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chase and was lying on
the runway. The Tower
had a vehicle run the entire length of the runway in search
of any FOD. After this, we were cleared for takeoff.
In retrospect, if I had known that the thing loose on the
runway was a vehicle with police in chase, I would never
have left the gate.
327
Illegal Motion
A BAe 146 flight crew, spectating instead of
communicating, received a surprise call from ATC.
■ Engines were started and taxi commenced to the prebriefed
departure runway, Runway 36. Before Takeoff
checklist was called for and completed during the initial
taxi...My attention turned to observing for bird flocks as
large numbers of seagulls were present on the airport...
I remarked to the First Officer that the flocks seemed to
have moved away from the runway. We continued the taxi
southbound...Nearing the end of this taxi, I remarked again
to the First Officer that the large flocks of birds seemed to
be away from the runway... Nearing the departure end of
Runway 36, Ground queried us asking ‘Air carrier X, are
you on frequency?’ The First Officer replied ‘Affirmative,
is there a problem?’ (I was anticipating information
concerning a gate hold at ZZZ or perhaps a bird report.)
Ground replied, ‘You taxied without a clearance.’ We both
were in disbelief, thinking we had been cleared to taxi.
Ground then asked us to change to Tower control, which we
did, and were subsequently cleared for takeoff on Runway 36.
Ignoring the Playbook
A PA-32 pilot embarked on a
flight without realizing the
play had changed.
■ I removed my plane from
its hangar...intending to take the
plane for a test flight for the first time since
its annual inspection was conducted...I did my preflight
check and turned on the radios through my main avionics
switch that turns all my avionic instruments on to the
pre-set positions. I did not hear any traffic. Believing that
the airport Tower had not opened and that the airport was
still uncontrolled...I made a determination that the most
appropriate direction for takeoff would be on Runway 23.
I announced to traffic that I was first, taxiing to the active.
I looked in the sky and saw no traffic and received no
response from traffic but remained listening on the radio
and then announced my departure on the active, Runway
23. After takeoff I did not hear any communications, so I
started adjusting the avionics and discovered the squelch,
volume controls and toggle switches were all altered from
their normal positions, apparently done during the annual
inspection. Once I made the adjustment, I immediately
heard the ‘chatter’ and contacted the Tower. I was informed
that I was in serious trouble and immediately returned to
the airport, landed, and called the Tower on my cell phone...
I believe that my mistake was caused by my failure to
recognize that the avionics setting had been changed from
their pre-set positions, causing the inadvertent mistake of not
2007 ASRS Post-Season Game Review
Number 328 April 2007
Preflight activities follow carefully scripted routines
designed to prevent ground incidents and safetyof-
flight issues. When pilots and supporting ramp
personnel deviate from established procedures (or
neglect to follow procedures at all), the result is
often unwanted incidents. This month, we look at
several types of incidents that occurred during the
preflight phase, and might have been prevented by
clearer communications and adherence to established
operating procedures.
Air carrier pushback procedures involve clear, concise oral
challenges and responses between ramp personnel and
flight crews. While this script may vary from air carrier
to air carrier, both ramp personnel and flight crews are
required to follow pushback protocols. In this incident
reported to ASRS, careless operation of tug equipment by
ramp personnel led to an “impactful” experience.
■ During passenger boarding...observed tug approach nose
of aircraft in an attempt to hook up tow bar for pushback.
Tow bar had already been installed and attached to nose
gear. Tug did not stop, causing the tow bar to be forced
below the tug...thus resulting in an excessive force being
impacted upon the nose gear of the aircraft. Tug was still
in forward motion and impacted the tow bar a second time,
causing a second impact with the nose gear of the aircraft.
A wheel attached to the bottom of the tow bar was broken
off. Approximately 20 passengers were on board as well as
30 passengers in the jetway. All passengers felt or heard the
　
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