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A PA28 pilot and a CFI safety observer attempt a taxi back to the ramp without obtaining a taxi clearance from ground at lgb, ca.
| Attributes | |
| ACN | 616347 |
| Time | |
| Date | 200405 |
| Day | Sun |
| Local Time Of Day | 1201 To 1800 |
| Place | |
| Locale Reference | airport : lgb.airport |
| State Reference | CA |
| Altitude | agl single value : 0 |
| Environment | |
| Flight Conditions | VMC |
| Light | Daylight |
| Aircraft 1 | |
| Operator | general aviation : personal |
| Make Model Name | PA-28 Cherokee/Archer II/Dakota/Pillan/Warrior |
| Operating Under FAR Part | Part 91 |
| Flight Phase | ground : taxi |
| Flight Plan | None |
| Person 1 | |
| Function | observation : passenger other personnel other |
| Qualification | pilot : commercial pilot : cfi pilot : instrument |
| Experience | flight time last 90 days : 20 flight time total : 280 flight time type : 2 |
| ASRS Report | 616347 |
| Person 2 | |
| Affiliation | other |
| Function | flight crew : single pilot |
| Qualification | pilot : cfi |
| Events | |
| Anomaly | incursion : taxiway non adherence : far non adherence : published procedure |
| Independent Detector | other controllera |
| Resolutory Action | controller : issued new clearance controller : issued advisory flight crew : became reoriented |
| Consequence | other |
| Supplementary | |
| Problem Areas | Flight Crew Human Performance Environmental Factor Aircraft |
| Primary Problem | Flight Crew Human Performance |
| Air Traffic Incident | Pilot Deviation |
Narrative:
I am a flight instructor, and I was going to act as safety pilot on an IFR proficiency flight for my former flight instructor. We got to the run-up and noticed an abnormal indication, so we decided to cancel the flight. We were frustrated and somewhat fatigued, and we started discussing our frustration with the airplane and flight school. We began taxiing back, and we got 1/2 way to the school before ground control asked us what we were doing. We both realized we had forgot to get a clearance prior to taxi. We obtained a clearance and finished taxiing back. This potentially dangerous mistake could have easily been prevented had either of us simply stopped and concentrated on the flight, not on other things. We were complacent and distraction. We both unconsciously assumed the other would 'take care of it.' we are both flight instructors. I don't believe this would have happened if we had been with a student. I will be much more careful when flying with a fellow CFI in the future. After coming back to the flight school, we discussed what had happened. We decided to utilize a sterile cockpit environment while we are near the airport or on the ground. We will also avoid doing run-up checks while taxiing (such as setting the heading indicator to the magnetic compass) and instead concentrate solely on the task at hand. Another factor was our low time in type. We have less than 5 combined hours in the specific make and model aircraft.
Original NASA ASRS Text
Title: A PA28 PLT AND A CFI SAFETY OBSERVER ATTEMPT A TAXI BACK TO THE RAMP WITHOUT OBTAINING A TAXI CLRNC FROM GND AT LGB, CA.
Narrative: I AM A FLT INSTRUCTOR, AND I WAS GOING TO ACT AS SAFETY PLT ON AN IFR PROFICIENCY FLT FOR MY FORMER FLT INSTRUCTOR. WE GOT TO THE RUN-UP AND NOTICED AN ABNORMAL INDICATION, SO WE DECIDED TO CANCEL THE FLT. WE WERE FRUSTRATED AND SOMEWHAT FATIGUED, AND WE STARTED DISCUSSING OUR FRUSTRATION WITH THE AIRPLANE AND FLT SCHOOL. WE BEGAN TAXIING BACK, AND WE GOT 1/2 WAY TO THE SCHOOL BEFORE GND CTL ASKED US WHAT WE WERE DOING. WE BOTH REALIZED WE HAD FORGOT TO GET A CLRNC PRIOR TO TAXI. WE OBTAINED A CLRNC AND FINISHED TAXIING BACK. THIS POTENTIALLY DANGEROUS MISTAKE COULD HAVE EASILY BEEN PREVENTED HAD EITHER OF US SIMPLY STOPPED AND CONCENTRATED ON THE FLT, NOT ON OTHER THINGS. WE WERE COMPLACENT AND DISTR. WE BOTH UNCONSCIOUSLY ASSUMED THE OTHER WOULD 'TAKE CARE OF IT.' WE ARE BOTH FLT INSTRUCTORS. I DON'T BELIEVE THIS WOULD HAVE HAPPENED IF WE HAD BEEN WITH A STUDENT. I WILL BE MUCH MORE CAREFUL WHEN FLYING WITH A FELLOW CFI IN THE FUTURE. AFTER COMING BACK TO THE FLT SCHOOL, WE DISCUSSED WHAT HAD HAPPENED. WE DECIDED TO UTILIZE A STERILE COCKPIT ENVIRONMENT WHILE WE ARE NEAR THE ARPT OR ON THE GND. WE WILL ALSO AVOID DOING RUN-UP CHKS WHILE TAXIING (SUCH AS SETTING THE HDG INDICATOR TO THE MAGNETIC COMPASS) AND INSTEAD CONCENTRATE SOLELY ON THE TASK AT HAND. ANOTHER FACTOR WAS OUR LOW TIME IN TYPE. WE HAVE LESS THAN 5 COMBINED HRS IN THE SPECIFIC MAKE AND MODEL ACFT.
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.