|37000 Feet||Browse and search NASA's
Aviation Safety Reporting System
|Local Time Of Day||1201 To 1800|
|Locale Reference||airport : ord|
|Altitude||agl bound lower : 0|
agl bound upper : 0
|Operator||common carrier : air carrier|
|Make Model Name||Medium Large Transport, Low Wing, 2 Turbojet Eng|
|Navigation In Use||Other|
|Flight Phase||ground other : taxi|
|Affiliation||company : air carrier|
|Function||flight crew : captain|
oversight : pic
|Qualification||pilot : flight engineer|
pilot : atp
|Experience||flight time last 90 days : 180|
flight time total : 8500
flight time type : 2500
|Affiliation||government : faa|
|Function||controller : ground|
|Qualification||controller : radar|
|Anomaly||incursion : runway|
non adherence : clearance
|Independent Detector||other controllera|
|Resolutory Action||none taken : anomaly accepted|
|Consequence||faa : reviewed incident with flight crew|
|Primary Problem||Flight Crew Human Performance|
|Air Traffic Incident||Pilot Deviation|
We landed runway 22R at ord and tower told us to take high speed and cross 9L and contact ground control after crossing. An air carrier X widebody transport was coming out of their alley which was at our 12 O'clock position and approaching us from our right was an air carrier Y large transport on the inner taxiway. Ground control told us to take a right turn on the outer taxiway and plan to double back on the inner behind the air carrier Y jet. Almost immediately he told us to make a right turn, join the old scenic to the inner and follow air carrier Y. After turning to the right ground control said we had gone too far and to make a left turn to old scenic to the inner, which we did. After we made the turn he asked if we knew we had encroached upon 22R with the left turn. Our reply was we were unaware. He then told us to join the inner behind air carrier Y and to call the tower by phone when we got to our gate. I believe there are several factors contributing to this problem. First, trying to anticipate taxi instructions which are normally given when an unknown is given to you during a period of a very high workload in the cockpit and an after landing condition, especially in a 2-M cockpit. Another factor coupled with the previous condition is a too rapid fire instruction of ground control with the assumption of the cockpit receiving and understanding of same. A third factor is we misread the commercial chart. We thought the old scenic stopped at the north side of the outer when in fact it continues through to the inner. There is an elevation note at this point on the chart that obliterates the non nomenclature connector between the outer and the inner. The expanded view of this area on chart stops just short of this area described. Also there are no taxiway designators on this part of the airport that show the 'old scenic.' maybe if there were txwys designators at this area it may prevent this from happening again especially at night or in low visibility conditions. When a clearance is not fully understood, we should and will next time, stop the aircraft regardless of how much ATC wants traffic flow expedited and wait until there is a break in radio xmissions and ask for the instructions to be reread. Controllers at O'hare are the best in the world, but it may help if they could consider that rapid fire, multiple taxiway non normal taxi instructions during a high workload, for them as well as us, cannot always be received and digested as fast as we would all like.
Original NASA ASRS Text
Title: ACR MLG MISSED TXWY TURN AND CAME VERY CLOSE TO ACTIVE RWY GETTING ONTO INNER TXWY.
Narrative: WE LANDED RWY 22R AT ORD AND TWR TOLD US TO TAKE HIGH SPD AND CROSS 9L AND CONTACT GND CTL AFTER XING. AN ACR X WDB WAS COMING OUT OF THEIR ALLEY WHICH WAS AT OUR 12 O'CLOCK POS AND APCHING US FROM OUR RIGHT WAS AN ACR Y LGT ON THE INNER TXWY. GND CTL TOLD US TO TAKE A RIGHT TURN ON THE OUTER TXWY AND PLAN TO DOUBLE BACK ON THE INNER BEHIND THE ACR Y JET. ALMOST IMMEDIATELY HE TOLD US TO MAKE A RIGHT TURN, JOIN THE OLD SCENIC TO THE INNER AND FOLLOW ACR Y. AFTER TURNING TO THE RIGHT GND CTL SAID WE HAD GONE TOO FAR AND TO MAKE A LEFT TURN TO OLD SCENIC TO THE INNER, WHICH WE DID. AFTER WE MADE THE TURN HE ASKED IF WE KNEW WE HAD ENCROACHED UPON 22R WITH THE LEFT TURN. OUR REPLY WAS WE WERE UNAWARE. HE THEN TOLD US TO JOIN THE INNER BEHIND ACR Y AND TO CALL THE TWR BY PHONE WHEN WE GOT TO OUR GATE. I BELIEVE THERE ARE SEVERAL FACTORS CONTRIBUTING TO THIS PROB. FIRST, TRYING TO ANTICIPATE TAXI INSTRUCTIONS WHICH ARE NORMALLY GIVEN WHEN AN UNKNOWN IS GIVEN TO YOU DURING A PERIOD OF A VERY HIGH WORKLOAD IN THE COCKPIT AND AN AFTER LNDG CONDITION, ESPECIALLY IN A 2-M COCKPIT. ANOTHER FACTOR COUPLED WITH THE PREVIOUS CONDITION IS A TOO RAPID FIRE INSTRUCTION OF GND CTL WITH THE ASSUMPTION OF THE COCKPIT RECEIVING AND UNDERSTANDING OF SAME. A THIRD FACTOR IS WE MISREAD THE COMMERCIAL CHART. WE THOUGHT THE OLD SCENIC STOPPED AT THE N SIDE OF THE OUTER WHEN IN FACT IT CONTINUES THROUGH TO THE INNER. THERE IS AN ELEVATION NOTE AT THIS POINT ON THE CHART THAT OBLITERATES THE NON NOMENCLATURE CONNECTOR BTWN THE OUTER AND THE INNER. THE EXPANDED VIEW OF THIS AREA ON CHART STOPS JUST SHORT OF THIS AREA DESCRIBED. ALSO THERE ARE NO TXWY DESIGNATORS ON THIS PART OF THE ARPT THAT SHOW THE 'OLD SCENIC.' MAYBE IF THERE WERE TXWYS DESIGNATORS AT THIS AREA IT MAY PREVENT THIS FROM HAPPENING AGAIN ESPECIALLY AT NIGHT OR IN LOW VISIBILITY CONDITIONS. WHEN A CLRNC IS NOT FULLY UNDERSTOOD, WE SHOULD AND WILL NEXT TIME, STOP THE ACFT REGARDLESS OF HOW MUCH ATC WANTS TFC FLOW EXPEDITED AND WAIT UNTIL THERE IS A BREAK IN RADIO XMISSIONS AND ASK FOR THE INSTRUCTIONS TO BE REREAD. CTLRS AT O'HARE ARE THE BEST IN THE WORLD, BUT IT MAY HELP IF THEY COULD CONSIDER THAT RAPID FIRE, MULTIPLE TXWY NON NORMAL TAXI INSTRUCTIONS DURING A HIGH WORKLOAD, FOR THEM AS WELL AS US, CANNOT ALWAYS BE RECEIVED AND DIGESTED AS FAST AS WE WOULD ALL LIKE.
Data retrieved from NASA's ASRS site as of August 2007 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.