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Pilot deviation -- report of a B737 taxied beyond the approach entry to the departure runway and was stopped before encroaching on another by the local controller.
| Attributes | |
| ACN | 329446 |
| Time | |
| Date | 199603 |
| Day | Fri |
| Local Time Of Day | 0601 To 1200 |
| Place | |
| Locale Reference | airport : tus |
| State Reference | AZ |
| Altitude | agl bound lower : 0 agl bound upper : 0 |
| Environment | |
| Flight Conditions | VMC |
| Light | Daylight |
| Aircraft 1 | |
| Operator | common carrier : air carrier |
| Make Model Name | B737 Undifferentiated or Other Model |
| Operating Under FAR Part | Part 121 |
| Flight Phase | ground other : taxi |
| Flight Plan | IFR |
| Person 1 | |
| Affiliation | government : faa |
| Function | controller : ground |
| Qualification | controller : radar |
| Experience | controller radar : 5 flight time total : 40 |
| ASRS Report | 329446 |
| Person 2 | |
| Affiliation | government : faa |
| Function | controller : local |
| Qualification | controller : radar |
| Events | |
| Anomaly | non adherence : clearance other anomaly other other anomaly other |
| Independent Detector | other controllera |
| Resolutory Action | controller : issued new clearance other |
| Consequence | Other |
| Supplementary | |
| Primary Problem | Flight Crew Human Performance |
| Air Traffic Incident | Pilot Deviation other |
| Situations | |
| Airport | other physical facility |
Narrative:
Air carrier X was instructed to taxi to runway 11L at taxiway A4, which is the approach end of the runway. Air carrier X was observed taxiing past the approach end of runway 11L, and if not for the awareness of the local controller, would have taxied onto and across runway 21/03. This problem is an ongoing problem at tucson. Many controllers have begun to issue 'at taxiway A4' in their taxi instructions, but even with the added clearance, aircraft continue to taxi past the approach end of the runway. I do not concur with the FAA assessment that this is a problem with the performance of the ground controllers at tucson, nor can the problem be solved merely with heightened awareness or additional clrncs by the ground controllers. In my assessment, additional signage is necessary to ensure that aircraft do not taxi past the approach end of runway 11L. Additionally, there have been numerous occasions where acrs have taxied past the approach end of runway 11L and onto and across runway 21. It is only a matter of time before another aircraft crosses runway 21 without a clearance and with another aircraft on final. Since this phase of taxi includes frequency change from ground control to local control, on many occasions, as with today's incident, the aircraft is no longer on the ground control frequency, and many times by the time local control becomes aware of the situation, it is too late and the aircraft is past the approach end of the runway.
Original NASA ASRS Text
Title: PLTDEV -- RPT OF A B737 TAXIED BEYOND THE APCH ENTRY TO THE DEP RWY AND WAS STOPPED BEFORE ENCROACHING ON ANOTHER BY THE LCL CTLR.
Narrative: ACR X WAS INSTRUCTED TO TAXI TO RWY 11L AT TXWY A4, WHICH IS THE APCH END OF THE RWY. ACR X WAS OBSERVED TAXIING PAST THE APCH END OF RWY 11L, AND IF NOT FOR THE AWARENESS OF THE LCL CTLR, WOULD HAVE TAXIED ONTO AND ACROSS RWY 21/03. THIS PROB IS AN ONGOING PROB AT TUCSON. MANY CTLRS HAVE BEGUN TO ISSUE 'AT TXWY A4' IN THEIR TAXI INSTRUCTIONS, BUT EVEN WITH THE ADDED CLRNC, ACFT CONTINUE TO TAXI PAST THE APCH END OF THE RWY. I DO NOT CONCUR WITH THE FAA ASSESSMENT THAT THIS IS A PROB WITH THE PERFORMANCE OF THE GND CTLRS AT TUCSON, NOR CAN THE PROB BE SOLVED MERELY WITH HEIGHTENED AWARENESS OR ADDITIONAL CLRNCS BY THE GND CTLRS. IN MY ASSESSMENT, ADDITIONAL SIGNAGE IS NECESSARY TO ENSURE THAT ACFT DO NOT TAXI PAST THE APCH END OF RWY 11L. ADDITIONALLY, THERE HAVE BEEN NUMEROUS OCCASIONS WHERE ACRS HAVE TAXIED PAST THE APCH END OF RWY 11L AND ONTO AND ACROSS RWY 21. IT IS ONLY A MATTER OF TIME BEFORE ANOTHER ACFT CROSSES RWY 21 WITHOUT A CLRNC AND WITH ANOTHER ACFT ON FINAL. SINCE THIS PHASE OF TAXI INCLUDES FREQ CHANGE FROM GND CTL TO LCL CTL, ON MANY OCCASIONS, AS WITH TODAY'S INCIDENT, THE ACFT IS NO LONGER ON THE GND CTL FREQ, AND MANY TIMES BY THE TIME LCL CTL BECOMES AWARE OF THE SIT, IT IS TOO LATE AND THE ACFT IS PAST THE APCH END OF THE RWY.
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.