Number 206
August 1996
End of Tail
Last month, we looked at some of the results of taxiway and runway incursion incidents. This month, we focus on a specific taxiway incursion issue encountered by pilots at a number of busy airports. An air carrier pilot explains the problem:
Not End of Story
The hazards associated with this issue are not confined to large aircraft. A general aviation pilot was on the receiving end of a Boeing 747 letting it all hang out:
s Ground cleared me to taxi to the hangars. I taxied onto
taxiway X, and began slowing down because a B747 was on the intersecting taxiway with part of its tail sticking into taxiway X. Ground told me to taxi behind the B747 and to use caution. I should have told Ground that I would hold until the B747 taxied onto the runway, but I assumed Ground was holding the B747 in position until after I passed behind. Just as I got almost even with the B747’s wingtip, I heard the jet’s engines increase power. My Cessna was immediately pushed to the left and forward, and pitched nose down. I brought the aircraft to a stop, but not until after the wingtip and the prop contacted the ground. For small aircraft, jet blast on the ground can be almost as dangerous as wake turbulence in the air. As the reporter indicates, waiting for the jet to clear the taxiway would have been the prudent choice.
s We landed on runway 36, and were instructed to hold
short of taxiway Z, which is the parallel taxiway for runway 36. In order to be sure the tail of the aircraft was clear, I taxied onto taxiway Z. The Controller got upset. We indicated that the only way to insure that our tail was clear was to taxi onto Z, since Tower had already cleared an airplane for takeoff behind us. We also stated that we believed it was appropriate that no part of the aircraft be beyond the hold line (between the hold line and the active runway). When pilots are clearing runways with large aircraft, they have no way of exactly determining when their tail is clear of the runway… Many controllers do not understand that if a widebody is on the centerline of a runway, its wingtips [may] extend beyond the edge of the runway. It is not acceptable for wingtips to touch the tails of other aircraft [holding on an adjacent taxiway]. Several other reporters have faced the same problem:
“Cell” Save
Any in-flight emergency is an adrenaline-producing event, but a forced landing over water is the stuff nightmares are made of. The crew of a helicopter equipped with inflatable floats makes the situation sound almost routine.
s The distance between the runway and the parallel
taxiway is so narrow that a widebody whose tail is clear of the runway will have its nose into the parallel taxiway.
s Tower issued instructions to clear the runway and hold
short of the parallel taxiway. We couldn’t do both. If we held short of the taxiway, it looked like our tail would be over the line and not clear of the runway.
s After completing the after-takeoff checklist, we
heard a buzzing sound, then a vibration, followed by a main transmission chip caution light illumination. The Captain executed memory item checklist, “land immediately [and] arm the floats.” Then, at the right time, he commanded, “blow the floats.” The aircraft made a gentle landing on the water. There were no injuries or airframe damage. Upon landing, I used our handheld cellular phone and dialed 911. I described our location and situation to a police dispatcher, who contacted the Coast Guard. Approximately 10 minutes later, they arrived alongside… We towed the aircraft to the shore, where it was recovered. Good training and a little luck resulted in a happy ending. This report highlights the value of cellular phones for providing back-up communication during electrical failures and other emergencies.
s [On takeoff roll], I saw the previous aircraft’s tail
sticking out about 20 feet onto the runway. The First Officer swerved and…we both felt we had missed the other aircraft. [At our destination], we found a piece of the left wing leading edge missing. Normally, ATC will provide taxi instructions if an aircraft is required to enter a taxiway or runway in order to clear the landing runway. However, the Air Traffic Control Handbook (7110.65J) states: “In the absence of ATC instructions, an aircraft should taxi clear of the landing runway even if that requires the aircraft to protrude into or enter another taxiway/runway/ramp area. This does not authorize an aircraft to cross a subsequent taxiway/ runway/ramp area after clearing the landing runway. The pilot is responsible for ascertaining when the aircraft is clear of the runway.” The AIM discussion of the procedure for exiting runways after landing can be found in section 4-3-20. ASRS Recently Issued Alerts On...
Dual generator failure on a B737-200 Autopilot rate gyroscope failure in a B747-100 Smoke hazard from overheated fluorescent light ballast DC-9 rudder deflections attributed to autopilot malfunction Erroneous altimeter readings caused by an electrical surge
A Monthly Safety Bulletin from The Office of the NASA Aviation Safety Reporting System, P.O. Box 189, Moffett Field, CA 94035-0189
May 1996 Report Intake
Air Carrier Pilots General Aviation Pilots Controllers Cabin/Mechanics/Military/Other 1891 682 107 27
TOTAL
2707
飞行翻译公司 www.aviation.cn 本文链接地址：美国ASRS安全公告CALLBACK cb_206.pdf
August 1996
End of Tail
Last month, we looked at some of the results of taxiway and runway incursion incidents. This month, we focus on a specific taxiway incursion issue encountered by pilots at a number of busy airports. An air carrier pilot explains the problem:
Not End of Story
The hazards associated with this issue are not confined to large aircraft. A general aviation pilot was on the receiving end of a Boeing 747 letting it all hang out:
s Ground cleared me to taxi to the hangars. I taxied onto
taxiway X, and began slowing down because a B747 was on the intersecting taxiway with part of its tail sticking into taxiway X. Ground told me to taxi behind the B747 and to use caution. I should have told Ground that I would hold until the B747 taxied onto the runway, but I assumed Ground was holding the B747 in position until after I passed behind. Just as I got almost even with the B747’s wingtip, I heard the jet’s engines increase power. My Cessna was immediately pushed to the left and forward, and pitched nose down. I brought the aircraft to a stop, but not until after the wingtip and the prop contacted the ground. For small aircraft, jet blast on the ground can be almost as dangerous as wake turbulence in the air. As the reporter indicates, waiting for the jet to clear the taxiway would have been the prudent choice.
s We landed on runway 36, and were instructed to hold
short of taxiway Z, which is the parallel taxiway for runway 36. In order to be sure the tail of the aircraft was clear, I taxied onto taxiway Z. The Controller got upset. We indicated that the only way to insure that our tail was clear was to taxi onto Z, since Tower had already cleared an airplane for takeoff behind us. We also stated that we believed it was appropriate that no part of the aircraft be beyond the hold line (between the hold line and the active runway). When pilots are clearing runways with large aircraft, they have no way of exactly determining when their tail is clear of the runway… Many controllers do not understand that if a widebody is on the centerline of a runway, its wingtips [may] extend beyond the edge of the runway. It is not acceptable for wingtips to touch the tails of other aircraft [holding on an adjacent taxiway]. Several other reporters have faced the same problem:
“Cell” Save
Any in-flight emergency is an adrenaline-producing event, but a forced landing over water is the stuff nightmares are made of. The crew of a helicopter equipped with inflatable floats makes the situation sound almost routine.
s The distance between the runway and the parallel
taxiway is so narrow that a widebody whose tail is clear of the runway will have its nose into the parallel taxiway.
s Tower issued instructions to clear the runway and hold
short of the parallel taxiway. We couldn’t do both. If we held short of the taxiway, it looked like our tail would be over the line and not clear of the runway.
s After completing the after-takeoff checklist, we
heard a buzzing sound, then a vibration, followed by a main transmission chip caution light illumination. The Captain executed memory item checklist, “land immediately [and] arm the floats.” Then, at the right time, he commanded, “blow the floats.” The aircraft made a gentle landing on the water. There were no injuries or airframe damage. Upon landing, I used our handheld cellular phone and dialed 911. I described our location and situation to a police dispatcher, who contacted the Coast Guard. Approximately 10 minutes later, they arrived alongside… We towed the aircraft to the shore, where it was recovered. Good training and a little luck resulted in a happy ending. This report highlights the value of cellular phones for providing back-up communication during electrical failures and other emergencies.
s [On takeoff roll], I saw the previous aircraft’s tail
sticking out about 20 feet onto the runway. The First Officer swerved and…we both felt we had missed the other aircraft. [At our destination], we found a piece of the left wing leading edge missing. Normally, ATC will provide taxi instructions if an aircraft is required to enter a taxiway or runway in order to clear the landing runway. However, the Air Traffic Control Handbook (7110.65J) states: “In the absence of ATC instructions, an aircraft should taxi clear of the landing runway even if that requires the aircraft to protrude into or enter another taxiway/runway/ramp area. This does not authorize an aircraft to cross a subsequent taxiway/ runway/ramp area after clearing the landing runway. The pilot is responsible for ascertaining when the aircraft is clear of the runway.” The AIM discussion of the procedure for exiting runways after landing can be found in section 4-3-20. ASRS Recently Issued Alerts On...
Dual generator failure on a B737-200 Autopilot rate gyroscope failure in a B747-100 Smoke hazard from overheated fluorescent light ballast DC-9 rudder deflections attributed to autopilot malfunction Erroneous altimeter readings caused by an electrical surge
A Monthly Safety Bulletin from The Office of the NASA Aviation Safety Reporting System, P.O. Box 189, Moffett Field, CA 94035-0189
May 1996 Report Intake
Air Carrier Pilots General Aviation Pilots Controllers Cabin/Mechanics/Military/Other 1891 682 107 27
TOTAL
2707
飞行翻译公司 www.aviation.cn 本文链接地址：美国ASRS安全公告CALLBACK cb_206.pdf
自定义标签： 
