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One noted problem is that sometimes the First
Officer calls for the taxi clearance while the
Captain is still off-frequency talking to the
pushback crew on the interphone. One ASRS
report revealed:
“Contributing factors: a rushed atmosphere in
the cockpit…. This resulted in distractions and
work overload, i.e., calling for taxi while starting
engines….Captain and Flight Engineer were not
monitoring [radios] as a backup to the First
Officer.”
Here are a few suggestions that can help combat
these traps. First, the initial call to Ground Control
or Ramp Control for taxi clearance should not be
initiated until the Captain and First Officer are
both monitoring that frequency. This ensures
redundancy while critical taxi instructions are
being issued.
Next, whenever a “hold short” clearance is issued,
the Captain and First Officer should repeat the
hold short clearance to each other. If a pilot fails to
verbalize the clearance, the other pilot must then
challenge him/her to be sure that the clearance
was understood.
Finally, it’s suggested that the First Officer write
down the taxi clearance and holding instructions.
Distractions, Distractions
Several pilots complained that cockpit distractions
contributed to their runway transgression. Examples
include distractions caused by completing
checklists, obtaining weight and balance information,
and loading flight
management computers. ASRS narratives include
statements such as:
“I was busy running checklists and not looking
outside.”
“The First Officer was preoccupied with paperwork
and not monitoring the taxi progress until
after crossing the active
runway.”
“My attention was diverted inside the cockpit as
new weight and balance information was
received from company via ACARS.”
“I changed frequency (per company procedure) to
get takeoff closeout data. At this time, the
Captain taxied [without clearance] onto Runway
11.”
“My First Officer was busy receiving our weight
and balance data via ACARS and loading it into
the computer. Had he been more in the loop he
might have had time to review his taxi chart and
point out that I was going the wrong way.”
Another air carrier pilot reported that he became
distracted when a Flight Attendant entered the
cockpit to give the passenger count.
“[We] took off, and to this moment, I do not
remember being cleared for takeoff. This had the
potential for a ‘Canary Islands’ takeoff accident.
Company procedure for flight attendant cockpit
visit while taxiing
contributed….”
Air carriers are urged to review their policies and
procedures to look for and eliminate practices that
could contribute to taxi distractions. Paraphrasing
FAR 121.542:
“No certificate holder shall require, nor may any flight
crewmember perform, any duties during a critical
phase of flight except those duties required for the
safe operation of the aircraft…. Critical phase of flight
includes all ground operations involving taxi….”
Can weight and balance information be delivered
at the gate instead of during taxi-out? Can checklists
be rewritten to minimize distractions during
taxi-out? And is it really necessary to require pilots
to call station operations to report “on the ground”
after landing? Reported one crew:
“After landing … I called ops on company radio
for gate [assignment] and got distracted with a
short conversation about service requirements. I
then realized that we had just crossed Runway
27L [without authorization].”
ASRS Directline Summer 1992 23
Careful on Inactive Runways
A few runway transgressions occurred when pilots were instructed
to taxi on inactive runways. Because runway surfaces are designed
for takeoffs and landings, they are not marked for taxiing. Therefore
the usual cues such as holding lines for intersecting runways
probably will not be present. Following a runway transgression one
ASRS reporter offered:
“If taxi operations are to be conducted on runways crossing [other]
runways, then having yellow hold short lines on the runways could
help. Maybe that one additional visual cue might have done the
trick [in preventing my runway
transgression].”
Because of the lack of these markings pilots should be particularly
alert when taxiing on runways.
Runway Holding Lines: Back to Basics
Sometimes to resolve complex problems it may be necessary to go
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ASRS Directline(54)
