|37000 Feet||Browse and search NASA's
Aviation Safety Reporting System
|Local Time Of Day||1801 To 2400|
|Locale Reference||airport : mia|
|Altitude||agl bound lower : 0|
agl bound upper : 0
|Controlling Facilities||tower : sna|
|Operator||common carrier : air carrier|
|Make Model Name||Heavy Transport, Low Wing, 4 Turbojet Eng|
|Flight Phase||ground other : taxi|
|Affiliation||company : air carrier|
|Function||flight crew : captain|
oversight : pic
|Qualification||pilot : atp|
|Experience||flight time last 90 days : 180|
flight time total : 6500
|Affiliation||company : air carrier|
|Function||flight crew : first officer|
|Qualification||pilot : instrument|
pilot : commercial
|Experience||flight time last 90 days : 131|
flight time total : 4760
|Anomaly||other anomaly other|
|Independent Detector||other flight crewa|
|Resolutory Action||none taken : unable|
|Consequence||faa : investigated|
|Primary Problem||Flight Crew Human Performance|
|Air Traffic Incident||Pilot Deviation|
We received taxi clearance to taxi up to and hold short of runway 9L. I proceeded to exit the ramp onto the parallel taxiway to the first exit to runway 9L and stop just short as instructed. A moment later the ground controller gave me further instruction to proceed along the parallel of runway 9L to exit L3, which was 2 exits further west of my position L5. My intentions at this point, prior to receiving the second taxi clearance, was to proceed from L5 across runway 9L to the outer taxiway across the airport to runway 9R. The reason for this, the aircraft weight at block out, was 348000# and I wanted to use the longest runway on the airport. The second instruction to taxi to L3 required that I make a hard right turn in order to proceed along the parallel taxiway. I started the turn to the right by applying power on all 4 engines. The aircraft at that point did not respond so I commenced to apply additional power on engines 1 and 2. The aircraft started to move at first very slowly. I at this point started to turn the nose wheel hard over to the right to make sure that I would clear the taxiway exit corner with the left main gear. At this point the engines 1 and 2 spooled up and the aircraft was turning at a good rate. I attempted to turn the nose gear to the left when I was sure that the left main gear was clear of the L5 exit. At this point the aircraft did not respond to my turning nose gear to the left. I pulled off the power on 1 and 2 engines, the momentum of the right turn with engines 1 and 2 spooled up and nose gear hard to the right made it very difficult for the aircraft to response to the left turn command. I then pulled the power off all 4 engines and applied maximum braking to stop the aircraft. The nose gear was still in a right turn when it contacted the sandy area at the opp side of the taxiway. The aircraft came to a stop with the nose gear approximately 25' from the taxiway and right main gear approximately 6' from. The left main gear was still on the taxiway. All engines were at idle when the aircraft came to a stop. Supplemental information from acn 99867: engines accelerate slowly from ground idle. Apparently the captain continued to advance the throttles west/O allowing the engines to catch up. When they did he was unable to stop the turn and the nosewheel and right main gear left the taxiway.
Original NASA ASRS Text
Title: ACR HVT TXWY EXCURSION.
Narrative: WE RECEIVED TAXI CLRNC TO TAXI UP TO AND HOLD SHORT OF RWY 9L. I PROCEEDED TO EXIT THE RAMP ONTO THE PARALLEL TXWY TO THE FIRST EXIT TO RWY 9L AND STOP JUST SHORT AS INSTRUCTED. A MOMENT LATER THE GND CTLR GAVE ME FURTHER INSTRUCTION TO PROCEED ALONG THE PARALLEL OF RWY 9L TO EXIT L3, WHICH WAS 2 EXITS FURTHER W OF MY POS L5. MY INTENTIONS AT THIS POINT, PRIOR TO RECEIVING THE SECOND TAXI CLRNC, WAS TO PROCEED FROM L5 ACROSS RWY 9L TO THE OUTER TXWY ACROSS THE ARPT TO RWY 9R. THE REASON FOR THIS, THE ACFT WT AT BLOCK OUT, WAS 348000# AND I WANTED TO USE THE LONGEST RWY ON THE ARPT. THE SECOND INSTRUCTION TO TAXI TO L3 REQUIRED THAT I MAKE A HARD RIGHT TURN IN ORDER TO PROCEED ALONG THE PARALLEL TXWY. I STARTED THE TURN TO THE RIGHT BY APPLYING PWR ON ALL 4 ENGS. THE ACFT AT THAT POINT DID NOT RESPOND SO I COMMENCED TO APPLY ADDITIONAL PWR ON ENGS 1 AND 2. THE ACFT STARTED TO MOVE AT FIRST VERY SLOWLY. I AT THIS POINT STARTED TO TURN THE NOSE WHEEL HARD OVER TO THE RIGHT TO MAKE SURE THAT I WOULD CLEAR THE TXWY EXIT CORNER WITH THE LEFT MAIN GEAR. AT THIS POINT THE ENGS 1 AND 2 SPOOLED UP AND THE ACFT WAS TURNING AT A GOOD RATE. I ATTEMPTED TO TURN THE NOSE GEAR TO THE LEFT WHEN I WAS SURE THAT THE LEFT MAIN GEAR WAS CLR OF THE L5 EXIT. AT THIS POINT THE ACFT DID NOT RESPOND TO MY TURNING NOSE GEAR TO THE LEFT. I PULLED OFF THE PWR ON 1 AND 2 ENGS, THE MOMENTUM OF THE RIGHT TURN WITH ENGS 1 AND 2 SPOOLED UP AND NOSE GEAR HARD TO THE RIGHT MADE IT VERY DIFFICULT FOR THE ACFT TO RESPONSE TO THE LEFT TURN COMMAND. I THEN PULLED THE PWR OFF ALL 4 ENGS AND APPLIED MAX BRAKING TO STOP THE ACFT. THE NOSE GEAR WAS STILL IN A RIGHT TURN WHEN IT CONTACTED THE SANDY AREA AT THE OPP SIDE OF THE TXWY. THE ACFT CAME TO A STOP WITH THE NOSE GEAR APPROX 25' FROM THE TXWY AND RIGHT MAIN GEAR APPROX 6' FROM. THE LEFT MAIN GEAR WAS STILL ON THE TXWY. ALL ENGS WERE AT IDLE WHEN THE ACFT CAME TO A STOP. SUPPLEMENTAL INFO FROM ACN 99867: ENGS ACCELERATE SLOWLY FROM GND IDLE. APPARENTLY THE CAPT CONTINUED TO ADVANCE THE THROTTLES W/O ALLOWING THE ENGS TO CATCH UP. WHEN THEY DID HE WAS UNABLE TO STOP THE TURN AND THE NOSEWHEEL AND RIGHT MAIN GEAR LEFT THE TXWY.
Data retrieved from NASA's ASRS site as of August 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.