Instructor and student pilot taxi on active runway 28L vice runway 28R as cleared.

Attributes
ACN	675526
Time
Date	200510
Local Time Of Day	0601 To 1200
Place
Locale Reference	airport : fcm.airport
State Reference	MN
Altitude	agl single value : 0
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Operator	general aviation : instructional
Make Model Name	Small Aircraft Low Wing 1 Eng Fixed Gear
Operating Under FAR Part	Part 91
Flight Phase	ground : taxi
Flight Plan	None
Person 1
Affiliation	other
Function	instruction : instructor
Qualification	pilot : commercial pilot : multi engine pilot : instrument pilot : cfi pilot : atp
Experience	flight time last 90 days : 150 flight time total : 7500 flight time type : 400
ASRS Report	675526
Person 2
Affiliation	other
Function	instruction : trainee
Events
Anomaly	incursion : runway non adherence : far non adherence : clearance
Independent Detector	other controllera
Resolutory Action	controller : issued alert controller : issued new clearance
Consequence	faa : reviewed incident with flight crew faa : assigned or threatened penalties
Supplementary
Problem Areas	ATC Human Performance Airport Flight Crew Human Performance Environmental Factor
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation

Narrative:

I was giving dual instruction in a diamond DA20 airplane at the fcm airport. We copied the current ATIS information (wind 310 degrees at 11; visibility 10 mi; sky condition clear; 16 degrees; dewpoint 7 degrees; altimeter 29.79. Runway 28L and runway 28R in use). We then contacted ground control informing them that we were on the northwest ramp with ATIS information xa ready for taxi sbound. Ground control stated that ATIS information xb was now current and gave us the updated wind and altimeter setting. We were informed that painting was in progress and taxiway a was closed. We were cleared to taxi down runway 28R all the way to the end for departure on runway 28L. We apparently misunderstood the clearance and began to taxi down runway 10R. The ground controller asked us what we were doing and I stated that I thought we were cleared to taxi down this runway. The controller stated that we were cleared to taxi down the other parallel runways. Next the controller said 'stop.' then the controller said to taxi ahead and take the next right off the runway. After we exited the runway; we were asked to copy down the telephone number to call the tower about a possible deviation at the completion of our flight. At the completion of the flight lesson; I called the tower and the manager said that they needed to file a report and he needed my name; address; and certificate number. I gave him the information that he requested and I was advised that I may want to obtain some legal counsel. The communication with ground control was difficult because my student is a native of another country and he was attempting to make his first communication with ATC. I believe there would be less chance for pilots to misinterp taxi instructions if the controllers would issue taxi clrncs by referring to the runways in the direction that they want you to taxi. A pilot is never issued a takeoff or landing clearance by referring to a runway as its reciprocal. We were on the west end of the airport and needed to taxi to the east end for takeoff. The taxi instructions would have been much clrer if the controller would have said 'taxi down runway 10L.' from the pilot view the runway signs on the west end of the runway say 10L and 10R.

Original NASA ASRS Text

Title: INSTRUCTOR AND STUDENT PLT TAXI ON ACTIVE RWY 28L VICE RWY 28R AS CLRED.

Narrative: I WAS GIVING DUAL INSTRUCTION IN A DIAMOND DA20 AIRPLANE AT THE FCM ARPT. WE COPIED THE CURRENT ATIS INFO (WIND 310 DEGS AT 11; VISIBILITY 10 MI; SKY CONDITION CLR; 16 DEGS; DEWPOINT 7 DEGS; ALTIMETER 29.79. RWY 28L AND RWY 28R IN USE). WE THEN CONTACTED GND CTL INFORMING THEM THAT WE WERE ON THE NW RAMP WITH ATIS INFO XA READY FOR TAXI SBOUND. GND CTL STATED THAT ATIS INFO XB WAS NOW CURRENT AND GAVE US THE UPDATED WIND AND ALTIMETER SETTING. WE WERE INFORMED THAT PAINTING WAS IN PROGRESS AND TXWY A WAS CLOSED. WE WERE CLRED TO TAXI DOWN RWY 28R ALL THE WAY TO THE END FOR DEP ON RWY 28L. WE APPARENTLY MISUNDERSTOOD THE CLRNC AND BEGAN TO TAXI DOWN RWY 10R. THE GND CTLR ASKED US WHAT WE WERE DOING AND I STATED THAT I THOUGHT WE WERE CLRED TO TAXI DOWN THIS RWY. THE CTLR STATED THAT WE WERE CLRED TO TAXI DOWN THE OTHER PARALLEL RWYS. NEXT THE CTLR SAID 'STOP.' THEN THE CTLR SAID TO TAXI AHEAD AND TAKE THE NEXT R OFF THE RWY. AFTER WE EXITED THE RWY; WE WERE ASKED TO COPY DOWN THE TELEPHONE NUMBER TO CALL THE TWR ABOUT A POSSIBLE DEV AT THE COMPLETION OF OUR FLT. AT THE COMPLETION OF THE FLT LESSON; I CALLED THE TWR AND THE MGR SAID THAT THEY NEEDED TO FILE A RPT AND HE NEEDED MY NAME; ADDRESS; AND CERTIFICATE NUMBER. I GAVE HIM THE INFO THAT HE REQUESTED AND I WAS ADVISED THAT I MAY WANT TO OBTAIN SOME LEGAL COUNSEL. THE COM WITH GND CTL WAS DIFFICULT BECAUSE MY STUDENT IS A NATIVE OF ANOTHER COUNTRY AND HE WAS ATTEMPTING TO MAKE HIS FIRST COM WITH ATC. I BELIEVE THERE WOULD BE LESS CHANCE FOR PLTS TO MISINTERP TAXI INSTRUCTIONS IF THE CTLRS WOULD ISSUE TAXI CLRNCS BY REFERRING TO THE RWYS IN THE DIRECTION THAT THEY WANT YOU TO TAXI. A PLT IS NEVER ISSUED A TKOF OR LNDG CLRNC BY REFERRING TO A RWY AS ITS RECIPROCAL. WE WERE ON THE W END OF THE ARPT AND NEEDED TO TAXI TO THE E END FOR TKOF. THE TAXI INSTRUCTIONS WOULD HAVE BEEN MUCH CLRER IF THE CTLR WOULD HAVE SAID 'TAXI DOWN RWY 10L.' FROM THE PLT VIEW THE RWY SIGNS ON THE W END OF THE RWY SAY 10L AND 10R.

Data retrieved from NASA's ASRS site as of January 2009 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.