Narrative:

After engine start, we were cleared to taxi to runway 4 at fay. We exited the southwest corner of the ramp at taxiway K. As we were crossing taxiway J, on taxiway K, I became unsure as to which taxiway segments were weight-restr. We stopped and queried tower who told us we could continue and taxi via runway 10 to the parallel taxiway for runway 4. Checking the airport diagram notes, we realized we could not continue onto that portion of taxiway K which was south of taxiway J due to weight-bearing restr of 60000 pounds. Our aircraft gross weight was 74000 pounds. I found I did not have a comfortable margin to swing east on taxiway J and so called for a marshaller and tug to repos the aircraft. The marshaller opined that we could complete the turn but, since neither I nor my first officer felt comfortable doing so under these conditions of darkness and tight quarters, I elected to have the tug connected for our repositioning after all. Taxi was then resumed to runway 4. While I had familiarity with the airport, I had deadheaded into fayetteville the previous evening and thus should have taken more time to refresh my memory of the several taxiway weight restrs as well as orienting myself precisely to those txwys. With a takeoff slot time 10 mins hence, I had reacted by exiting the ramp at the nearest point, only to miss that slot time. For future reference, on the station gate diagram page, I have xhatched the area to avoid and have recommended to the company that the page be so amended in a future publishing. I recall that tys had such a depiction and note for a ramp entrance at one time. Practical and helpful at the start and end points.

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Original NASA ASRS Text

Title: F100 CREW HAD TXWY CONFUSION AT FAY.

Narrative: AFTER ENG START, WE WERE CLRED TO TAXI TO RWY 4 AT FAY. WE EXITED THE SW CORNER OF THE RAMP AT TXWY K. AS WE WERE XING TXWY J, ON TXWY K, I BECAME UNSURE AS TO WHICH TXWY SEGMENTS WERE WT-RESTR. WE STOPPED AND QUERIED TWR WHO TOLD US WE COULD CONTINUE AND TAXI VIA RWY 10 TO THE PARALLEL TXWY FOR RWY 4. CHKING THE ARPT DIAGRAM NOTES, WE REALIZED WE COULD NOT CONTINUE ONTO THAT PORTION OF TXWY K WHICH WAS S OF TXWY J DUE TO WT-BEARING RESTR OF 60000 LBS. OUR ACFT GROSS WT WAS 74000 LBS. I FOUND I DID NOT HAVE A COMFORTABLE MARGIN TO SWING E ON TXWY J AND SO CALLED FOR A MARSHALLER AND TUG TO REPOS THE ACFT. THE MARSHALLER OPINED THAT WE COULD COMPLETE THE TURN BUT, SINCE NEITHER I NOR MY FO FELT COMFORTABLE DOING SO UNDER THESE CONDITIONS OF DARKNESS AND TIGHT QUARTERS, I ELECTED TO HAVE THE TUG CONNECTED FOR OUR REPOSITIONING AFTER ALL. TAXI WAS THEN RESUMED TO RWY 4. WHILE I HAD FAMILIARITY WITH THE ARPT, I HAD DEADHEADED INTO FAYETTEVILLE THE PREVIOUS EVENING AND THUS SHOULD HAVE TAKEN MORE TIME TO REFRESH MY MEMORY OF THE SEVERAL TXWY WT RESTRS AS WELL AS ORIENTING MYSELF PRECISELY TO THOSE TXWYS. WITH A TKOF SLOT TIME 10 MINS HENCE, I HAD REACTED BY EXITING THE RAMP AT THE NEAREST POINT, ONLY TO MISS THAT SLOT TIME. FOR FUTURE REF, ON THE STATION GATE DIAGRAM PAGE, I HAVE XHATCHED THE AREA TO AVOID AND HAVE RECOMMENDED TO THE COMPANY THAT THE PAGE BE SO AMENDED IN A FUTURE PUBLISHING. I RECALL THAT TYS HAD SUCH A DEPICTION AND NOTE FOR A RAMP ENTRANCE AT ONE TIME. PRACTICAL AND HELPFUL AT THE START AND END POINTS.

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.