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hear hold short clearances during the roll-out after
landing. (It is suggested that controllers attempt,
as much as practical, to time their instructions for
periods of lesser workload — and provide lots of
time.)
“I did not hear the instructions because of being
busy bringing the aircraft to a stop.”
“Immediately after landing, the Tower Controller
issued us some lengthy instructions, which
we neither could hear nor pay attention to until
we came out of reversing and slowed [up].”
Look !
Frequently associated with the set of controller
errors were pilot admittances of failing to visually
check for other aircraft before crossing an active
runway or moving into position. Controllers and
pilots together need to maintain an eagle eye.
AFinalThought
Overall, whether in taxi-out, taxi-in, or in the
after-landing roll-out phase, this review serves to
identify the hazards in the common place instructions
“Hold Short of Runway XX.”
ASRS Directline Summer 1992 21
Even something as routine as taxiing poses its own set of potential
safety-related problems. They aren’t just limited to dented wing tips
and excursions through the grass, either. Some taxi-related problems are
quite serious. Of the seventy-five ASRS taxi reports reviewed by this author,
most involved unauthorized runway transgressions. In this article we hope
to offer a few practical suggestions towards eliminating future taxi-related
problems.
Runway Transgressions
Runway transgressions can be deadly. In fact, the
worst accident in aviation history occurred due to a
runway transgression at Tenerife, Canary Islands.
Five hundred and eighty-three souls perished in
that 1977 accident.
Fortunately not all runway transgressions involve
accidents, but the potential for a catastrophe
accompanies each and every one of them. While a
national effort is underway to reduce runway
transgressions, FAA figures reveal that the
percentage of pilot-caused runway transgressions
has increased since 1988. According to the FAA’s
Office of Safety Analysis, of the two hundred
twenty-four runway transgressions
reported in 1991, forty-one percent were pilotcaused.
What can be done as an operator or flight
crew to decrease the threat of runway transgressions?
BeforeDepartingtheRamp
ASRS reports reveal that some precautions can be
taken before leaving the ramp. For instance,
several runway transgressions in this data set
occurred because crews became disoriented while
taxiing. Several others reported that the lack of
conspicuous taxiway markings and signs contributed
to a runway transgression. No doubt these
problems could be minimized if crews would place
the airport diagram chart where it could be easily
referred to during taxi. Reported one pilot:
“Had I not violated one of my own rules [of]
having the airport diagram out in plain view, I
don’t believe this incident would have happened.”
Eliminating Taxi-Related Problems — A Few Sure-Fire Tips
And in another incident, an air carrier First Officer
stated:
“I asked the Captain if he had any idea where
[taxiway] ‘G’ was. He replied that he had no
idea, but would continue taxiing … until he saw
a sign. I told him that I’d have a look at the
airfield diagram. He replied, ‘Don’t bother with
that,’ and continued taxiing. While I was heads
down digging out and figuring out the airfield
diagram, we taxied across … an active runway.”
To be really effective the airport diagram
should be located where it can be referenced
without looking away from the taxiway. Some
aircraft are equipped with chart holder
“clipboards” on the side window frames. This
is an ideal place to put the airport diagram.
For aircraft that aren’t so equipped, a piece of
masking tape in the window frame works fine.
A few ASRS reports indicate that a runway
transgression occurred because the Captain did
not hear the clearance to hold short of a particular
runway or taxiway. Reported one Captain:
“I understood that we were to taxi to Runway 25
but I did not hear the ‘hold short of
Runway 34’ restriction.”
by Robert Sumwalt
22 Summer 1992 ASRS Directline
There are several reasons why the Captain may
not hear or comprehend “hold short” clearances.
These include distractions, blocked radio transmissions,
a mindset to taxi to a particular runway
when another runway may be in use, and rushing.
　
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