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I believe this event was a result of my not maintaining a
sterile cockpit environment, especially during the
approach. I was in deep conversation with a passenger.
Because of this, I missed any further calls from Approach
Control, mistook the picture of a similar airport
environment, and didn’t pay enough attention to the
unexplained silence during the attempts to reach the
Tower and Ground.
CRJ200 rudder pedal jam
C310 nose gear extension failure
MD-80 Inertial Reference Unit failure
Western U.S. airport runway marking deficiency
Northwest U.S. airport similar sounding approach fixes
December 2004 Report Intake
Air Carrier / Air Taxi Pilots 2455
General Aviation Pilots 642
Controllers 35
Cabin/Mechanics/Military/Other 101
TOTAL 3233
Wrong Runway -
The Intersection Factor
In the following reports,
intersection takeoffs were a
contributing factor in
departures from the wrong
runway. At the end of a
runway there are usually
prominent runway numbers
painted on the surface and
the holding position signs indicate only one runway
direction (e.g. “27”). At taxiway/runway or runway/
runway, non-full length intersections, there are no
surface numbers and the hold position signs will
indicate both runway directions (e.g. “9-27”). Add in
other factors such as fatigue, weather, or
distraction, and the possibility for confusion at a
runway intersection becomes a concern for
everyone.
Right Turn, Wrong Time

The active runway was 17. Intersection takeoffs were
being used. I was at the Bravo intersection on Runway 17-
35. From this position a left turn would yield a 3,500-foot
takeoff on Runway 17 and a right turn would yield a
3,500-foot takeoff on Runway 35. Tower said, “Turn right.
Cleared for takeoff.” I read this back, turned right, and
took off on Runway 35.
I should have realized that they wanted me to takeoff on
Runway 17 and turn right after takeoff. I am not sure that
the tower used standard terminology, but I have enough
experience to have realized that they wanted a right turn
after takeoff. I should have asked for clarification.
According to the Controller’s Handbook (7110.65P), the
controller should, “State the runway intersection when
authorizing an aircraft to taxi into position to hold or
when clearing an aircraft for takeoff from an
intersection.” The phraseology, “123 Alpha, cleared for
takeoff, Runway 17 at Bravo, 3,500 feet available. Turn
right after takeoff,” would have gone a long way toward
eliminating any confusion.
In the following report, an ambiguous choice of words by
the tower controller and a pilot’s failure to clarify the
instructions contributed to a wrong runway takeoff.
Heading for Trouble
When flying an aircraft with an unslaved directional gyro,
the preferred procedure is to place the aircraft on the
correct runway and then align the directional gyro to
conform to the known runway heading. Doing the
opposite, that is, placing the aircraft on the wrong runway
and then trying to realign the earth with the directional
gyro, will not work. As this C210 pilot learned, it also
leads to more confusion after takeoff. This pilot’s
conscientious analysis of the incident yields some sound
advice to keep the rest of us headed in the right direction.

I received a clearance for departure on Runway 6R.
After asking for a progressive taxi clearance, I held short at
the assigned intersection and changed to Tower frequency.
I was asked by Tower to confirm that the remaining
An Uneasy Departure
Fatigue and complacency are two insidious factors that
can sneak up on the most experienced professionals. In
this report, a B737 got about a 4,000-foot head start on a
weary flight crew.

We were cleared for takeoff from Runway 17 at Golf
intersection. As I was lining up for takeoff, the First
Officer stated, “This way,” and pointed in the direction of
Runway 35. I turned as he directed and commenced
takeoff on Runway 35 from Golf. After takeoff, I realized
that we took off from the wrong runway. The First Officer
asked for a vector to join the airway. Tower replied, “Turn
left and proceed on course. (Pause) Everything all right?”
The First Officer replied, “Left on course,” and “Yes.” In the
midst of this we forgot to raise the gear until 4,000 feet.
The rest of the flight continued without incident.
Contributing factors: 1) Variable winds. We had landed on
　
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