Narrative:

This is an ongoing issue regarding tiph (taxi into position and hold) procedures. In september 2008; we lost use of tiph due to a controller error resulting in near-collision of two aircraft. Position-and-hold was used for an air carrier that was later cleared for takeoff with a C172 that exited; then re-entered the runway. Tiph had nothing to do with the incident; really. Nonetheless; we still may not legally use tiph. Here is what the results are: delays and dangerous takeoff clearances. Why? Suppose a landing C172 is crossing the runway threshold. A CRJ2 is on 4 mile final. A LJ35 is ready for departure at the approach end. If I tiph the LJ35; and the C172 exits normally; I issue takeoff clearance with the CRJ2 on 2 mile final and all works out. Without tiph; the LJ35 waits until the CRJ2 lands and exits. Okay; one delay; right? How about 7 arrivals spaced about 4 miles each? No departure until the 7th lands without tiph. How about a 5-mile gap between the 7th and 8th arrival? Hmmm. Shall I push it and clear the LJ35 with; say; and MD80 on a 2 1/2 mile final? Risky; dangerous; and playing with fire. Also; it's summer. High density altitude and longer acceleration and takeoff roll and higher approach speeds make it even more dangerous to squeeze out the LJ35. Ah; what if the LJ35 is now just a C501; or even a slower SF34? What if there are 5 aircraft ready for takeoff? What if it's 90 degrees fahrenheit? Small; air-cooled general aviation aircraft will overheat; so they will have to shut off the engine; climb out; and clog the approach end to prevent heart-attacks and heat stroke! The list of problems from no tiph is endless. This will get worse during summer travel and economic recovery with more flights getting more delays from lack of tiph.

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Original NASA ASRS Text

Title: Tower Controller voiced concern regarding the FAA policy change reference TIPH; giving a number of examples of delays and operational complications resulting from the TIPH restriction.

Narrative: This is an ongoing issue regarding TIPH (Taxi Into Position and Hold) procedures. In September 2008; we lost use of TIPH due to a controller error resulting in near-collision of two aircraft. Position-and-hold was used for an air carrier that was later cleared for takeoff with a C172 that exited; then re-entered the runway. TIPH had nothing to do with the incident; really. Nonetheless; we still may not legally use TIPH. Here is what the results are: Delays and dangerous takeoff clearances. Why? Suppose a landing C172 is crossing the runway threshold. A CRJ2 is on 4 mile final. A LJ35 is ready for departure at the approach end. If I TIPH the LJ35; and the C172 exits normally; I issue takeoff clearance with the CRJ2 on 2 mile final and all works out. Without TIPH; the LJ35 waits until the CRJ2 lands and exits. Okay; one delay; right? How about 7 arrivals spaced about 4 miles each? No departure until the 7th lands without TIPH. How about a 5-mile gap between the 7th and 8th arrival? Hmmm. Shall I push it and clear the LJ35 with; say; and MD80 on a 2 1/2 mile final? Risky; dangerous; and playing with fire. Also; it's summer. High density altitude and longer acceleration and takeoff roll and higher approach speeds make it even more dangerous to squeeze out the LJ35. Ah; what if the LJ35 is now just a C501; or even a slower SF34? What if there are 5 aircraft ready for takeoff? What if it's 90 degrees Fahrenheit? Small; air-cooled general aviation aircraft will overheat; so they will have to shut off the engine; climb out; and clog the approach end to prevent heart-attacks and heat stroke! The list of problems from no TIPH is endless. This will get worse during summer travel and economic recovery with more flights getting more delays from lack of TIPH.

Data retrieved from NASA's ASRS site as of April 2012 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.