic on the ground as well as in the air. The tragic difference is that the safety buffer, in some cases, is terribly smaller on the ground. The actors involved are often much more relaxed, perhaps because they are still on the ground, and do not take into the dew account the risks they may face.

Been flying professionally since the 80s. All those points regarding know the layout,monitor frequencies,verify if in doubt etc are valid and important. The best I can add from experience is the simplest. Watch your duty time, get rest,stay hydrated and most important block out distractions that you have pending. Every distraction depletes cognitive function ,focus and energy from the task at hand.

Low visibility procedures (LVP) means approach or take-off operations on a runway with a runway visual range less than 550 m or with a decision height less than 200 ft Low visibility procedures exist to support Low Visibility Operations at Aerodromes when either surface visibility is sufficiently low to prejudice safe ground movement without additional procedural controls or the prevailing cloud base is sufficiently low to preclude pilots obtaining the required visual reference to continue to landing at the equivalent of an ILS Cat 1 DH/DA. It should be noted that in the latter case, surface visibility may be relatively good but the TWR visual control room may be in cloud/fog.