|37000 Feet||Browse and search NASA's
Aviation Safety Reporting System
|Local Time Of Day||0601 To 1200|
|Locale Reference||airport : pbi|
|Altitude||agl bound lower : 0|
agl bound upper : 0
|Operator||common carrier : air taxi|
|Make Model Name||Light Transport, Low Wing, 2 Turboprop Eng|
|Flight Phase||ground other : taxi|
|Affiliation||company : air taxi|
|Function||flight crew : captain|
oversight : pic
|Qualification||pilot : atp|
|Experience||flight time last 90 days : 100|
flight time total : 5700
flight time type : 50
|Affiliation||company : air taxi|
|Function||flight crew : first officer|
|Qualification||pilot : instrument|
pilot : commercial
|Anomaly||incursion : runway|
non adherence : clearance
other anomaly other
|Independent Detector||other controllera|
|Resolutory Action||flight crew : returned to intended course or assigned course|
|Primary Problem||Flight Crew Human Performance|
|Air Traffic Incident||Pilot Deviation|
Taxiing out of company ramp in west palm beach we were instructed to taxi to runway 9 via charlie taxiway, follow corp jet light transport Y, hold short runway 13 for landing traffic. First officer answered part of the call and incorrectly. I replied to ATC with proper phraseology and content and proceeded to tell first officer to answer ATC instructions clearly and per aim specification. While doing this I found myself taxiing on runway 13 with traffic 2 mi on final. Ground instructed us to leave the runway immediately. There was no indication by ground that any action would be taken against us. This improper and unauthorized taxi into an active runway was caused by my diverting attention to explain to the first officer the need for proper radio procedures. With our company expanding into the miami hub, our situation is an accident waiting to happen: pairing new captain with new first officer's, first officer's are no longer given IOE, our company can no longer attract high time pilots and the new hires have no multiple crew experience. Company consistently schedules us for long duty hours, several days in a row. This leads us to flying fatigued and the consequent probability for unsafe operations. There is no indication that we can expect better schedules, better trained first officer's and shorter days.
Original NASA ASRS Text
Title: COMMUTER ACFT DEVIATES FROM TAXI INSTRUCTIONS DUE TO DISTR CAUSED BY CAPT INSTRUCTING INEXPERIENCED F/O.
Narrative: TAXIING OUT OF COMPANY RAMP IN WEST PALM BEACH WE WERE INSTRUCTED TO TAXI TO RWY 9 VIA CHARLIE TXWY, FOLLOW CORP JET LTT Y, HOLD SHORT RWY 13 FOR LNDG TFC. F/O ANSWERED PART OF THE CALL AND INCORRECTLY. I REPLIED TO ATC WITH PROPER PHRASEOLOGY AND CONTENT AND PROCEEDED TO TELL F/O TO ANSWER ATC INSTRUCTIONS CLEARLY AND PER AIM SPEC. WHILE DOING THIS I FOUND MYSELF TAXIING ON RWY 13 WITH TFC 2 MI ON FINAL. GND INSTRUCTED US TO LEAVE THE RWY IMMEDIATELY. THERE WAS NO INDICATION BY GND THAT ANY ACTION WOULD BE TAKEN AGAINST US. THIS IMPROPER AND UNAUTH TAXI INTO AN ACTIVE RWY WAS CAUSED BY MY DIVERTING ATTN TO EXPLAIN TO THE F/O THE NEED FOR PROPER RADIO PROCS. WITH OUR COMPANY EXPANDING INTO THE MIAMI HUB, OUR SITUATION IS AN ACCIDENT WAITING TO HAPPEN: PAIRING NEW CAPT WITH NEW F/O'S, F/O'S ARE NO LONGER GIVEN IOE, OUR COMPANY CAN NO LONGER ATTRACT HIGH TIME PLTS AND THE NEW HIRES HAVE NO MULTIPLE CREW EXPERIENCE. COMPANY CONSISTENTLY SCHEDULES US FOR LONG DUTY HRS, SEVERAL DAYS IN A ROW. THIS LEADS US TO FLYING FATIGUED AND THE CONSEQUENT PROBABILITY FOR UNSAFE OPS. THERE IS NO INDICATION THAT WE CAN EXPECT BETTER SCHEDULES, BETTER TRAINED F/O'S AND SHORTER DAYS.
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.