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Flight crew of a widebody transport taxied into position and hold at the shanghai airport after holding short of the runway and believing that the tower had cleared them to do so. However, the tower was actually saying to hold in position short of the runway. Another tower controller voice asked them why they had taxied into position and then cleared them for takeoff.
| Attributes | |
| ACN | 388012 |
| Time | |
| Date | 199711 |
| Day | Wed |
| Local Time Of Day | 0601 To 1200 |
| Place | |
| Locale Reference | airport : sha |
| State Reference | FO |
| Altitude | agl bound lower : 0 agl bound upper : 0 |
| Environment | |
| Flight Conditions | Mixed |
| Light | Daylight |
| Aircraft 1 | |
| Operator | common carrier : air carrier |
| Make Model Name | Commercial Fixed Wing |
| Operating Under FAR Part | Part 121 |
| Navigation In Use | Other Other |
| Flight Phase | ground : holding ground other : taxi |
| Flight Plan | IFR |
| Person 1 | |
| Affiliation | company : air carrier |
| Function | flight crew : first officer |
| Qualification | other other : other pilot : atp pilot : flight engineer |
| Experience | flight time last 90 days : 100 flight time total : 3500 flight time type : 45 |
| ASRS Report | 388012 |
| Person 2 | |
| Affiliation | company : air carrier |
| Function | flight crew : captain oversight : pic |
| Qualification | pilot : atp |
| Experience | flight time last 90 days : 150 flight time total : 7000 flight time type : 2000 |
| ASRS Report | 388110 |
| Events | |
| Anomaly | incursion : runway non adherence : clearance other anomaly other |
| Independent Detector | other controllera |
| Resolutory Action | controller : issued new clearance other |
| Consequence | Other |
| Supplementary | |
| Primary Problem | Flight Crew Human Performance |
| Air Traffic Incident | Pilot Deviation |
Narrative:
The captain taxied in sequence through several departures and stopped at the hold line for runway 36, setting the parking brake. After the departure of one international air carrier and the arrival of another, we received the following clearance: 'position aahh hold, runway 36' (not a clear 'and'). I responded 'understand cleared into position and hold runway 36.' the captain and I looked at each other exchanging eye contact during my reply. We both clearly heard her transmission and my response. There was no reply from the tower. The captain checked final (nobody visible), then taxied into position on runway 36. After hearing a couple of radio exchanges in chinese, a male controller said 'why you on runway?' I replied 'we were cleared into position and hold runway 36.' he said 'you were to hold short.' we were then given clearance for takeoff, and the remainder of the flight to beijing was thankfully uneventful. Contributing factors: there is no need to give a 'hold short/hold position/position hold' clearance to an aircraft that is holding short already, and has held short through a departure and arrival. Little situational awareness: all xmissions to other aircraft in chinese. Clearance for 'position aahh hold' came in the intuitively correct sequence for 'position and hold.' no controller correction upon my readback, nor upon visual with our aircraft taxiing into position. Non-ICAO standard phraseology and terminology used by controller. Poor visibility (2000 meters with haze), couldn't see long final. Non factors: none of the 'classic' incident/accident factors existed in the cockpit: ie, rushing, confusion, cockpit tension, preoccupation. The captain and I were well rested, had an excellent working relationship, and were both keenly aware of communication problems in china and had briefed the subject prior to flight.
Original NASA ASRS Text
Title: FLC OF A WDB TAXIED INTO POS AND HOLD AT THE SHANGHAI ARPT AFTER HOLDING SHORT OF THE RWY AND BELIEVING THAT THE TWR HAD CLRED THEM TO DO SO. HOWEVER, THE TWR WAS ACTUALLY SAYING TO HOLD IN POS SHORT OF THE RWY. ANOTHER TWR CTLR VOICE ASKED THEM WHY THEY HAD TAXIED INTO POS AND THEN CLRED THEM FOR TKOF.
Narrative: THE CAPT TAXIED IN SEQUENCE THROUGH SEVERAL DEPS AND STOPPED AT THE HOLD LINE FOR RWY 36, SETTING THE PARKING BRAKE. AFTER THE DEP OF ONE INTL ACR AND THE ARR OF ANOTHER, WE RECEIVED THE FOLLOWING CLRNC: 'POS AAHH HOLD, RWY 36' (NOT A CLR 'AND'). I RESPONDED 'UNDERSTAND CLRED INTO POS AND HOLD RWY 36.' THE CAPT AND I LOOKED AT EACH OTHER EXCHANGING EYE CONTACT DURING MY REPLY. WE BOTH CLEARLY HEARD HER XMISSION AND MY RESPONSE. THERE WAS NO REPLY FROM THE TWR. THE CAPT CHKED FINAL (NOBODY VISIBLE), THEN TAXIED INTO POS ON RWY 36. AFTER HEARING A COUPLE OF RADIO EXCHANGES IN CHINESE, A MALE CTLR SAID 'WHY YOU ON RWY?' I REPLIED 'WE WERE CLRED INTO POS AND HOLD RWY 36.' HE SAID 'YOU WERE TO HOLD SHORT.' WE WERE THEN GIVEN CLRNC FOR TKOF, AND THE REMAINDER OF THE FLT TO BEIJING WAS THANKFULLY UNEVENTFUL. CONTRIBUTING FACTORS: THERE IS NO NEED TO GIVE A 'HOLD SHORT/HOLD POS/POS HOLD' CLRNC TO AN ACFT THAT IS HOLDING SHORT ALREADY, AND HAS HELD SHORT THROUGH A DEP AND ARR. LITTLE SITUATIONAL AWARENESS: ALL XMISSIONS TO OTHER ACFT IN CHINESE. CLRNC FOR 'POS AAHH HOLD' CAME IN THE INTUITIVELY CORRECT SEQUENCE FOR 'POS AND HOLD.' NO CTLR CORRECTION UPON MY READBACK, NOR UPON VISUAL WITH OUR ACFT TAXIING INTO POS. NON-ICAO STANDARD PHRASEOLOGY AND TERMINOLOGY USED BY CTLR. POOR VISIBILITY (2000 METERS WITH HAZE), COULDN'T SEE LONG FINAL. NON FACTORS: NONE OF THE 'CLASSIC' INCIDENT/ACCIDENT FACTORS EXISTED IN THE COCKPIT: IE, RUSHING, CONFUSION, COCKPIT TENSION, PREOCCUPATION. THE CAPT AND I WERE WELL RESTED, HAD AN EXCELLENT WORKING RELATIONSHIP, AND WERE BOTH KEENLY AWARE OF COM PROBS IN CHINA AND HAD BRIEFED THE SUBJECT PRIOR TO FLT.
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.