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An air carrier captain elected to ignore the ramp controllers instructions to taxi via the ramp to a holding spot at las and taxied onto and utilized a taxiway for which he had not been cleared. The captain advised he was forced to use the taxiway because the ramp lacked taxi lines he is required to use to insure wingtip clearance. The first officer stated that such unilateral suspect behavior on the part of captains at his airline was the source of a deserved bad reputation among other pilot groups.
| Attributes | |
| ACN | 983314 |
| Time | |
| Date | 201112 |
| Local Time Of Day | 0001-0600 |
| Place | |
| Locale Reference | LAS.Airport |
| State Reference | NV |
| Environment | |
| Flight Conditions | VMC |
| Light | Daylight |
| Aircraft 1 | |
| Make Model Name | Commercial Fixed Wing |
| Operating Under FAR Part | Part 121 |
| Flight Phase | Taxi |
| Flight Plan | IFR |
| Person 1 | |
| Function | Pilot Flying Captain |
| Experience | Flight Crew Last 90 Days 162 Flight Crew Type 8000 |
| Person 2 | |
| Function | First Officer Pilot Not Flying |
| Experience | Flight Crew Last 90 Days 182 Flight Crew Type 4800 |
| Events | |
| Anomaly | Deviation - Procedural Clearance Deviation - Procedural Published Material / Policy Ground Event / Encounter Other / Unknown Ground Incursion Taxiway |
Narrative:
We were cleared to 'taxi to a holding area via the ramp.' as I taxied to the end of concourse C; I noticed the taxi lines did not go through the ramp and only led to taxiway C. As I evaluated the ramp and taxiway C geography; I realized what a hazard it would be to go 'off roading' through the narrow ramp that existed between the tip of concourse C and taxiway C. The only thing that was plausible to me was to use a small portion of taxiway C to gain access to the other side of the ramp and forgo the hazardous area (ramp). As we accessed taxiway C; ramp control asked us if we were on taxiway C. We replied yes. Ramp said we were given instructions to taxi via the ramp. I told ramp that we didn't have wingtip clearance via the ramp and that I thought she meant via taxiway C. She said we do have wingtip clearance and I explained that we did not. There were not any lines for us to follow. She said surprisingly; 'there aren't any lines?' I said 'no.' she said to get clearance for taxiway C next time.ultimately; I realize my error was in making an assumption. I should have asked for clarification on the taxi instructions and been a better communicator and taken responsibility for that completely. However; ramp made assumptions too. Ramp should not be giving us taxi instructions to taxi in such a hazardous area. This area is in very close proximity to parked aircraft and is a vehicle movement area. Additionally; aircraft that are taxiing on taxiway C assume they are going to have wingtip clearance with the aircraft that are taxiing in this narrow ramp area; which does not have taxi lines. If this is condoned; then what is the purpose of having the discipline to follow taxi lines or not taxi between a pushed aircraft and the terminal? I know there is construction going on in las; but let's maintain our safety discipline. Las ramp needs to be aware of this situation and correct the taxi instructions that put our flight crews in this situation.
Original NASA ASRS Text
Title: An air carrier Captain elected to ignore the Ramp Controllers instructions to taxi via the ramp to a holding spot at LAS and taxied onto and utilized a taxiway for which he had not been cleared. The Captain advised he was forced to use the taxiway because the ramp lacked taxi lines he is required to use to insure wingtip clearance. The First Officer stated that such unilateral suspect behavior on the part of Captains at his airline was the source of a deserved bad reputation among other pilot groups.
Narrative: We were cleared to 'Taxi to a holding area via the ramp.' As I taxied to the end of Concourse C; I noticed the taxi lines did not go through the ramp and only led to Taxiway C. As I evaluated the ramp and Taxiway C geography; I realized what a hazard it would be to go 'off roading' through the narrow ramp that existed between the tip of Concourse C and Taxiway C. The only thing that was plausible to me was to use a small portion of Taxiway C to gain access to the other side of the ramp and forgo the hazardous area (ramp). As we accessed Taxiway C; Ramp Control asked us if we were on Taxiway C. We replied yes. Ramp said we were given instructions to taxi via the ramp. I told Ramp that we didn't have wingtip clearance via the ramp and that I thought she meant via Taxiway C. She said we do have wingtip clearance and I explained that we did not. There were not any lines for us to follow. She said surprisingly; 'There aren't any lines?' I said 'no.' She said to get clearance for Taxiway C next time.Ultimately; I realize my error was in making an assumption. I should have asked for clarification on the taxi instructions and been a better communicator and taken responsibility for that completely. However; Ramp made assumptions too. Ramp should not be giving us taxi instructions to taxi in such a hazardous area. This area is in very close proximity to parked aircraft and is a vehicle movement area. Additionally; aircraft that are taxiing on Taxiway C assume they are going to have wingtip clearance with the aircraft that are taxiing in this narrow ramp area; which does not have taxi lines. If this is condoned; then what is the purpose of having the discipline to follow taxi lines or not taxi between a pushed aircraft and the terminal? I know there is construction going on in LAS; but let's maintain our Safety discipline. LAS Ramp needs to be aware of this situation and correct the taxi instructions that put our flight crews in this situation.
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.