|37000 Feet||Browse and search NASA's
Aviation Safety Reporting System
|Local Time Of Day||0601 To 1200|
|Locale Reference||airport : laf.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 : private
|Experience||flight time last 90 days : 43|
flight time total : 900
flight time type : 600
|Affiliation||government : faa|
|Function||controller : ground|
|Anomaly||incursion : runway|
non adherence : published procedure
non adherence : clearance
non adherence : far
|Independent Detector||other flight crewa|
|Resolutory Action||none taken : insufficient time|
|Consequence||faa : reviewed incident with flight crew|
|Problem Areas||ATC Human Performance|
Flight Crew Human Performance
The following took place at purdue university airport (laf). I was holding behind an archer and awaiting clearance to cross runway 10 and taxi to the ramp. I was holding on taxiway B. After holding for about 10 mins the archer in front was given clearance to cross runway 10. I moved up to the hold short position and was very soon given instructions to cross runway 10. Previous to this clearance my call sign was often repeated by control incorrectly. I can't remember the incorrect calls but usually 'archer' was used instead of 'arrow' and it seemed like the first 2 numbers were sometimes wrong but usually the ending was right. Anyway, when given instructions to cross or when I understood I had been given instructions to cross, I stated 'arrow XXXX crossing runway 10.' in just a short time, the air waves were filled with 'stop, stop, stop.' by then I was across the runway and the ground controller told me to telephone the tower after I parked on the ramp. I did this and had a conversation with the woman that answered at the tower. She was the supervisor. I told her I had heard a clearance and repeated the clearance before crossing. She said she didn't know but would review the tapes. At the time of my alleged ground incident, the ground controller was obviously very upset with a skyhawk whose pilot was improperly taxiing near the ramp without any clearance and without any 2-WAY radio contact with the controller. This incident seemed to have the controller pretty shook up. Things were very tense to say the least. The laf airport was busy at the time and there was a great deal of radio communication going on between the pilots and ground control. When I parked at the ramp, 2 other pilots were discussing how confusing the situation was at the airport that day. For what it's worth, I take a great deal of pride in my privilege to own and operate my airplane. I spend a great deal of time reading and studying about all facets of safe operation. I've completed phase V of wings and attend pilot organization seminars when close by. If I've learned anything it's been the importance of proper procedure, while moving on the ground at a controled airport.
Original NASA ASRS Text
Title: PA28 CROSSES RWY AT LAF WITHOUT AN APPARENT ATC CLRNC.
Narrative: THE FOLLOWING TOOK PLACE AT PURDUE UNIVERSITY ARPT (LAF). I WAS HOLDING BEHIND AN ARCHER AND AWAITING CLRNC TO CROSS RWY 10 AND TAXI TO THE RAMP. I WAS HOLDING ON TXWY B. AFTER HOLDING FOR ABOUT 10 MINS THE ARCHER IN FRONT WAS GIVEN CLRNC TO CROSS RWY 10. I MOVED UP TO THE HOLD SHORT POS AND WAS VERY SOON GIVEN INSTRUCTIONS TO CROSS RWY 10. PREVIOUS TO THIS CLRNC MY CALL SIGN WAS OFTEN REPEATED BY CTL INCORRECTLY. I CAN'T REMEMBER THE INCORRECT CALLS BUT USUALLY 'ARCHER' WAS USED INSTEAD OF 'ARROW' AND IT SEEMED LIKE THE FIRST 2 NUMBERS WERE SOMETIMES WRONG BUT USUALLY THE ENDING WAS RIGHT. ANYWAY, WHEN GIVEN INSTRUCTIONS TO CROSS OR WHEN I UNDERSTOOD I HAD BEEN GIVEN INSTRUCTIONS TO CROSS, I STATED 'ARROW XXXX XING RWY 10.' IN JUST A SHORT TIME, THE AIR WAVES WERE FILLED WITH 'STOP, STOP, STOP.' BY THEN I WAS ACROSS THE RWY AND THE GND CTLR TOLD ME TO TELEPHONE THE TWR AFTER I PARKED ON THE RAMP. I DID THIS AND HAD A CONVERSATION WITH THE WOMAN THAT ANSWERED AT THE TWR. SHE WAS THE SUPVR. I TOLD HER I HAD HEARD A CLRNC AND REPEATED THE CLRNC BEFORE XING. SHE SAID SHE DIDN'T KNOW BUT WOULD REVIEW THE TAPES. AT THE TIME OF MY ALLEGED GND INCIDENT, THE GND CTLR WAS OBVIOUSLY VERY UPSET WITH A SKYHAWK WHOSE PLT WAS IMPROPERLY TAXIING NEAR THE RAMP WITHOUT ANY CLRNC AND WITHOUT ANY 2-WAY RADIO CONTACT WITH THE CTLR. THIS INCIDENT SEEMED TO HAVE THE CTLR PRETTY SHOOK UP. THINGS WERE VERY TENSE TO SAY THE LEAST. THE LAF ARPT WAS BUSY AT THE TIME AND THERE WAS A GREAT DEAL OF RADIO COM GOING ON BTWN THE PLTS AND GND CTL. WHEN I PARKED AT THE RAMP, 2 OTHER PLTS WERE DISCUSSING HOW CONFUSING THE SIT WAS AT THE ARPT THAT DAY. FOR WHAT IT'S WORTH, I TAKE A GREAT DEAL OF PRIDE IN MY PRIVILEGE TO OWN AND OPERATE MY AIRPLANE. I SPEND A GREAT DEAL OF TIME READING AND STUDYING ABOUT ALL FACETS OF SAFE OP. I'VE COMPLETED PHASE V OF WINGS AND ATTEND PLT ORGANIZATION SEMINARS WHEN CLOSE BY. IF I'VE LEARNED ANYTHING IT'S BEEN THE IMPORTANCE OF PROPER PROC, WHILE MOVING ON THE GND AT A CTLED ARPT.
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.