Narrative:

The aircraft involved were an air carrier B737 and a cessna 152. The air carrier aircraft was cleared to land runway 30, hold short of runway 25R. The aircraft complied with instructions, and was not a factor in the incident. The cessna 152 which I was PIC, was doing touch and goes on runway 25R with a pre-solo student. This was the student's third lesson in the traffic pattern. Lesson one was almost all hands-on by the instructor. The student learned the legs of the pattern, procedures and airspds. The instructor did all lndgs. The student had never performed a totally unassisted landing in training thus far. In lesson two the student was allowed control of the aircraft down to 300 ft, and toward the end of the session was allowed to lightly come on the controls (yoke). On the day of the incident the cessna 152 did 2 touch and goes and then a planned go around in which the instructor knew of the go around and the student didn't. The student handled the go around fine. The next touch and go the student made an excellent approach, we touched down together (both student and instructor) instructor gave aircraft to student, instructor called for full power and student did excellent job with takeoff and climb out. Instructor was building more confidence in student. The fifth pattern is where incident took place. At downwind abeam tower, controller told cessna to extend downwind to 605 freeway before base and cleared to land, hold short runway 30. I replied 'hold short runway 30.' the controller never said why we were being extended. On other occasions I have been told why although I know it is not a requirement. About 1/2 mi from 605 freeway, controller said, 'cessna turn base, cleared to land.' I replied,' cleared to land.' I made bad judgement call and assumed because the controller no longer said 'hold short runway 30' and turned us in early that the situation for conflict was resolved and I prepared for a touch and go. I had just done four touch and goes and never asked for a full stop. I feel safety would be better served if controllers at long beach used the words 'full stop' more often. My student made a good approach. After touchdown, instructor gave aircraft to student, instructor called for full power and the student complied. The aircraft started drifting to the left and I quickly took controls and calculated flying speed while correcting. I calculated to be in the air before drifting off runway. Just as I determined to lift off, the controller said, 'cessna, hold short of runway 30.' I looked out the front window (remember I am at a left 10-20 degree angle) and saw the front end of a stopped B737 about 500 ft away. I immediately did what I planned to do all along, lift-off and correct for runway alignment. Now I was climbing away straight down a clear runway 25R with a B737 stopped at my 10 O'clock position. Controller says 'cessna hold short of runway 30' I looked and calculated and determined if I were to take off all power, I would fly right into runway 30 and touch down in the center, and by the time I could stop the plane, I would be at least 100 ft past the intersection, make a u-turn and be more of a hinderance. I decided to continue upwind and made my first radio transmission since the incident started. Cessna XXXX 'unable.' I was told to do a full stop on downwind, complied, and taxied back to the hangar.

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Original NASA ASRS Text

Title: INSTRUCTOR PLT WITH STUDENT DOING TOUCH AND GOES WAS INSTRUCTED BY TWR TO HOLD SHORT OF RWY 30. RPTR FORGOT THAT IT WAS SUPPOSED TO BE A FULL STOP TO HOLD SHORT. AFTER COMMENCING A TOUCH AND GO, TWR INTERVENED TO REMIND RPTR THAT THEY WERE TO HOLD SHORT, BUT BECAUSE THERE WAS A B737 ON TXWY WHERE RPTR WAS HEADING, HE DECIDED IT WOULD BE BETTER TO GAR THAN TRY TO GET BACK AND STOP ON THE RWY. PLT DEV.

Narrative: THE ACFT INVOLVED WERE AN ACR B737 AND A CESSNA 152. THE ACR ACFT WAS CLRED TO LAND RWY 30, HOLD SHORT OF RWY 25R. THE ACFT COMPLIED WITH INSTRUCTIONS, AND WAS NOT A FACTOR IN THE INCIDENT. THE CESSNA 152 WHICH I WAS PIC, WAS DOING TOUCH AND GOES ON RWY 25R WITH A PRE-SOLO STUDENT. THIS WAS THE STUDENT'S THIRD LESSON IN THE TFC PATTERN. LESSON ONE WAS ALMOST ALL HANDS-ON BY THE INSTRUCTOR. THE STUDENT LEARNED THE LEGS OF THE PATTERN, PROCS AND AIRSPDS. THE INSTRUCTOR DID ALL LNDGS. THE STUDENT HAD NEVER PERFORMED A TOTALLY UNASSISTED LNDG IN TRAINING THUS FAR. IN LESSON TWO THE STUDENT WAS ALLOWED CTL OF THE ACFT DOWN TO 300 FT, AND TOWARD THE END OF THE SESSION WAS ALLOWED TO LIGHTLY COME ON THE CTLS (YOKE). ON THE DAY OF THE INCIDENT THE CESSNA 152 DID 2 TOUCH AND GOES AND THEN A PLANNED GAR IN WHICH THE INSTRUCTOR KNEW OF THE GAR AND THE STUDENT DIDN'T. THE STUDENT HANDLED THE GAR FINE. THE NEXT TOUCH AND GO THE STUDENT MADE AN EXCELLENT APCH, WE TOUCHED DOWN TOGETHER (BOTH STUDENT AND INSTRUCTOR) INSTRUCTOR GAVE ACFT TO STUDENT, INSTRUCTOR CALLED FOR FULL PWR AND STUDENT DID EXCELLENT JOB WITH TKOF AND CLBOUT. INSTRUCTOR WAS BUILDING MORE CONFIDENCE IN STUDENT. THE FIFTH PATTERN IS WHERE INCIDENT TOOK PLACE. AT DOWNWIND ABEAM TWR, CTLR TOLD CESSNA TO EXTEND DOWNWIND TO 605 FREEWAY BEFORE BASE AND CLRED TO LAND, HOLD SHORT RWY 30. I REPLIED 'HOLD SHORT RWY 30.' THE CTLR NEVER SAID WHY WE WERE BEING EXTENDED. ON OTHER OCCASIONS I HAVE BEEN TOLD WHY ALTHOUGH I KNOW IT IS NOT A REQUIREMENT. ABOUT 1/2 MI FROM 605 FREEWAY, CTLR SAID, 'CESSNA TURN BASE, CLRED TO LAND.' I REPLIED,' CLRED TO LAND.' I MADE BAD JUDGEMENT CALL AND ASSUMED BECAUSE THE CTLR NO LONGER SAID 'HOLD SHORT RWY 30' AND TURNED US IN EARLY THAT THE SIT FOR CONFLICT WAS RESOLVED AND I PREPARED FOR A TOUCH AND GO. I HAD JUST DONE FOUR TOUCH AND GOES AND NEVER ASKED FOR A FULL STOP. I FEEL SAFETY WOULD BE BETTER SERVED IF CTLRS AT LONG BEACH USED THE WORDS 'FULL STOP' MORE OFTEN. MY STUDENT MADE A GOOD APCH. AFTER TOUCHDOWN, INSTRUCTOR GAVE ACFT TO STUDENT, INSTRUCTOR CALLED FOR FULL PWR AND THE STUDENT COMPLIED. THE ACFT STARTED DRIFTING TO THE L AND I QUICKLY TOOK CTLS AND CALCULATED FLYING SPD WHILE CORRECTING. I CALCULATED TO BE IN THE AIR BEFORE DRIFTING OFF RWY. JUST AS I DETERMINED TO LIFT OFF, THE CTLR SAID, 'CESSNA, HOLD SHORT OF RWY 30.' I LOOKED OUT THE FRONT WINDOW (REMEMBER I AM AT A L 10-20 DEG ANGLE) AND SAW THE FRONT END OF A STOPPED B737 ABOUT 500 FT AWAY. I IMMEDIATELY DID WHAT I PLANNED TO DO ALL ALONG, LIFT-OFF AND CORRECT FOR RWY ALIGNMENT. NOW I WAS CLBING AWAY STRAIGHT DOWN A CLR RWY 25R WITH A B737 STOPPED AT MY 10 O'CLOCK POS. CTLR SAYS 'CESSNA HOLD SHORT OF RWY 30' I LOOKED AND CALCULATED AND DETERMINED IF I WERE TO TAKE OFF ALL PWR, I WOULD FLY RIGHT INTO RWY 30 AND TOUCH DOWN IN THE CTR, AND BY THE TIME I COULD STOP THE PLANE, I WOULD BE AT LEAST 100 FT PAST THE INTXN, MAKE A U-TURN AND BE MORE OF A HINDERANCE. I DECIDED TO CONTINUE UPWIND AND MADE MY FIRST RADIO XMISSION SINCE THE INCIDENT STARTED. CESSNA XXXX 'UNABLE.' I WAS TOLD TO DO A FULL STOP ON DOWNWIND, COMPLIED, AND TAXIED BACK TO THE HANGAR.

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.