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back to basics. And as basic as it may seem, a few ASRS reports
indicate that some pilots have difficulty distinguishing the “holding
side” of runway holding lines from the “non-holding side.”
Recall that holding lines lie perpendicular to the taxiway and consist
of two continuous and two dashed lines, each spaced six inches
apart.
Runway Holding
Position Markings
Runway Side
Taxiway Side
Taxiway Holding
Position Markings
According to the Airman’s Information Manual:
“When approaching the holding lines from the side
with the continuous lines a pilot should not cross
the holding line without ATC clearance at a
controlled airport, or without making sure of
adequate separation from other aircraft at
uncontrolled airports.”
CautionAfterLanding
ASRS reports also indicate that problems can arise
when pilots turn off onto another runway after
landing. Reports a Controller:
“[A medium large transport] landed on Runway
22 and turned onto Runway 28. [Another
aircraft] was on Runway 28 in position ready for
departure.”
A pilot reported:
“After landing, Captain cleared onto Runway
13. I noticed that the Tower had an aircraft in
position on Runway 13.”
Another stated:
“ … we exited Runway 3 [onto Runway 33]. After
our turnoff was completed we observed an
aircraft on final for Runway 33 … The aircraft
on final was instructed to
go around….”
It’s important to understand that the Airman’s
Information Manual states that when clearing a
runway after landing, pilots should not turn onto
another runway without authorization from the
tower. Perhaps a study of the airport diagram
prior to landing would help here by increasing
situational awareness.
HazardstoEquipmentandPersonnel
A couple of ASRS reports illustrate hazards
associated with beginning taxi without obtaining
the “all clear” salute from the ground crew. A jump
seat rider observed:
“The Captain pushed up the power and released
the parking brakes even though he had not
received the required salute and release from
[the pushback ground crew]. When the Copilot
looked up he found the [widebody aircraft]
moving between 5-10 m.p.h. Knowing that we
24 Summer 1992 ASRS Directline
had no clearance from the ground crew, and
unable to see the ground crew under the nose, he
slammed on the brakes to stop the aircraft.
Three Flight Attendants were slammed into the
bulkheads and injured, one seriously.”
The reporter surmised:
“This incident occurred, I believe, because the
Captain did not know the significance of our
company SOP, which [states] that a taxi
clearance is not to be requested until the salute
and release from [the ground crew] is received.
As an observer, I got the feeling that this Captain
was mostly interested in minimizing
ground time. The risk involved in the pushback
procedure apparently had a lower priority to
him than a fast getaway…. He seemed unconcerned
with the possibility of running over and
possibly killing the tug driver.”
Another crew reported that they struck a deicing
truck after beginning a premature taxi. The
reporter explains that rushing and “the lack of
coordination between the cockpit and ground
personnel” contributed to the incident. “After
deicing [was] started and the [deicing] truck moved
rearward no ground personnel were [visible to] the
cockpit [crewmembers]. [This led] to the assumption
by the Captain that deicing had been completed.”
Be careful with assumptions.
May All Your Taxiways be Smooth
Although the act of taxiing an aircraft to and from
an active runway may seem a little routine,
ensuring that it is done safely requires planning,
coordination, and attention. And more than just
one set of eyeballs on a swivel is also necessary.
Let’s review some of the things which can help
flight crews make that taxi operation safer:
❖ Ensure that all members of the flight deck crew
review the airport diagram before beginning
the taxi-out
❖ Locate the airport chart where it is readily
available for reference and is in plain view at all
times
❖ Write down those taxi instructions and any
hold-short clearances
❖ Don’t start your taxi from the gate until you
have received the all clear from the ground
crew. Make sure that Captain and First Officer
are watching for obstacles; remember that
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ASRS Directline(55)
