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After landing on runway 29 at msp, tower controller cleared aircraft for takeoff on runway 22. Seeing his error, he canceled takeoff clearance on 22.
| Attributes | |
| ACN | 183470 |
| Time | |
| Date | 199107 |
| Day | Sat |
| Local Time Of Day | 1201 To 1800 |
| Place | |
| Locale Reference | airport : msp |
| State Reference | MN |
| Altitude | agl bound lower : 0 agl bound upper : 0 |
| Environment | |
| Flight Conditions | VMC |
| Light | Daylight |
| Aircraft 1 | |
| Operator | common carrier : air carrier |
| Make Model Name | Medium Large Transport, Low Wing, 2 Turbojet Eng |
| Flight Phase | landing other |
| Flight Plan | IFR |
| Person 1 | |
| Affiliation | company : air carrier |
| Function | flight crew : captain oversight : pic |
| Qualification | pilot : instrument pilot : atp pilot : commercial |
| Experience | flight time last 90 days : 120 flight time total : 10000 flight time type : 9500 |
| ASRS Report | 183470 |
| Person 2 | |
| Affiliation | company : air carrier |
| Function | flight crew : first officer |
| Qualification | pilot : atp pilot : commercial pilot : instrument |
| Events | |
| Anomaly | conflict : ground less severe non adherence : published procedure non adherence : far |
| Independent Detector | other flight crewa |
| Resolutory Action | none taken : anomaly accepted other |
| Consequence | Other |
| Supplementary | |
| Primary Problem | ATC Human Performance |
| Air Traffic Incident | Operational Error |
Narrative:
We were cleared to land on runway 29R at msp. Just after touching down, the tower cleared another aircraft for takeoff on runway 22. I used higher than normal reverse thrust and heavier than normal braking in order to stop short of runway 22. Just prior to our stopping, the tower controller realized his mistake and cancelled the other aircraft's takeoff clearance. The situation did not develop to a dangerous level. However, it easily could have. I feel that this occurrence is one more example of the condition that the ATC system is in today. The system is stretched to its limits. The hub and spoke system concentrates too many flts into a very limited area in both time and space. The FAA refuses to staff the ATC system in the proper manner in order to handle this traffic. This results in too few controllers handling too many flts. This leads to confusion and mistakes on the controller's part.
Original NASA ASRS Text
Title: AFTER LNDG ON RWY 29 AT MSP, TWR CTLR CLRED ACFT FOR TKOF ON RWY 22. SEEING HIS ERROR, HE CANCELED TKOF CLRNC ON 22.
Narrative: WE WERE CLRED TO LAND ON RWY 29R AT MSP. JUST AFTER TOUCHING DOWN, THE TWR CLRED ANOTHER ACFT FOR TKOF ON RWY 22. I USED HIGHER THAN NORMAL REVERSE THRUST AND HEAVIER THAN NORMAL BRAKING IN ORDER TO STOP SHORT OF RWY 22. JUST PRIOR TO OUR STOPPING, THE TWR CTLR REALIZED HIS MISTAKE AND CANCELLED THE OTHER ACFT'S TKOF CLRNC. THE SITUATION DID NOT DEVELOP TO A DANGEROUS LEVEL. HOWEVER, IT EASILY COULD HAVE. I FEEL THAT THIS OCCURRENCE IS ONE MORE EXAMPLE OF THE CONDITION THAT THE ATC SYSTEM IS IN TODAY. THE SYSTEM IS STRETCHED TO ITS LIMITS. THE HUB AND SPOKE SYSTEM CONCENTRATES TOO MANY FLTS INTO A VERY LIMITED AREA IN BOTH TIME AND SPACE. THE FAA REFUSES TO STAFF THE ATC SYSTEM IN THE PROPER MANNER IN ORDER TO HANDLE THIS TFC. THIS RESULTS IN TOO FEW CTLRS HANDLING TOO MANY FLTS. THIS LEADS TO CONFUSION AND MISTAKES ON THE CTLR'S PART.
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.