|37000 Feet||Browse and search NASA's
Aviation Safety Reporting System
|Local Time Of Day||1801 To 2400|
|Locale Reference||airport : las|
|Altitude||agl bound lower : 0|
agl bound upper : 0
|Operator||general aviation : corporate|
|Make Model Name||Any Unknown or Unlisted Aircraft Manufacturer|
|Operating Under FAR Part||Part 91|
|Navigation In Use||Other |
|Flight Phase||ground other : taxi|
|Function||flight crew : captain|
oversight : pic
|Qualification||pilot : cfi|
pilot : atp
|Experience||flight time last 90 days : 100|
flight time total : 10700
flight time type : 3500
|Function||flight crew : first officer|
|Qualification||pilot : atp|
|Anomaly||incursion : runway|
non adherence : clearance
non adherence : far
|Independent Detector||other controllera|
|Resolutory Action||none taken : detected after the fact|
|Consequence||faa : reviewed incident with flight crew|
|Primary Problem||Flight Crew Human Performance|
|Air Traffic Incident||Pilot Deviation|
The aircraft was parked at (FBO-X) ramp in las. Both myself and the other pilots are rated capts, and altitude seats and responsibilities on every other leg. I was in the left seat copying the ATIS (with my headphones on) while the other pilot called for taxi. The ATIS said 'expect (turbo jets) runway 25 for departure, all others expect runway 19. As I switched radios over to ground control I thought I heard the controller clear us to 'B' taxiway. I confirmed with the other pilot that we were cleared via taxiway B to runway 25.' at the same time I asked the question, the 'door unsafe' light illuminated. I started taxiing forward to taxiway B. As we neared the intersection of taxiway B and runway 19, I again asked the other pilot if we were cleared to runway 25 because I could see all aircraft on extended final for runway 19. He said that 'yes we are.' I crossed runway 19 and the ground controller informed us that we had crossed an active runway. Causes and contributing factors the crew had started the duty day at XD00 (XA00 las time) for a total of approximately 15 1/2 hours of duty time and 4.3 hours of flight time. Both pilots were on different radios. 1) a possible solution to the particular problem would be to insure that operators under far 91 have set duty time limitations. 2) stress better standardization of cockpit procedures for specific aircraft types.
Original NASA ASRS Text
Title: RWY TRANSGRESS. MISUNDERSTOOD TAXI INSTRUCTIONS, FLC CROSSED ACTIVE RWY.
Narrative: THE ACFT WAS PARKED AT (FBO-X) RAMP IN LAS. BOTH MYSELF AND THE OTHER PLTS ARE RATED CAPTS, AND ALT SEATS AND RESPONSIBILITIES ON EVERY OTHER LEG. I WAS IN THE L SEAT COPYING THE ATIS (WITH MY HEADPHONES ON) WHILE THE OTHER PLT CALLED FOR TAXI. THE ATIS SAID 'EXPECT (TURBO JETS) RWY 25 FOR DEP, ALL OTHERS EXPECT RWY 19. AS I SWITCHED RADIOS OVER TO GND CTL I THOUGHT I HEARD THE CTLR CLR US TO 'B' TXWY. I CONFIRMED WITH THE OTHER PLT THAT WE WERE CLRED VIA TXWY B TO RWY 25.' AT THE SAME TIME I ASKED THE QUESTION, THE 'DOOR UNSAFE' LIGHT ILLUMINATED. I STARTED TAXIING FORWARD TO TXWY B. AS WE NEARED THE INTXN OF TXWY B AND RWY 19, I AGAIN ASKED THE OTHER PLT IF WE WERE CLRED TO RWY 25 BECAUSE I COULD SEE ALL ACFT ON EXTENDED FINAL FOR RWY 19. HE SAID THAT 'YES WE ARE.' I CROSSED RWY 19 AND THE GND CTLR INFORMED US THAT WE HAD CROSSED AN ACTIVE RWY. CAUSES AND CONTRIBUTING FACTORS THE CREW HAD STARTED THE DUTY DAY AT XD00 (XA00 LAS TIME) FOR A TOTAL OF APPROX 15 1/2 HRS OF DUTY TIME AND 4.3 HRS OF FLT TIME. BOTH PLTS WERE ON DIFFERENT RADIOS. 1) A POSSIBLE SOLUTION TO THE PARTICULAR PROB WOULD BE TO INSURE THAT OPERATORS UNDER FAR 91 HAVE SET DUTY TIME LIMITATIONS. 2) STRESS BETTER STANDARDIZATION OF COCKPIT PROCS FOR SPECIFIC ACFT TYPES.
Data retrieved from NASA's ASRS site as of July 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.