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always, as I found out the hard way. ATC caught my
error.

…The insidious nature of …[schedule] pressure was
a factor in this incident... [ATC] asked us if we were
proceeding on our cleared route. The controller gave us a
route that was different than the one we were [flying]. I
checked the route that we had been given on the ACARS
before departure. It contained the changed route ATC
was asking about. We were flying the original flight plan
route. The copilot ... had written on the form “cleared as
filed.” The problem was that we weren’t cleared as filed.
Dramatic Footage
Occasionally, dramatic footage of an aviation accident
is the lead story on the network news, but there can
also be dramatic images in ASRS reports. In the case
of two runway incursions reported to the ASRS, haste
was again a factor in the flawed decisions made by a
controller trying to expedite an aircraft movement,
and a flight crew that was running late. Both of these
incidents came within 25 feet of being network news.

We were instructed to hurry across runway 22R at
Intersection C for a Runway 22L departure. As we
attempted to cross Runway 22R, I noticed [Aircraft Y]
on [takeoff] roll... Hard braking was applied and [our]
aircraft “shuddered” to a stop, but not before crossing
the hold short line. [Aircraft Y] passed within 25 feet of
the nose of our aircraft.

[Aircraft X] taxied across Runway 18L without
authorization. [Aircraft Y], rolling out after landing,
used full reverse thrust and brakes to avoid hitting
[Aircraft X]. [The] wing tip [of Aircraft X] passed
within 25 feet of [Aircraft Y’s] nose. [Aircraft X] had
been issued hold short instructions three times and
acknowledged with a readback twice… [Aircraft
X]...appeared to be running late [and had] requested an
intersection departure. Controller was working
combined positions (Local and Ground) and was in
communication with both aircraft.

When I received my weather brief, I was informed that
my destination airport would be closed for two hours. Since
my flight time [enroute] was only slightly less than the time
required to arrive at my destination prior to closing, I
rushed the preflight to depart ASAP. Because of this, I
overlooked one of the three tie-down ropes. When I began to
taxi, the airplane moved slightly before coming to a stop.
Believing my wheel had stuck in a pothole I increased
power to 1700 rpm. Then I looked back and saw the tiedown
rope.

After pulling the airplane out of the hangar with a
metal tow bar, I forgot to remove the bar from the pulling
studs. I entered the plane, went through the pre-start
checklist, and started the engine. Within two minutes, I
heard at least one bang, stopped the engine and exited the
plane to find the tow bar in several sections. After
inspecting the propeller, I placed the plane back in the
hangar and proceeded to contact the next user and club
officials.
* oops!
A Monthly Safety Bulletin
from
The Office of the NASA
Aviation Safety Reporting
System,
P.O. Box 189,
Moffett Field, CA
94035-0189
http://asrs.arc.nasa.gov/
ASRS Recently Issued Alerts On…
ASR-9 false radar targets
EMB145 false APU fire warnings
An approach chart frequency error
B757 wake turbulence separation incident
Missing taxiway signs at an international airport
June-July 2002 Report Intake
Air Carrier / Air Taxi Pilots 4310
General Aviation Pilots 1702
Controllers 135
Cabin/Mechanics/Military/Other 235
TOTAL 6382
Number 276 August/September 2002
Tools of the Trade
A safe and efficient flight is a testimony to the combined
talents of air traffic controllers, maintenance personnel,
flight attendants, and pilots, and to their use of all the
“tools” available to them. Having the right tools is
essential, but knowing how to use them is the key to
professional results.
“To do good work, one must first
have good tools.” – Chinese proverb
The ASRS database holds more than 1,600 Reports related
to TCAS Traffic Alerts and Resolution Advisories. A recent
report shows how one flight crew made good use of this
important safety tool prior to takeoff.

We taxied to the approach end of Runway 22 and were
cleared by the Tower to taxi into position and hold… I stopped
on the runway at a 45-degree angle to provide a view of the
final approach to Runway 22 for the First Officer. I noticed an
aircraft on TCAS which appeared to be on base [leg] at 1000
　
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