Narrative:

It was on a quiet sunday morning that I called cps ground from the northwest ramp, ready for taxi with the ATIS, VFR departure to the southeast...ground replied, taxi to runway 12R. In order to get to runway 12R, I had to cross runway 4/22 and turn right within 50 ft of crossing, and that would put me at the hold short line for runway 12R. As I taxied from the northwest ramp, suddenly there were 3 biz jets in a row, lined up for takeoff runway 12R, with another two on the north ramp calling for clrncs. It was obvious, there was no room for me to get into line, so ground called and said, 'XXXX hold at runway 4/22 and I will get these jets off as soon as possible.' I replied, 'roger, will hold short of runway 4/22 and do my run-up here.' within 6-7 mins, the jets were departed. I now realize that 1 controller is working both ground and tower frequencys, talking to at least 4 other airplanes in the air and 2 in the pattern, and another IFR hawker is taxiing from the north ramp headed for runway 12R as well. It was at this point that the controller says, 'XXXX taxi into position and hold, runway 12R.' I replied, 'roger, taxi into position and hold, runway 12R, XXX.' I crossed runway 4/22, changed to tower frequency, and made my right turn and proceeded to cross the hold short line, and stopped abruptly as I saw a learjet on final. Within 2-3 seconds the controller yelled, 'go around.' the learjet pilot said, 'it's ok, he stopped, we can make this.' he landed without incident. The controller then, with some strain in his voice said, 'I told you to hold short of runway 12R.' I realized at that point that he had made an error. I chose to reply, 'sorry about that.' he immediately cleared me for takeoff, without further comment. What concerned me about this incident was that the taxi-run-up-takeoff routine was quite unorthodox. Judging from the workload on the controller, working planes in the air, and on the ground simultaneously, including IFR clrncs, contributed significantly to the incident. I don't know the FAA regulations that determine when it is acceptable to have 1 controller working both position.

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Original NASA ASRS Text

Title: CPS LCL CTLR INCORRECTLY ASSUMES GA IS AT ANOTHER LOCATION FOR DEP WHEN CLRING HIM FOR TKOF ONLY TO RECOGNIZE A POTENTIAL CONFLICT WITH AN ARRIVING JET.

Narrative: IT WAS ON A QUIET SUNDAY MORNING THAT I CALLED CPS GND FROM THE NW RAMP, READY FOR TAXI WITH THE ATIS, VFR DEP TO THE SE...GND REPLIED, TAXI TO RWY 12R. IN ORDER TO GET TO RWY 12R, I HAD TO CROSS RWY 4/22 AND TURN R WITHIN 50 FT OF XING, AND THAT WOULD PUT ME AT THE HOLD SHORT LINE FOR RWY 12R. AS I TAXIED FROM THE NW RAMP, SUDDENLY THERE WERE 3 BIZ JETS IN A ROW, LINED UP FOR TKOF RWY 12R, WITH ANOTHER TWO ON THE N RAMP CALLING FOR CLRNCS. IT WAS OBVIOUS, THERE WAS NO ROOM FOR ME TO GET INTO LINE, SO GND CALLED AND SAID, 'XXXX HOLD AT RWY 4/22 AND I WILL GET THESE JETS OFF AS SOON AS POSSIBLE.' I REPLIED, 'ROGER, WILL HOLD SHORT OF RWY 4/22 AND DO MY RUN-UP HERE.' WITHIN 6-7 MINS, THE JETS WERE DEPARTED. I NOW REALIZE THAT 1 CTLR IS WORKING BOTH GND AND TWR FREQS, TALKING TO AT LEAST 4 OTHER AIRPLANES IN THE AIR AND 2 IN THE PATTERN, AND ANOTHER IFR HAWKER IS TAXIING FROM THE N RAMP HEADED FOR RWY 12R AS WELL. IT WAS AT THIS POINT THAT THE CTLR SAYS, 'XXXX TAXI INTO POS AND HOLD, RWY 12R.' I REPLIED, 'ROGER, TAXI INTO POS AND HOLD, RWY 12R, XXX.' I CROSSED RWY 4/22, CHANGED TO TWR FREQ, AND MADE MY R TURN AND PROCEEDED TO CROSS THE HOLD SHORT LINE, AND STOPPED ABRUPTLY AS I SAW A LEARJET ON FINAL. WITHIN 2-3 SECONDS THE CTLR YELLED, 'GAR.' THE LEARJET PLT SAID, 'IT'S OK, HE STOPPED, WE CAN MAKE THIS.' HE LANDED WITHOUT INCIDENT. THE CTLR THEN, WITH SOME STRAIN IN HIS VOICE SAID, 'I TOLD YOU TO HOLD SHORT OF RWY 12R.' I REALIZED AT THAT POINT THAT HE HAD MADE AN ERROR. I CHOSE TO REPLY, 'SORRY ABOUT THAT.' HE IMMEDIATELY CLRED ME FOR TKOF, WITHOUT FURTHER COMMENT. WHAT CONCERNED ME ABOUT THIS INCIDENT WAS THAT THE TAXI-RUN-UP-TKOF ROUTINE WAS QUITE UNORTHODOX. JUDGING FROM THE WORKLOAD ON THE CTLR, WORKING PLANES IN THE AIR, AND ON THE GND SIMULTANEOUSLY, INCLUDING IFR CLRNCS, CONTRIBUTED SIGNIFICANTLY TO THE INCIDENT. I DON'T KNOW THE FAA REGS THAT DETERMINE WHEN IT IS ACCEPTABLE TO HAVE 1 CTLR WORKING BOTH POS.

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.