Narrative:

Alleged T/D prior to displaced threshold oak. Oak was notamed with 2400' displaced threshold, approach end of runway closed. The aircraft ahead had rotated into a climb. The #south on runway were covered with black plastic and a few vehs were off to the east side of approach end. We had eased off G/D at about 1 1/2 mi to effect a landing at displaced threshold. We were getting some jet wash from previous aircraft. We touched down at or on strobes and threshold. The copilot was commenting that the plastic covering the #south on the runway were held down by cinder blocks with no lighting. He made a transmission to ground about the cinder blocks and they came back with the runway being closed for the first 2400'. The copilot and I deplaned the aircraft and were standing inside the terminal when a port authority official approached us and asked if we had flown the aircraft in from slc. We replied that we had. He asked if we knew the first 2400' of runway was closed. I replied that it was notamed with our paperwork. I mentioned also that the tower had not included that with our landing clearance, or anytime during final approach. He stated that he knew that, that they had forgotten to tell us. He then stated that the tower operator said he thought we'd landed short of the displaced threshold. I stated to him that we were just off the runway but did not touch down until the strobes. I was certain that we were to the lights for T/D. His comment was that the controller was probably wrong. He asked for our names and departed. When we were in the aircraft, just before pushback, a ground person came up and said the tower wanted our certificate #south. I called the tower on the phone # supplied by the ground person and spoke with the supervisor. I supplied him with our certificate #south and returned to the aircraft. No person or persons on the ground or in the aircraft were endangered at any point. Corrective actions would be for all concerned to be extra aware during any kind of construction around and on the airport complex. Tower should notify each aircraft of threshold displacement. Airport should mark areas of hazard with sufficient lighting. Dispatchers could include items as this on the release. Yellow arrows to help identify the threshold for arriving aircraft. Crews should land long enough to avoid any conflict of T/D points. Release of aircraft for takeoff while another is on short final may be stretched to avoid a conflict on a shortened runway. If a tower operator perceives an early T/D that could be a problem ask for a go around especially night activity.

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Original NASA ASRS Text

Title: DISPLACED THRESHOLD AT OAK NOTAMED. FLT CREW AWARE OF DISPLACEMENT AND LANDED AT EDGE OF DISPLACED THRESHOLD. TWR CTLR ALLEGED LANDED SHORT.

Narrative: ALLEGED T/D PRIOR TO DISPLACED THRESHOLD OAK. OAK WAS NOTAMED WITH 2400' DISPLACED THRESHOLD, APCH END OF RWY CLOSED. THE ACFT AHEAD HAD ROTATED INTO A CLB. THE #S ON RWY WERE COVERED WITH BLACK PLASTIC AND A FEW VEHS WERE OFF TO THE E SIDE OF APCH END. WE HAD EASED OFF G/D AT ABOUT 1 1/2 MI TO EFFECT A LNDG AT DISPLACED THRESHOLD. WE WERE GETTING SOME JET WASH FROM PREVIOUS ACFT. WE TOUCHED DOWN AT OR ON STROBES AND THRESHOLD. THE COPLT WAS COMMENTING THAT THE PLASTIC COVERING THE #S ON THE RWY WERE HELD DOWN BY CINDER BLOCKS WITH NO LIGHTING. HE MADE A XMISSION TO GND ABOUT THE CINDER BLOCKS AND THEY CAME BACK WITH THE RWY BEING CLOSED FOR THE FIRST 2400'. THE COPLT AND I DEPLANED THE ACFT AND WERE STANDING INSIDE THE TERMINAL WHEN A PORT AUTHORITY OFFICIAL APCHED US AND ASKED IF WE HAD FLOWN THE ACFT IN FROM SLC. WE REPLIED THAT WE HAD. HE ASKED IF WE KNEW THE FIRST 2400' OF RWY WAS CLOSED. I REPLIED THAT IT WAS NOTAMED WITH OUR PAPERWORK. I MENTIONED ALSO THAT THE TWR HAD NOT INCLUDED THAT WITH OUR LNDG CLRNC, OR ANYTIME DURING FINAL APCH. HE STATED THAT HE KNEW THAT, THAT THEY HAD FORGOTTEN TO TELL US. HE THEN STATED THAT THE TWR OPERATOR SAID HE THOUGHT WE'D LANDED SHORT OF THE DISPLACED THRESHOLD. I STATED TO HIM THAT WE WERE JUST OFF THE RWY BUT DID NOT TOUCH DOWN UNTIL THE STROBES. I WAS CERTAIN THAT WE WERE TO THE LIGHTS FOR T/D. HIS COMMENT WAS THAT THE CTLR WAS PROBABLY WRONG. HE ASKED FOR OUR NAMES AND DEPARTED. WHEN WE WERE IN THE ACFT, JUST BEFORE PUSHBACK, A GND PERSON CAME UP AND SAID THE TWR WANTED OUR CERTIFICATE #S. I CALLED THE TWR ON THE PHONE # SUPPLIED BY THE GND PERSON AND SPOKE WITH THE SUPVR. I SUPPLIED HIM WITH OUR CERTIFICATE #S AND RETURNED TO THE ACFT. NO PERSON OR PERSONS ON THE GND OR IN THE ACFT WERE ENDANGERED AT ANY POINT. CORRECTIVE ACTIONS WOULD BE FOR ALL CONCERNED TO BE EXTRA AWARE DURING ANY KIND OF CONSTRUCTION AROUND AND ON THE ARPT COMPLEX. TWR SHOULD NOTIFY EACH ACFT OF THRESHOLD DISPLACEMENT. ARPT SHOULD MARK AREAS OF HAZARD WITH SUFFICIENT LIGHTING. DISPATCHERS COULD INCLUDE ITEMS AS THIS ON THE RELEASE. YELLOW ARROWS TO HELP IDENT THE THRESHOLD FOR ARRIVING ACFT. CREWS SHOULD LAND LONG ENOUGH TO AVOID ANY CONFLICT OF T/D POINTS. RELEASE OF ACFT FOR TKOF WHILE ANOTHER IS ON SHORT FINAL MAY BE STRETCHED TO AVOID A CONFLICT ON A SHORTENED RWY. IF A TWR OPERATOR PERCEIVES AN EARLY T/D THAT COULD BE A PROB ASK FOR A GAR ESPECIALLY NIGHT ACTIVITY.

Data retrieved from NASA's ASRS site as of July 2007 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.