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the “Hold short of Runway 19L” [clearance]. I, however,
was thinking Runway 19R. We proceeded on Taxiway L
toward Runway 19L, but since I was thinking Runway
19R, I crossed the hold short line for Runway 19L. The
First Officer rightly called for the “hold short,” and I was
still thinking (erroneously) to hold short of Runway 19R.
The First Officer, recognizing that we weren’t actually
stopping, said, “Stop!” At that point, I quickly applied the
brakes and stopped the aircraft about 20 feet beyond the
hold short line. A light aircraft (a C172, I think) on final
went around, seeing that we had crossed the hold short
line. Tower then cleared us into “position and hold” on
Runway 19R. Lessons learned: 1) Confirm with the First
Officer the actual taxi/hold short instructions. 2) Check
final approach corridor for traffic. 3) Call out simple
commands like, “Stop now” that don’t require further
thought.
– James Allen
“I Never Thought It Would Happen to Me”
With sophisticated aircraft systems, extensive training,
comprehensive checklists, and CRM, it is hard to imagine
some of the “classic” flying errors happening today. The pilot
who submitted this report probably felt the same way,
until…
Departure called an early turn for traffic at approximately
800 feet AGL. This momentary distraction made me forget to
call for “Flaps up, VNAV” which is the standard procedure.
My First Officer also forgot to back me up.... At 3000 feet MSL,
I called for the After Takeoff checklist. The First Officer ran
the checklist, but during the “Flaps and slats up” challenge,
he didn’t realize the flaps were still at the takeoff position.
After accelerating at 10,000 feet, I felt a buffeting similar to
light chop and checked the flap gauge. Airspeed at this point
was 270 knots, a 40 knot flap over-speed. After slowing to 225
knots, I called for flaps up, and then proceeded to call
company maintenance for further guidance.
In retrospect, it’s very hard to believe I allowed this major
oversight. I never thought it would happen to me... I discussed
with my First Officer my technique in running the after
takeoff checklist which is to check the gauge (flaps) and then
look up to check the leading edge devices annunciator panel…
He was quite confident that he checked the gauge, but feels he
must have “looked right through it.”
It Was a Dark and Foggy Night…
Factors such as weather and fatigue have contributed to
many aviation incidents and accidents. In the following
ASRS report, a corporate pilot cites several common factors
that contributed to a mistake he thought would “never
happen to me.”
I departed from a parallel taxiway instead of the runway. I
never thought I could ever do such a stupid, unsafe maneuver.
Leading factor: fatigue; Second: “That will never happen to
me” attitude; Third: complacency; Fourth: weather; Fifth: I
was in a hurry to get home. We had already been up more than
24 hours even though, technically, we were legal... After being
cleared for takeoff by the tower, I lined up on a long, wide
parallel taxiway and took off, rushing the poor copilot and
myself. I realized my error just as we lifted off. Tower said
nothing. Commuter aircraft were behind me and must have
seen it – in disbelief. Nothing was said. It was dark and foggy.
Tower may not have been able to see either. Tower and ground
may have been the same person that early in the morning.
Maybe he was busy.
This event has cautioned me about two things: 1) fatigue is
insidious, and 2) I’m not as good as I thought I was, but I’ll
get better – for sure.
The Maintenance Desk
Several recent ASRS
maintenance reports have
indicated a recurring oil filler
cap problem. These incidents
should be of particular interest
to operators of PW JT-8
engines. Our thanks to the maintenance technicians
who shared their findings and recommendations.
The Pratt & Whitney JT-8 engine oil filler cap
locking mechanism can visually appear to be seated in
the full down and locked detent when actually it is not!
The handle is too small to effectively be leveraged to the
locked position with thumb and forefinger only,
especially in cold weather. Such was the case, I believe,
when I properly serviced the left and right engine oil,
then secured both engine oil fill caps. Upon departure,
the crew noticed a decrease in right engine oil level and
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