Narrative:

The captain and I extensively briefed the new procedures for the new operation to atl's south side complex and planned on an ILS runway 9L sidestep to runway 10. I had not been to the south side since the closure of runway 9R for construction and I think the captain had not as well. We noticed from the 5 commercial chart 10-8 yellow pages, that closed runway 9R was crosshatched with X's indicating to us no possibility of use for taxiing, much less any other operation. We anticipated and briefed turning off runway 10 at the east end via taxiway K, with subsequent direction from tower to cross runway 9L. I made the landing on runway 10R and at a safe taxi speed, and the captain took the controls to taxi. There was no barricade past exit R13. I also noticed the nonstandard, ie, temporary, nature of the signage and lighting which we found distracting. Right as we passed turnoff R13 we both saw that we would be unable to turn off on taxiway K because of construction. We had seen men and equipment between R13 and the end, earlier when captain was taxiing, but believed that there would be the appropriate space on taxiway K for taxiing. Attempted twice to do a 180 degree turn to return to R13 for exit, but was unable to safely accomplish this turn without either damaging taxiway lighting or departing the taxiway onto the grass. Although the NOTAMS indicated that the runway was 150 ft wide and the turning radius of the B767-300 is 146.3 ft, we felt that we could not safely execute a turn. Rather than chancing a taxiway excursion, we informed tower, ground, and our ramp of the need to coordinate assistance from a super tug in getting us turned around. We shut our engines down to await the tug and informed the passenger of our situation. With some delay (about 30 mins) we were repositioned around to R13 facing west whereupon we started engines and taxied back to our gate and ramp. We regretted the closure of runway 10, but felt that we avoided a greater length of closure time by a possible taxiway excursion. Based on the known construction on runway 9R and the depiction of X's on the runway 9R diagram in the commercial chart 10-8 NOTAM pages, captain and I had determined to exit at the east end. The runway 9L sidestep to runway 10 procedure is the most different operation I had experienced in 11 yrs flying in and out of hartsfield. I noticed that another aircraft on approach refused the sidestep operation from runway 9L to runway 10 and insisted on landing on runway 9L.

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Original NASA ASRS Text

Title: B767 CREW WAS UNABLE TO DO A 180 DEG TURN ON RWY BECAUSE OF INADEQUATE RWY WIDTH.

Narrative: THE CAPT AND I EXTENSIVELY BRIEFED THE NEW PROCS FOR THE NEW OP TO ATL'S S SIDE COMPLEX AND PLANNED ON AN ILS RWY 9L SIDESTEP TO RWY 10. I HAD NOT BEEN TO THE S SIDE SINCE THE CLOSURE OF RWY 9R FOR CONSTRUCTION AND I THINK THE CAPT HAD NOT AS WELL. WE NOTICED FROM THE 5 COMMERCIAL CHART 10-8 YELLOW PAGES, THAT CLOSED RWY 9R WAS CROSSHATCHED WITH X'S INDICATING TO US NO POSSIBILITY OF USE FOR TAXIING, MUCH LESS ANY OTHER OP. WE ANTICIPATED AND BRIEFED TURNING OFF RWY 10 AT THE E END VIA TXWY K, WITH SUBSEQUENT DIRECTION FROM TWR TO CROSS RWY 9L. I MADE THE LNDG ON RWY 10R AND AT A SAFE TAXI SPD, AND THE CAPT TOOK THE CTLS TO TAXI. THERE WAS NO BARRICADE PAST EXIT R13. I ALSO NOTICED THE NONSTANDARD, IE, TEMPORARY, NATURE OF THE SIGNAGE AND LIGHTING WHICH WE FOUND DISTRACTING. RIGHT AS WE PASSED TURNOFF R13 WE BOTH SAW THAT WE WOULD BE UNABLE TO TURN OFF ON TXWY K BECAUSE OF CONSTRUCTION. WE HAD SEEN MEN AND EQUIP BTWN R13 AND THE END, EARLIER WHEN CAPT WAS TAXIING, BUT BELIEVED THAT THERE WOULD BE THE APPROPRIATE SPACE ON TXWY K FOR TAXIING. ATTEMPTED TWICE TO DO A 180 DEG TURN TO RETURN TO R13 FOR EXIT, BUT WAS UNABLE TO SAFELY ACCOMPLISH THIS TURN WITHOUT EITHER DAMAGING TXWY LIGHTING OR DEPARTING THE TXWY ONTO THE GRASS. ALTHOUGH THE NOTAMS INDICATED THAT THE RWY WAS 150 FT WIDE AND THE TURNING RADIUS OF THE B767-300 IS 146.3 FT, WE FELT THAT WE COULD NOT SAFELY EXECUTE A TURN. RATHER THAN CHANCING A TXWY EXCURSION, WE INFORMED TWR, GND, AND OUR RAMP OF THE NEED TO COORDINATE ASSISTANCE FROM A SUPER TUG IN GETTING US TURNED AROUND. WE SHUT OUR ENGS DOWN TO AWAIT THE TUG AND INFORMED THE PAX OF OUR SIT. WITH SOME DELAY (ABOUT 30 MINS) WE WERE REPOSITIONED AROUND TO R13 FACING W WHEREUPON WE STARTED ENGS AND TAXIED BACK TO OUR GATE AND RAMP. WE REGRETTED THE CLOSURE OF RWY 10, BUT FELT THAT WE AVOIDED A GREATER LENGTH OF CLOSURE TIME BY A POSSIBLE TXWY EXCURSION. BASED ON THE KNOWN CONSTRUCTION ON RWY 9R AND THE DEPICTION OF X'S ON THE RWY 9R DIAGRAM IN THE COMMERCIAL CHART 10-8 NOTAM PAGES, CAPT AND I HAD DETERMINED TO EXIT AT THE E END. THE RWY 9L SIDESTEP TO RWY 10 PROC IS THE MOST DIFFERENT OP I HAD EXPERIENCED IN 11 YRS FLYING IN AND OUT OF HARTSFIELD. I NOTICED THAT ANOTHER ACFT ON APCH REFUSED THE SIDESTEP OP FROM RWY 9L TO RWY 10 AND INSISTED ON LNDG ON RWY 9L.

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.