Narrative:

The ground control frequency was extremely congested. We called repeatedly from the ramp for taxi instructions. The captain was in the right seat working the radios and I was in the left seat as PF. Ground finally answered our request for taxi instructions about 10 mins after our first communication's attempt. We were cleared to runway 24L via taxiway C to hold short at south. We taxied as instructed and held short on taxiway C at south. We were then cleared to continue past south to follow a metroliner onto taxiway Q and to taxi to runway 24L. We did as instructed, switching frequencys from south complex ground 121.75 to north complex ground 121.65 after turning right onto taxiway east from taxiway Q en route to runway 24L. Upon contacting north complex ground we were instructed to follow another aircraft, I believe it was a DC10, from left to right onto taxiway east from taxiway Q. We informed ground that we were already on taxiway east, at which time ground chided us for not contacting them on taxiway Q prior to continuing onto taxiway east. We felt that having received a clearance to follow the metroliner and taxi to runway 24L with no additional instructions to stop or hold short along the way allowed us to continue and to contact north complex ground at the first opportunity, which we did. The heavy radio traffic on the ground control frequencys prevented us from contacting north complex ground any earlier than we did. The lax airport chart lists check points 1, 2, and 3 between the north and south complexes and we could have stopped at check point 1 on taxiway Q until radio contact was established with north complex ground had we been instructed to do so. The clearance to taxi to runway 24L seemed to negate holding at check point 1.

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Original NASA ASRS Text

Title: TXWY INCURSION ON THE N RTE TO RWY 24L AT LAX, CA.

Narrative: THE GND CTL FREQ WAS EXTREMELY CONGESTED. WE CALLED REPEATEDLY FROM THE RAMP FOR TAXI INSTRUCTIONS. THE CAPT WAS IN THE R SEAT WORKING THE RADIOS AND I WAS IN THE L SEAT AS PF. GND FINALLY ANSWERED OUR REQUEST FOR TAXI INSTRUCTIONS ABOUT 10 MINS AFTER OUR FIRST COM'S ATTEMPT. WE WERE CLRED TO RWY 24L VIA TXWY C TO HOLD SHORT AT S. WE TAXIED AS INSTRUCTED AND HELD SHORT ON TXWY C AT S. WE WERE THEN CLRED TO CONTINUE PAST S TO FOLLOW A METROLINER ONTO TXWY Q AND TO TAXI TO RWY 24L. WE DID AS INSTRUCTED, SWITCHING FREQS FROM S COMPLEX GND 121.75 TO N COMPLEX GND 121.65 AFTER TURNING R ONTO TXWY E FROM TXWY Q ENRTE TO RWY 24L. UPON CONTACTING N COMPLEX GND WE WERE INSTRUCTED TO FOLLOW ANOTHER ACFT, I BELIEVE IT WAS A DC10, FROM L TO R ONTO TXWY E FROM TXWY Q. WE INFORMED GND THAT WE WERE ALREADY ON TXWY E, AT WHICH TIME GND CHIDED US FOR NOT CONTACTING THEM ON TXWY Q PRIOR TO CONTINUING ONTO TXWY E. WE FELT THAT HAVING RECEIVED A CLRNC TO FOLLOW THE METROLINER AND TAXI TO RWY 24L WITH NO ADDITIONAL INSTRUCTIONS TO STOP OR HOLD SHORT ALONG THE WAY ALLOWED US TO CONTINUE AND TO CONTACT N COMPLEX GND AT THE FIRST OPPORTUNITY, WHICH WE DID. THE HVY RADIO TFC ON THE GND CTL FREQS PREVENTED US FROM CONTACTING N COMPLEX GND ANY EARLIER THAN WE DID. THE LAX ARPT CHART LISTS CHK POINTS 1, 2, AND 3 BTWN THE N AND S COMPLEXES AND WE COULD HAVE STOPPED AT CHK POINT 1 ON TXWY Q UNTIL RADIO CONTACT WAS ESTABLISHED WITH N COMPLEX GND HAD WE BEEN INSTRUCTED TO DO SO. THE CLRNC TO TAXI TO RWY 24L SEEMED TO NEGATE HOLDING AT CHK POINT 1.

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.