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aviation operations.
A Recipe for
Miscommunication
Blend distractions, assumptions, and misinterpretations.
Add a little pressure. Arrange on a long, flat surface. For
“well done” communications, clarify all ingredients before
lifting off. For “half-baked” communications, lift off
early— even if it feels wrong.
■ My aircraft departed ZZZ airport without being
released…. The ultimate reason was a miscommunication
between the First Officer and myself…. I work hard never
to rush the First Officer beyond his or her ability, yet in
this case, I believe I did. Even if I said nothing verbally, I
probably said it with my actions because we were running
late and I was moving quickly…. During taxi, while the
First Officer got the clearance, I wanted to verify the
winds. This created a situation where I was listening to
ATIS while the First Officer was picking up the
clearance…. We taxied to the hold short line just north of
another aircraft. The First Officer briefed the
clearance…but never indicated that we were being held for
release and I never asked at that time. We then proceeded
to wait for the other aircraft to taxi out. Finally we asked
them if they were going to go. They indicated that they
were waiting on us. I was surprised, because I didn’t know
we had been cleared for departure or released. As I entered
the runway, something felt wrong to me, and because I
didn’t hear the clearance, I asked if we were cleared and
the First Officer answered, “Yes” (it turned out that this
was a reference to all the checklists being cleared). With
that confirmation I departed…. Departure let us know that
we had departed without being released.
Runway Confusion… by
Request
In two similar incidents, key information was left out of
otherwise clear communications. In each case there were
two different interpretations of the same phrase.
■ I was told, “Cleared to land Runway 24” while on final.
As I came closer to the airport the Tower said, “Can you
make Runway 15L?” I said, “Yes, I can” (it was my
understanding that I was to enter a base leg and land on
Runway 15L). When I was [on] short final the Tower
proceeded to confirm that I could make Runway 15L. My
understanding was that I should try to land on Runway
15L because of other traffic. The Tower meant for me to
land on Runway 24 and make the first available left turn
onto Runway 15L due to traffic on final. The aircraft
behind us did a go-around.
This runway incursion occurred because of a
miscommunication. I will clarify a request like that in the
future. If both the Tower and I were clearer in what we
said, I believe something like this would never have
happened.
■ After being cleared for the ILS Runway 1L approach
and then cleared to land, I noticed that the taxiways were
loaded with aircraft heading for Runway 1L. Also, my
destination on the field was at the end of the runway. I
requested a long landing. The controller said that he was
unable due to landing aircraft behind me, but I could use
Runway 31. As I was getting ready to turn mid-field final
for Runway 31 the controller asked if I intended to go
around. I replied, “No” and that I was starting my turn for
Runway 31. After landing the controller stated that he
meant that I should land on Runway 1L and turn off on
Runway 31…. There was clearly a miscommunication….
■ The ground marshaller signaled for us to start our taxi
out from the gate. During turnout the Captain stopped the
aircraft midway through the turn. When I asked him if
there was a problem, he replied that the marshaller “had
an odd look on his face” so he elected to stop the aircraft….
The marshaller then gave the stop signal and notified us
that the left wingtip had contacted the jetway, causing a
slight indentation on the left wingtip and breaking a
fiberglass panel on the jetway. The aircraft was shutdown
where we stopped, the flight was cancelled, and the
passengers were offloaded. After the incident, we learned
that the jetway was not fully retracted away from the
aircraft. A wing walker had been motioning to the jetway
operator to retract the jetway. Our marshaller saw the
wing walker’s hand motions and interpreted them to mean
that it was OK for the aircraft to move and directed us to
begin taxi out.
Lessons learned: 1. Everyone in the ground crew was
trying to do a good job, turn the aircraft quickly, and not
　
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