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An air carrier BE02 flight crew reports having a near collision with a BE40 as they were taxiing toward a runway at an uncontrolled airport. The BE40 was on its takeoff roll.
| Attributes | |
| ACN | 397102 |
| Time | |
| Date | 199803 |
| Day | Sun |
| Local Time Of Day | 1201 To 1800 |
| Place | |
| Locale Reference | airport : bff |
| State Reference | NE |
| 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 | Beech 1900 |
| Operating Under FAR Part | Part 135 |
| Navigation In Use | Other |
| Flight Phase | ground other : taxi |
| Flight Plan | IFR |
| Aircraft 2 | |
| Make Model Name | Beechjet 400 |
| Operating Under FAR Part | Part 91 |
| Flight Phase | climbout : takeoff |
| Flight Plan | IFR |
| Person 1 | |
| Affiliation | company : air carrier |
| Function | flight crew : captain oversight : pic |
| Qualification | pilot : atp |
| Experience | flight time last 90 days : 250 flight time total : 2300 flight time type : 1000 |
| ASRS Report | 397102 |
| Person 2 | |
| Affiliation | company : air carrier |
| Function | flight crew : first officer |
| Qualification | pilot : commercial pilot : instrument |
| Events | |
| Anomaly | conflict : ground critical non adherence : published procedure other anomaly other |
| Independent Detector | other flight crewa |
| Resolutory Action | none taken : detected after the fact other |
| Consequence | Other |
| Miss Distance | horizontal : 20 vertical : 0 |
| Supplementary | |
| Primary Problem | Flight Crew Human Performance |
| Air Traffic Incident | Pilot Deviation |
Narrative:
My first officer and I taxied from the bff terminal for runway 12. We announced our intentions over unicom 123.0 and listened for other traffic. We knew of a beech jet that arrived shortly after we landed. The beech jet did not respond to its whereabouts. As we taxied in on taxiway B, I called to hold checklist and turned on additional lighting, ice inspection, strobe light, as outlined in our general operations manual. As my first officer turned and said, 'clear right,' I looked left and said, 'clear left.' as I looked down runway 5/30, I noticed it sloping away from me and the sun was somewhat obscuring my view. I asked my first officer to announce our intentions to cross runway 5/30 as I saw no traffic and heard nothing on 123.0 unicom frequency. As I reached down for my low pitch toggle switch to expedite across, my first officer saw the beech jet rolling down runway 5/30. Saying 'whoa, whoa,' I stopped the aircraft with my nosewheel just past the hold short line, straddling the hold short line with the nosewheel and mains. My mains remaned clear of runway 5/30. The beech jet departed without a word neither previous to his intentions for takeoff or after. I quickly dialed in center frequency and heard his check in with denver. We announced our intentions to cross runway 5/30 and did so. From the time we began our taxi to the time we made our abrupt stop I never heard a word from the beech jet. When I looked left I did not see the beech jet. Thanks to the awareness and alertness of my first officer we were able to stop without incident or accident. The sloping runway and the setting sun were factors, as well as the lack of the beech jet's ability to communicate intentions. I've decided to adopt a new policy of coming to a complete stop before looking both ways at uncontrolled airports, not looking on the roll will help to maintain a more vigilant look. I believe this should be added to our general operating procedures.
Original NASA ASRS Text
Title: AN ACR BE02 FLC RPTS HAVING A NEAR COLLISION WITH A BE40 AS THEY WERE TAXIING TOWARD A RWY AT AN UNCTLED ARPT. THE BE40 WAS ON ITS TKOF ROLL.
Narrative: MY FO AND I TAXIED FROM THE BFF TERMINAL FOR RWY 12. WE ANNOUNCED OUR INTENTIONS OVER UNICOM 123.0 AND LISTENED FOR OTHER TFC. WE KNEW OF A BEECH JET THAT ARRIVED SHORTLY AFTER WE LANDED. THE BEECH JET DID NOT RESPOND TO ITS WHEREABOUTS. AS WE TAXIED IN ON TXWY B, I CALLED TO HOLD CHKLIST AND TURNED ON ADDITIONAL LIGHTING, ICE INSPECTION, STROBE LIGHT, AS OUTLINED IN OUR GENERAL OPS MANUAL. AS MY FO TURNED AND SAID, 'CLR R,' I LOOKED L AND SAID, 'CLR L.' AS I LOOKED DOWN RWY 5/30, I NOTICED IT SLOPING AWAY FROM ME AND THE SUN WAS SOMEWHAT OBSCURING MY VIEW. I ASKED MY FO TO ANNOUNCE OUR INTENTIONS TO CROSS RWY 5/30 AS I SAW NO TFC AND HEARD NOTHING ON 123.0 UNICOM FREQ. AS I REACHED DOWN FOR MY LOW PITCH TOGGLE SWITCH TO EXPEDITE ACROSS, MY FO SAW THE BEECH JET ROLLING DOWN RWY 5/30. SAYING 'WHOA, WHOA,' I STOPPED THE ACFT WITH MY NOSEWHEEL JUST PAST THE HOLD SHORT LINE, STRADDLING THE HOLD SHORT LINE WITH THE NOSEWHEEL AND MAINS. MY MAINS REMANED CLR OF RWY 5/30. THE BEECH JET DEPARTED WITHOUT A WORD NEITHER PREVIOUS TO HIS INTENTIONS FOR TKOF OR AFTER. I QUICKLY DIALED IN CTR FREQ AND HEARD HIS CHK IN WITH DENVER. WE ANNOUNCED OUR INTENTIONS TO CROSS RWY 5/30 AND DID SO. FROM THE TIME WE BEGAN OUR TAXI TO THE TIME WE MADE OUR ABRUPT STOP I NEVER HEARD A WORD FROM THE BEECH JET. WHEN I LOOKED L I DID NOT SEE THE BEECH JET. THANKS TO THE AWARENESS AND ALERTNESS OF MY FO WE WERE ABLE TO STOP WITHOUT INCIDENT OR ACCIDENT. THE SLOPING RWY AND THE SETTING SUN WERE FACTORS, AS WELL AS THE LACK OF THE BEECH JET'S ABILITY TO COMMUNICATE INTENTIONS. I'VE DECIDED TO ADOPT A NEW POLICY OF COMING TO A COMPLETE STOP BEFORE LOOKING BOTH WAYS AT UNCTLED ARPTS, NOT LOOKING ON THE ROLL WILL HELP TO MAINTAIN A MORE VIGILANT LOOK. I BELIEVE THIS SHOULD BE ADDED TO OUR GENERAL OPERATING PROCS.
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.