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can create more confusion or consternation
than they were intended to alleviate.
Consider this next report:
What are all those fire trucks doing?
✍ “We arrived on final approach to
Runway 22L at EWR airport with less
than 7,000 pounds of fuel. The airplane
ahead of us did not vacate the runway in
time, so a go-around was accomplished…
The Captain asked me to declare ‘minimum
fuel’, which I did. New York radar
then asked us how much fuel we had remaining.
The Captain said, ‘We need to
be on the ground in 10 minutes.’ I repeated
that to New York…New York radar
said, ‘Understand you have 10 minutes
fuel remaining.’ I said, ‘Negative.’ Apparently,
New York had declared an emergency
and called out the fire trucks anyway.”
(# 246925)
After the Avianca Airlines accident
on Long Island, NY, ATC sensitivity
about fuel exhaustion was justifiably
heightened. (See “Great Expectations”
by Jeanne McElhatton, an
excellent article in Issue # 3 of
ASRS Directline about minimum
fuel situations.) The flight crew
might have alleviated this
Controller’s concerns by accurately
conveying their situation. They
could have said, for instance, “…we
would like to be on the ground in
about 10 minutes—just so we don’t
get too far into our fuel reserves.”
Landing and Rollout
Once a successful approach and
landing are accomplished, pilots tend
to relax a little bit. The challenge, danger,
and possibility of error are dramatically
reduced, right?
✍ “…was instructed to enter right
downwind for 25R. Landed and during
rollout was instructed, ‘Left next taxiway,’
but at this point was unable to
positively identify the next opening as a
taxiway. …Immediately after receiving
this instruction, another aircraft (which
was already holding in position on 25R)
was cleared for takeoff 25R. Hearing this
caused me to panic. I was afraid of crossing
Runway 30 which I had been given
landing instructions to hold short of.
…Sometimes it’s ‘left this taxiway’, sometimes
it’s ‘left next taxiway’, which if you
are very close to a taxiway (as I was),
might be construed as the taxiway after
the one you have almost passed…”
(# 103105)
When arrivals to an airport are
tightly spaced and aircraft are in
position for departure, communications
can get especially hectic.
Controllers often try to assist a pilot
by giving what they think are
simple, direct instructions. Although
the intentions are good,
identifying the specific taxiway designation
in the instruction would
help minimize misunderstanding.
Pilots can assist the controller by advising
ATC as soon as possible of any
known restrictions on where they
can turn off the runway.
Issue Number 7 23
Taxi In
If you’re not sure, ask…
✍ “…on rollout at Moline, IL, Controller
instructions heard and read back as,
‘Clear at taxiway E, stay with Tower to
ramp.’ Upon reaching and entering Runway
31, we noted another aircraft in
takeoff position…Tower said, ‘[Air Carrier
X], you were supposed to hold short.’
I responded ‘I thought we were cleared to
the ramp with you.’ He said, ‘No, you
were cleared to hold short on Runway
31.’ I never recall hearing or reading back
such a clearance…” (# 194811)
As in many cases, without reviewing
the ATC tapes, no one will ever
know whose account of this incident
is correct. However, unless it
is absolutely clear that a taxi clearance
includes a crossing clearance,
a confirmation of the clearance as
well as a visual check of the runway
must occur to prevent this
kind of incident.
The Human Factor
So where is the problem?
Problems with communications
technique are evident on both sides of
the radio link. Although controllers
are mandated to adhere to standard
phraseology, there are certainly examples
of controllers using non-standard
phrases. Pilots are required by
regulation to read back certain phases
of a clearance, but are given, and often
exercise, more latitude in phraseology
than their controller counterparts. In
the final analysis, human factors issues,
such as loss of situational awareness,
readback/hearback, anticipatory
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