|37000 Feet||Browse and search NASA's
Aviation Safety Reporting System
|Local Time Of Day||0601 To 1200|
|Locale Reference||airport : dtw.airport|
|Altitude||agl single value : 0|
|Operator||common carrier : air carrier|
|Make Model Name||B737-300|
|Flight Phase||ground : taxi|
|Affiliation||company : air carrier|
|Function||flight crew : first officer|
|Qualification||pilot : instrument|
pilot : multi engine
pilot : commercial
|Experience||flight time last 90 days : 200|
flight time total : 7200
flight time type : 200
|Anomaly||incursion : taxiway|
non adherence : clearance
|Resolutory Action||flight crew : became reoriented|
|Problem Areas||ATC Human Performance|
Flight Crew Human Performance
|Primary Problem||Flight Crew Human Performance|
|Air Traffic Incident||Pilot Deviation|
Detroit international. Cleared to taxi from the gate to runway 21R via taxiway microphone. During taxi on taxiway microphone, we were running the pretkof checklist and taxied beyond the last intersection for the takeoff end of runway 21R. We continued to taxi on the taxiway microphone up to the first intersection on the left. We contacted ground control and advised them that we had missed the last intersection for runway 21R. Ground control asked us if we could make the left turn at the intersection that was directly in front of us. We answered affirmative and continued our taxi on the unnamed taxiway, reversed our direction onto the de-ice pad and continued to the end of runway 21R. (ATC did not express any contention with our actions.) we departed without incident. I believe we missed the last intersection because 1) taxiway microphone continues beyond the takeoff end of runway 21R at least 2000 ft or so, and does not change in width or surface material. It gives the appearance that you must taxi further to get to the end of the runway. 2) the signage placement for the preceding and end intersection seems non-standard. When we reversed course, the first part of the intersection was properly marked (painted with hold lines). As we began the second 90 degree turn, the taxiway was not clearly marked (no weight limitations were noted on chart). This situation could be avoided by: (1) paying closer attention during taxi (crew), (2) better placement of taxiway signs designating the end of the (runway 21R).
Original NASA ASRS Text
Title: A B-737 FLT CREW MISUNDERSTANDS TAXI INSTRUCTIONS AND TAXIED ON WRONG TXWY.
Narrative: DETROIT INTERNATIONAL. CLRED TO TAXI FROM THE GATE TO RWY 21R VIA TXWY MIKE. DURING TAXI ON TXWY MIKE, WE WERE RUNNING THE PRETKOF CHKLIST AND TAXIED BEYOND THE LAST INTXN FOR THE TKOF END OF RWY 21R. WE CONTINUED TO TAXI ON THE TXWY MIKE UP TO THE FIRST INTXN ON THE L. WE CONTACTED GND CTL AND ADVISED THEM THAT WE HAD MISSED THE LAST INTXN FOR RWY 21R. GND CTL ASKED US IF WE COULD MAKE THE L TURN AT THE INTXN THAT WAS DIRECTLY IN FRONT OF US. WE ANSWERED AFFIRMATIVE AND CONTINUED OUR TAXI ON THE UNNAMED TXWY, REVERSED OUR DIRECTION ONTO THE DE-ICE PAD AND CONTINUED TO THE END OF RWY 21R. (ATC DID NOT EXPRESS ANY CONTENTION WITH OUR ACTIONS.) WE DEPARTED WITHOUT INCIDENT. I BELIEVE WE MISSED THE LAST INTXN BECAUSE 1) TXWY MIKE CONTINUES BEYOND THE TKOF END OF RWY 21R AT LEAST 2000 FT OR SO, AND DOES NOT CHANGE IN WIDTH OR SURFACE MATERIAL. IT GIVES THE APPEARANCE THAT YOU MUST TAXI FURTHER TO GET TO THE END OF THE RWY. 2) THE SIGNAGE PLACEMENT FOR THE PRECEDING AND END INTXN SEEMS NON-STANDARD. WHEN WE REVERSED COURSE, THE FIRST PART OF THE INTXN WAS PROPERLY MARKED (PAINTED WITH HOLD LINES). AS WE BEGAN THE SECOND 90 DEG TURN, THE TXWY WAS NOT CLEARLY MARKED (NO WT LIMITATIONS WERE NOTED ON CHART). THIS SITUATION COULD BE AVOIDED BY: (1) PAYING CLOSER ATTN DURING TAXI (CREW), (2) BETTER PLACEMENT OF TXWY SIGNS DESIGNATING THE END OF THE (RWY 21R).
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.