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during the holidays may be more pronounced
than at other times of the year. The added factor of
unexpected winds and weather increases the potential for
incidents or accidents.
Football
Field
Follies
A Monthly Safety Bulletin
from
The Office of the NASA
Aviation Safety Reporting
System,
P.O. Box 189,
Moffett Field, CA
94035-0189
October 1996 Report Intake
Air Carrier Pilots 1907
General Aviation Pilots 735
Controllers 131
Cabin/Mechanics/Military/Other 54
TOTAL 2827
ASRS Recently Issued Alerts On...
Pitot-static system malfunction on an A-300
Difficult-to-understand digital ATIS transmissions
Parachuting activity near two Texas arrival routes
Localizer signal interference at a California airport
Recurring frequency interference at an ATC Center
Schedule pressure, poor weather conditions, a runway
change in progress, and high traffic volume can stretch
both pilot and controller workload nearly to the limit. A
Captain tells of an escalating series of problems—a
runway incursion, an aborted takeoff, a near on-theground
collision, and an air carrier go-around—all of
which began with an unauthorized frequency change.
n  The ATIS information we received stated, “departing
runway 14, hold-short line #1 in use, landing runway 23.”
An aircraft that had just landed stated on Ground
frequency, “Braking action was poor transitioning to nil at
the end of runway 23.” Sitting number 3 for departure
still on Ground frequency, we asked if they wanted us to
contact Tower. Ground Control said no, not yet. A minute
or two later, the aircraft in front of us started to taxi onto
the runway for departure. Not wanting to miss our soonexpected
taxi-into-position clearance for departure from
Tower, we flipped the frequency to Tower. Following
behind the leading aircraft, we started to continue our taxi
up to the #1 hold-short line. As we passed the #2 holdshort
line, Tower called us and told us to hold short of
hold line #2. Since we were already past it, I told the
First Officer to tell Tower we were already past line #2.
Tower responded, “Oh.”
Apparently when the braking action on runway 23 was
reported poor-to-nil, they closed runway 23 and changed
operations to also land on runway 14...Hold line #2 is for
the runway 14 ILS critical area protection. We were in it.
It was snowing pretty good, and we were nearing our
hold-over time—we wanted to depart soon. In the future,
I’ll confirm I can leave the frequency before I flip the
switch.
But our reporter’s story doesn’t end there. After the
confusion over the hold-short lines and with an aircraft
on final approach, ATC gave their best effort to get this
crew on its way. The Captain continues:
n  Apparently, ATC wanted to get us out before the first
runway 14 arrival because we were in the ILS critical
area. We were given “position and hold runway 14”…
then “cleared for takeoff, [another jet] on two-mile final
runway 14.” At about 70 KIAS, air carrier Y came into
view taxiing across our runway. I called “abort, abort,”
and the First Officer aborted the takeoff. During the
abort, I announced on Tower frequency that “[We are]
aborting our takeoff, air carrier Y is taxiing across the
runway.” A few seconds later, the jet on final asked, “Is
the runway clear yet?” We were in our turn clearing the
runway when Tower instructed the jet on final to go
around.
If the visibility had been much lower, we might not have
been able to stop, that is, at higher speed and with less
distance to stop. And with possibly no radio call from
either (potentially crashed) aircraft on the ground, the
landing aircraft could have joined the pileup with no warning.
Some pilots make it a practice not to change to Tower
frequency until the runway is the only place left to taxi.
A Weighty Problem
Ice on the runway is bad enough. Ice on any part of an
aircraft—especially one without deicing equipment—can
have an immediate and dramatic effect on the plane’s
ability to remain aloft. A general aviation pilot reports:
n  I entered a cloud layer at 8,000 feet. Air temperature
was 1°C. The first few minutes, I encountered rain. This
immediately turned to ice—moderate to severe mixed ice.
Immediately, my plane went into a rapid descent. I told
Center I was in a rapid descent, at 6,500 feet…[and] could
not hold altitude. They told me to make a right turn. I
　
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