Narrative:

On oct/xa/98 at day airport, day tower complained to air carrier X of a taxiway incursion by one of its aircraft, a DC8. This flight had been terminated early due to an egt gauge malfunction and precautionary engine shutdown. An emergency was declared with approach control and all required information was passed, fuel on board, persons on board, nature of emergency and crew actions. Upon landing, I notified day tower that we were landing roll, no response was heard. I notified day tower that their assistance would no longer be required, their response was 'roger.' I asked tower if they wanted us to remain on their frequency, no response was heard. Already in the ramp parking area, but still on taxiway west, I switched to ramp tower for parking instructions. Day tower normally switches our aircraft to ramp tower prior to exiting the runway. The 'local procedure' taught to me during my IOE in jun/98 was to switch from day tower to ramp tower, never having once in 3 months talked with day ground control. Air crews were not aware of an ongoing conflict between ramp and day ground concerning this procedure. The problem arose from many independent sources: the only aircraft that utilize taxiway west are our aircraft that park on that area of the field, but technically day ground controls that taxiway. This situation has occurred many times, yet crews were not properly notified by airline that a conflict existed with ground control. I was taught during IOE to switch to ramp tower for parking instructions. Contributing factors: the engine shutdown which added confusion to the after landing portion of the flight. This added to both the air crew and tower tasks. Corrective actions: 1) try to reach an agreement with day ground control. 2) wait at the hammerhead area and talk with ground control prior to proceeding (properly notify all air crews of this by an individual memo). 3) allow day ground to be able to monitor ramp tower frequency and vice versa. Factors affecting performance: 'night flying.' crew duty day started the night before in orlando. No other aircraft were involved in the incident nor did any action on the part of the crew create a hazardous condition.

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Original NASA ASRS Text

Title: A DC8 CREW EXPERIENCES A TXWY INCURSION WHEN NOT CHANGING TO DAY GND CTL PRIOR TO TAXIING TO THEIR CARGO RAMP AREA.

Narrative: ON OCT/XA/98 AT DAY ARPT, DAY TWR COMPLAINED TO ACR X OF A TXWY INCURSION BY ONE OF ITS ACFT, A DC8. THIS FLT HAD BEEN TERMINATED EARLY DUE TO AN EGT GAUGE MALFUNCTION AND PRECAUTIONARY ENG SHUTDOWN. AN EMER WAS DECLARED WITH APCH CTL AND ALL REQUIRED INFO WAS PASSED, FUEL ON BOARD, PERSONS ON BOARD, NATURE OF EMER AND CREW ACTIONS. UPON LNDG, I NOTIFIED DAY TWR THAT WE WERE LNDG ROLL, NO RESPONSE WAS HEARD. I NOTIFIED DAY TWR THAT THEIR ASSISTANCE WOULD NO LONGER BE REQUIRED, THEIR RESPONSE WAS 'ROGER.' I ASKED TWR IF THEY WANTED US TO REMAIN ON THEIR FREQ, NO RESPONSE WAS HEARD. ALREADY IN THE RAMP PARKING AREA, BUT STILL ON TXWY W, I SWITCHED TO RAMP TWR FOR PARKING INSTRUCTIONS. DAY TWR NORMALLY SWITCHES OUR ACFT TO RAMP TWR PRIOR TO EXITING THE RWY. THE 'LCL PROC' TAUGHT TO ME DURING MY IOE IN JUN/98 WAS TO SWITCH FROM DAY TWR TO RAMP TWR, NEVER HAVING ONCE IN 3 MONTHS TALKED WITH DAY GND CTL. AIR CREWS WERE NOT AWARE OF AN ONGOING CONFLICT BTWN RAMP AND DAY GND CONCERNING THIS PROC. THE PROB AROSE FROM MANY INDEPENDENT SOURCES: THE ONLY ACFT THAT UTILIZE TXWY W ARE OUR ACFT THAT PARK ON THAT AREA OF THE FIELD, BUT TECHNICALLY DAY GND CTLS THAT TXWY. THIS SIT HAS OCCURRED MANY TIMES, YET CREWS WERE NOT PROPERLY NOTIFIED BY AIRLINE THAT A CONFLICT EXISTED WITH GND CTL. I WAS TAUGHT DURING IOE TO SWITCH TO RAMP TWR FOR PARKING INSTRUCTIONS. CONTRIBUTING FACTORS: THE ENG SHUTDOWN WHICH ADDED CONFUSION TO THE AFTER LNDG PORTION OF THE FLT. THIS ADDED TO BOTH THE AIR CREW AND TWR TASKS. CORRECTIVE ACTIONS: 1) TRY TO REACH AN AGREEMENT WITH DAY GND CTL. 2) WAIT AT THE HAMMERHEAD AREA AND TALK WITH GND CTL PRIOR TO PROCEEDING (PROPERLY NOTIFY ALL AIR CREWS OF THIS BY AN INDIVIDUAL MEMO). 3) ALLOW DAY GND TO BE ABLE TO MONITOR RAMP TWR FREQ AND VICE VERSA. FACTORS AFFECTING PERFORMANCE: 'NIGHT FLYING.' CREW DUTY DAY STARTED THE NIGHT BEFORE IN ORLANDO. NO OTHER ACFT WERE INVOLVED IN THE INCIDENT NOR DID ANY ACTION ON THE PART OF THE CREW CREATE A HAZARDOUS CONDITION.

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.