Number 211
January 1997
The Domino Effect
Schedule pressure, poor weather conditions, a runway change in progress, and high traffic volume can stretch both pilot and controller workload nearly to the limit. A Captain tells of an escalating series of problems—a runway incursion, an aborted takeoff, a near on-theground collision, and an air carrier go-around—all of which began with an unauthorized frequency change. If the visibility had been much lower, we might not have been able to stop, that is, at higher speed and with less distance to stop. And with possibly no radio call from either (potentially crashed) aircraft on the ground, the landing aircraft could have joined the pileup with no warning. Some pilots make it a practice not to change to Tower frequency until the runway is the only place left to taxi.
s The ATIS information we received stated, “departing
runway 14, hold-short line #1 in use, landing runway 23.” An aircraft that had just landed stated on Ground frequency, “Braking action was poor transitioning to nil at the end of runway 23.” Sitting number 3 for departure still on Ground frequency, we asked if they wanted us to contact Tower. Ground Control said no, not yet. A minute or two later, the aircraft in front of us started to taxi onto the runway for departure. Not wanting to miss our soonexpected taxi-into-position clearance for departure from Tower, we flipped the frequency to Tower. Following behind the leading aircraft, we started to continue our taxi up to the #1 hold-short line. As we passed the #2 holdshort line, Tower called us and told us to hold short of hold line #2. Since we were already past it, I told the First Officer to tell Tower we were already past line #2. Tower responded, “Oh.” Apparently when the braking action on runway 23 was reported poor-to-nil, they closed runway 23 and changed operations to also land on runway 14...Hold line #2 is for the runway 14 ILS critical area protection. We were in it. It was snowing pretty good, and we were nearing our hold-over time—we wanted to depart soon. In the future, I’ll confirm I can leave the frequency before I flip the switch. But our reporter’s story doesn’t end there. After the confusion over the hold-short lines and with an aircraft on final approach, ATC gave their best effort to get this crew on its way. The Captain continues:
A Weighty Problem
Ice on the runway is bad enough. Ice on any part of an aircraft—especially one without deicing equipment—can have an immediate and dramatic effect on the plane’s ability to remain aloft. A general aviation pilot reports:
s I entered a cloud layer at 8,000 feet. Air temperature
was 1 C. The first few minutes, I encountered rain. This immediately turned to ice—moderate to severe mixed ice. Immediately, my plane went into a rapid descent. I told Center I was in a rapid descent, at 6,500 feet…[and] could not hold altitude. They told me to make a right turn. I then broke into VMC at 6,300 feet with 20 miles visibility. The problem happened in 30 seconds. I have 150 hours of actual IFR, but have never encountered so much ice so fast. Ice can accumulate even faster than this pilot reports—a windscreen can ice over in a little as five seconds.
Resolutions Recycled
This controller’s report first ran in CALLBACK nearly eight years ago, but the New Year’s resolution it describes is still relevant. The image the reporter creates is pretty entertaining, too.
s Apparently, ATC wanted to get us out before the first
runway 14 arrival because we were in the ILS critical area. We were given “position and hold runway 14”… then “cleared for takeoff, [another jet] on two-mile final runway 14.” At about 70 KIAS, air carrier Y came into view taxiing across our runway. I called “abort, abort,” and the First Officer aborted the takeoff. During the abort, I announced on Tower frequency that “[We are] aborting our takeoff, air carrier Y is taxiing across the runway.” A few seconds later, the jet on final asked, “Is the runway clear yet?” We were in our turn clearing the runway when Tower instructed the jet on final to go around.
s Yes, controllers do talk too fast. We are using equipment…[that] engages a lot slower than our brains. It’s hard, very hard, to wait after we key the mic before we speak. With today’s hub system, there are times when non-stop talking isn’t enough to keep up.
I’m reminded of the “I Love Lucy” show where Lucy is working in the candy factory. As soon as she learns her job, the conveyor belt speeds up faster and faster. Well, I can’t stuff aircraft in my pockets or down my shirt as Lucy did with the candy (much less eat them). Enough can’t be said in favor of good radio discipline. It’s the only real tool we have to make this system work. So, you folks in the air, use your full call sign, make sure that you hear your call sign, and I’ll do my best to make sure that I’m heard and understood. Let’s all make this a New Year’s resolution we keep.
ASRS Recently Issued Alerts On...
Pitot-static system malfunction on an A-300 Difficult-to-understand digital ATIS transmissions Parachuting activity near two Texas arrival routes Localizer signal interference at a California airport Recurring frequency interference at an ATC Center
A Monthly Safety Bulletin from The Office of the NASA Aviation Safety Reporting System, P.O. Box 189, Moffett Field, CA 94035-0189
October 1996 Report Intake
Air Carrier Pilots General Aviation Pilots Controllers Cabin/Mechanics/Military/Other 1907 735 131 54
TOTAL
2827
飞行翻译公司 www.aviation.cn 本文链接地址：美国ASRS安全公告CALLBACK cb_211.pdf
January 1997
The Domino Effect
Schedule pressure, poor weather conditions, a runway change in progress, and high traffic volume can stretch both pilot and controller workload nearly to the limit. A Captain tells of an escalating series of problems—a runway incursion, an aborted takeoff, a near on-theground collision, and an air carrier go-around—all of which began with an unauthorized frequency change. If the visibility had been much lower, we might not have been able to stop, that is, at higher speed and with less distance to stop. And with possibly no radio call from either (potentially crashed) aircraft on the ground, the landing aircraft could have joined the pileup with no warning. Some pilots make it a practice not to change to Tower frequency until the runway is the only place left to taxi.
s The ATIS information we received stated, “departing
runway 14, hold-short line #1 in use, landing runway 23.” An aircraft that had just landed stated on Ground frequency, “Braking action was poor transitioning to nil at the end of runway 23.” Sitting number 3 for departure still on Ground frequency, we asked if they wanted us to contact Tower. Ground Control said no, not yet. A minute or two later, the aircraft in front of us started to taxi onto the runway for departure. Not wanting to miss our soonexpected taxi-into-position clearance for departure from Tower, we flipped the frequency to Tower. Following behind the leading aircraft, we started to continue our taxi up to the #1 hold-short line. As we passed the #2 holdshort line, Tower called us and told us to hold short of hold line #2. Since we were already past it, I told the First Officer to tell Tower we were already past line #2. Tower responded, “Oh.” Apparently when the braking action on runway 23 was reported poor-to-nil, they closed runway 23 and changed operations to also land on runway 14...Hold line #2 is for the runway 14 ILS critical area protection. We were in it. It was snowing pretty good, and we were nearing our hold-over time—we wanted to depart soon. In the future, I’ll confirm I can leave the frequency before I flip the switch. But our reporter’s story doesn’t end there. After the confusion over the hold-short lines and with an aircraft on final approach, ATC gave their best effort to get this crew on its way. The Captain continues:
A Weighty Problem
Ice on the runway is bad enough. Ice on any part of an aircraft—especially one without deicing equipment—can have an immediate and dramatic effect on the plane’s ability to remain aloft. A general aviation pilot reports:
s I entered a cloud layer at 8,000 feet. Air temperature
was 1 C. The first few minutes, I encountered rain. This immediately turned to ice—moderate to severe mixed ice. Immediately, my plane went into a rapid descent. I told Center I was in a rapid descent, at 6,500 feet…[and] could not hold altitude. They told me to make a right turn. I then broke into VMC at 6,300 feet with 20 miles visibility. The problem happened in 30 seconds. I have 150 hours of actual IFR, but have never encountered so much ice so fast. Ice can accumulate even faster than this pilot reports—a windscreen can ice over in a little as five seconds.
Resolutions Recycled
This controller’s report first ran in CALLBACK nearly eight years ago, but the New Year’s resolution it describes is still relevant. The image the reporter creates is pretty entertaining, too.
s Apparently, ATC wanted to get us out before the first
runway 14 arrival because we were in the ILS critical area. We were given “position and hold runway 14”… then “cleared for takeoff, [another jet] on two-mile final runway 14.” At about 70 KIAS, air carrier Y came into view taxiing across our runway. I called “abort, abort,” and the First Officer aborted the takeoff. During the abort, I announced on Tower frequency that “[We are] aborting our takeoff, air carrier Y is taxiing across the runway.” A few seconds later, the jet on final asked, “Is the runway clear yet?” We were in our turn clearing the runway when Tower instructed the jet on final to go around.
s Yes, controllers do talk too fast. We are using equipment…[that] engages a lot slower than our brains. It’s hard, very hard, to wait after we key the mic before we speak. With today’s hub system, there are times when non-stop talking isn’t enough to keep up.
I’m reminded of the “I Love Lucy” show where Lucy is working in the candy factory. As soon as she learns her job, the conveyor belt speeds up faster and faster. Well, I can’t stuff aircraft in my pockets or down my shirt as Lucy did with the candy (much less eat them). Enough can’t be said in favor of good radio discipline. It’s the only real tool we have to make this system work. So, you folks in the air, use your full call sign, make sure that you hear your call sign, and I’ll do my best to make sure that I’m heard and understood. Let’s all make this a New Year’s resolution we keep.
ASRS Recently Issued Alerts On...
Pitot-static system malfunction on an A-300 Difficult-to-understand digital ATIS transmissions Parachuting activity near two Texas arrival routes Localizer signal interference at a California airport Recurring frequency interference at an ATC Center
A Monthly Safety Bulletin from The Office of the NASA Aviation Safety Reporting System, P.O. Box 189, Moffett Field, CA 94035-0189
October 1996 Report Intake
Air Carrier Pilots General Aviation Pilots Controllers Cabin/Mechanics/Military/Other 1907 735 131 54
TOTAL
2827
飞行翻译公司 www.aviation.cn 本文链接地址：美国ASRS安全公告CALLBACK cb_211.pdf
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