|37000 Feet||Browse and search NASA's
Aviation Safety Reporting System
|Local Time Of Day||1201 To 1800|
|Locale Reference||airport : mic.airport|
|Altitude||agl single value : 0|
|Operator||general aviation : personal|
|Make Model Name||PA-28 Cherokee Arrow IV|
|Operating Under FAR Part||Part 91|
|Flight Phase||ground : taxi|
|Function||flight crew : single pilot|
|Qualification||pilot : instrument|
pilot : commercial
|Experience||flight time last 90 days : 7.9|
flight time total : 268
flight time type : 29.5
|Affiliation||government : faa|
|Function||controller : ground|
|Anomaly||incursion : runway|
incursion : taxiway
non adherence : clearance
|Independent Detector||other controllera|
|Resolutory Action||controller : issued new clearance|
controller : issued advisory
|Consequence||faa : reviewed incident with flight crew|
|Problem Areas||Flight Crew Human Performance|
|Primary Problem||Flight Crew Human Performance|
|Air Traffic Incident||Pilot Deviation|
I called crystal ground control to get a clearance to taxi to the active runway. I was assigned runway 24R. For some unknown reason, I assumed I was going to runway 32R. (Runways 32L&right are the most widely used runways). I then proceeded on taxiway east as if I was going to runway 32R. I didn't realize I was crossing the active runway (runway 24R). My biggest lapse was not to confirm my location on the airport in relation to the runway I was assigned on an airport diagram (an airport diagram for crystal was amongst a few charts that I had at my disposal on my lap board). I also make a habit of checking both ends of all runways I cross, active or not. This time, I didn't and I don't know why! I think complacency was a big factor in this incident. This was a familiar airport. I have been flying there for 10-11 months. I definitely learned that ground operations are not to be taken lightly. People tend to think that flight operations are inherently riskier. Ground operations demand at least as much attention as flight operations, if not more. There isn't much room for error on the ground. Route [reporter graphic] I was taking until reminded by tower of my assigned runway.
Original NASA ASRS Text
Title: PIPER PA28 ARROW PLT TAXIED TOWARD THE WRONG RWY AND CROSSED THE ACTIVE RWY WITHOUT CLRNC.
Narrative: I CALLED CRYSTAL GND CTL TO GET A CLRNC TO TAXI TO THE ACTIVE RWY. I WAS ASSIGNED RWY 24R. FOR SOME UNKNOWN REASON, I ASSUMED I WAS GOING TO RWY 32R. (RWYS 32L&R ARE THE MOST WIDELY USED RWYS). I THEN PROCEEDED ON TXWY E AS IF I WAS GOING TO RWY 32R. I DIDN'T REALIZE I WAS XING THE ACTIVE RWY (RWY 24R). MY BIGGEST LAPSE WAS NOT TO CONFIRM MY LOCATION ON THE ARPT IN RELATION TO THE RWY I WAS ASSIGNED ON AN ARPT DIAGRAM (AN ARPT DIAGRAM FOR CRYSTAL WAS AMONGST A FEW CHARTS THAT I HAD AT MY DISPOSAL ON MY LAP BOARD). I ALSO MAKE A HABIT OF CHKING BOTH ENDS OF ALL RWYS I CROSS, ACTIVE OR NOT. THIS TIME, I DIDN'T AND I DON'T KNOW WHY! I THINK COMPLACENCY WAS A BIG FACTOR IN THIS INCIDENT. THIS WAS A FAMILIAR ARPT. I HAVE BEEN FLYING THERE FOR 10-11 MONTHS. I DEFINITELY LEARNED THAT GND OPS ARE NOT TO BE TAKEN LIGHTLY. PEOPLE TEND TO THINK THAT FLT OPS ARE INHERENTLY RISKIER. GND OPS DEMAND AT LEAST AS MUCH ATTN AS FLT OPS, IF NOT MORE. THERE ISN'T MUCH ROOM FOR ERROR ON THE GND. RTE [RPTR GRAPHIC] I WAS TAKING UNTIL REMINDED BY TWR OF MY ASSIGNED 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.