 |
37000 Feet | Browse and search NASA's Aviation Safety Reporting System |
|
Local controller late with hold short instructions to landing small transport, medium large transport passes overhead at intersection.
| Attributes | |
| ACN | 181804 |
| Time | |
| Date | 199106 |
| Day | Tue |
| Local Time Of Day | 0601 To 1200 |
| Place | |
| Locale Reference | airport : stl |
| State Reference | MO |
| Altitude | agl bound lower : 0 agl bound upper : 100 |
| Environment | |
| Flight Conditions | VMC |
| Light | Daylight |
| Aircraft 1 | |
| Controlling Facilities | tower : pwm |
| Operator | common carrier : air carrier |
| Make Model Name | Small Transport, Low Wing, 2 Turboprop Eng |
| Flight Phase | landing other |
| Flight Plan | IFR |
| Aircraft 2 | |
| Operator | common carrier : air carrier |
| Make Model Name | Medium Large Transport, Low Wing, 2 Turbojet Eng |
| Flight Phase | climbout : takeoff climbout : initial |
| Flight Plan | IFR |
| Person 1 | |
| Affiliation | company : air carrier |
| Function | flight crew : captain oversight : pic |
| Qualification | pilot : atp |
| Experience | flight time last 90 days : 80 flight time total : 3300 flight time type : 800 |
| ASRS Report | 181804 |
| Person 2 | |
| Affiliation | company : air carrier |
| Function | flight crew : first officer |
| Qualification | pilot : commercial pilot : instrument |
| Events | |
| Anomaly | conflict : ground critical incursion : runway |
| Independent Detector | other controllera other flight crewa |
| Resolutory Action | none taken : anomaly accepted |
| Consequence | faa : reviewed incident with flight crew |
| Miss Distance | horizontal : 0 vertical : 150 |
| Supplementary | |
| Primary Problem | ATC Human Performance |
| Air Traffic Incident | Operational Error |
Narrative:
As the captain and flying pilot of small transport X we were on approach to runway 24. After being 'cleared to land runway 24' I verified with my first officer that we had no landing restrictions (ie, hold short of runway 30L). He confirmed 'no restrictions'. I asked him to call tower and verify full length available. Tower came back with 'full length available, cleared to land runway 24'. I told my first officer of my intentions to use all available runway as we were 'heavy'. After touchdown we received the transmission 'small transport X if able, hold short runway 30L'. Due to workload, we did not acknowledge but tried to comply. Using full reverse thrust and maximum braking available without sacrificing aircraft control, it was clear we would be unable to hold short of 30L. Estimating that our present rate of deceleration would bring us to a stop on or just beyond runway 30L, and seeing an medium large transport Y on the takeoff roll on 30L, I thought it most prudent to clear the runway 30L as quickly as possible, which meant allowing the aircraft to roll quickly through the intersection. The medium large transport Y continued the takeoff passing above ours as we cleared the runway. A phone call to the tower supervisor after shutdown revealed a lack of communication between tower controllers as the cause of the incursion. I believe a contributing factor to be the abhorrent braking characteristics of the aircraft. Any form of hard braking results in an almost immediate loss of directional control. This is the feeling of most pilots I've talked to who are flying this model aircraft. Unfortunately, this means that only moderate braking is available if one is to maintain aircraft control.
Original NASA ASRS Text
Title: LCL CTLR LATE WITH HOLD SHORT INSTRUCTIONS TO LNDG SMT, MLG PASSES OVERHEAD AT INTXN.
Narrative: AS THE CAPT AND FLYING PLT OF SMT X WE WERE ON APCH TO RWY 24. AFTER BEING 'CLRED TO LAND RWY 24' I VERIFIED WITH MY FO THAT WE HAD NO LNDG RESTRICTIONS (IE, HOLD SHORT OF RWY 30L). HE CONFIRMED 'NO RESTRICTIONS'. I ASKED HIM TO CALL TWR AND VERIFY FULL LENGTH AVAILABLE. TWR CAME BACK WITH 'FULL LENGTH AVAILABLE, CLRED TO LAND RWY 24'. I TOLD MY FO OF MY INTENTIONS TO USE ALL AVAILABLE RWY AS WE WERE 'HVY'. AFTER TOUCHDOWN WE RECEIVED THE XMISSION 'SMT X IF ABLE, HOLD SHORT RWY 30L'. DUE TO WORKLOAD, WE DID NOT ACKNOWLEDGE BUT TRIED TO COMPLY. USING FULL REVERSE THRUST AND MAX BRAKING AVAILABLE WITHOUT SACRIFICING ACFT CTL, IT WAS CLR WE WOULD BE UNABLE TO HOLD SHORT OF 30L. ESTIMATING THAT OUR PRESENT RATE OF DECELERATION WOULD BRING US TO A STOP ON OR JUST BEYOND RWY 30L, AND SEEING AN MLG Y ON THE TKOF ROLL ON 30L, I THOUGHT IT MOST PRUDENT TO CLR THE RWY 30L AS QUICKLY AS POSSIBLE, WHICH MEANT ALLOWING THE ACFT TO ROLL QUICKLY THROUGH THE INTXN. THE MLG Y CONTINUED THE TKOF PASSING ABOVE OURS AS WE CLRED THE RWY. A PHONE CALL TO THE TWR SUPVR AFTER SHUTDOWN REVEALED A LACK OF COM BTWN TWR CTLRS AS THE CAUSE OF THE INCURSION. I BELIEVE A CONTRIBUTING FACTOR TO BE THE ABHORRENT BRAKING CHARACTERISTICS OF THE ACFT. ANY FORM OF HARD BRAKING RESULTS IN AN ALMOST IMMEDIATE LOSS OF DIRECTIONAL CTL. THIS IS THE FEELING OF MOST PLTS I'VE TALKED TO WHO ARE FLYING THIS MODEL ACFT. UNFORTUNATELY, THIS MEANS THAT ONLY MODERATE BRAKING IS AVAILABLE IF ONE IS TO MAINTAIN ACFT CTL.
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.