Runway Incursion – ATC Communications
Upon landing on runway 30, and departing the runway by D5, we contacted GND on 133.0, and they cleared us “take D and hold sort 26R” after stopping at D before the Runway. GND was talking to several aircraft and said, “[tail number], immediate cross RWY 26R”. Looking at the cone off approach of runway 26R and saw no aircraft in sight, I released the parking brake, pushed the power levels forward, and turned “ON” all the exterior lights of the aircraft, as it was moving past the runway markings. GND called “[tail number], immediate stop”. We advised GND that we were already past the RWY marking, but he said, “Stop, immediately stop,” so we stopped and looked to my left again. I saw a Cessna aircraft on approach with no landing or taxing lights. It is difficult to see from my point of view. But it is still far off the runway. We made several calls to GND, and there was no answer. Explaining that he asked us to stop on the Runway, I felt very uncomfortable. Stopping on the runway, GND asked us to stop after we passed the runway markings. We saw Cessna afterwards. And then, GND cleared us to continue taxing, and there were no issues until we arrived at Signature, where they advised us to call the TWR.
Suggestions: Have better communication with GND control. We called GND several times to advise him that he had asked us to stop after the runway marking. For the immediate STOP, we were already on the runway. Aircraft on approach should have landing or taxing lights ON for better visibility.
ERC Acceptance & Closing Notes:
- Non-sole source – phone number given.
- Company reviewed ATC tape. Controller requested crew to stop once already on runway.
- Crew counseled on communicating with ATC immediately.
- FAA plans to follow up on this event – will brief the group on findings if any.
Safety Takeaway:
This event demonstrates how late ground controller instructions, combined with limited visibility of an unlit aircraft on final, can create a runway incursion scenario. We recommend pilots to prioritize clear runway crossing readbacks and confirmations and immediately advise ATC of your location when told to stop on runway.
ATC call sign mismatch
I am writing to clarify an incident that occurred during our recent flight at cruising altitude FL340 while operating as [call sign 1]. During the flight, we were in contact with Chicago Center on frequency 125.57, and another aircraft, [call sign 2], was also on the same frequency. We heard a clearance for [call sign 1] to descend to FL330, which I read back using our full call sign, [call sign 1].
Shortly after, [call sign 2] was given a frequency change. Once descending approximately 500 feet center instructed us to maintain FL340. I explained that we had been cleared to FL330 and had read back the clearance. The controller then stated that the clearance to descend was actually given to [call sign 2] , not [call sign 1].
After landing, I spoke with the crew of [call sign 2]. They mentioned that they thought they had heard [call sign 1] being cleared to descend and heard our read back. When they switched to the new frequency, the next controller asked if they had been cleared to FL330, to which they replied no.
Suggestion Narrative: I believe Chicago center gave us [call sign 2]s clearance by mistake, it is possible that we misheard and took their clearance. However, I did read the clearance back and was not corrected. [call sign 2] never read the clearance back or complied with the decent instructions.
Safety Takeaway:
The report highlights hazards of radio congestions and readback/hear back lapses. Lack of ATC correction does not guarantee that the clearance was intended for that aircraft. It is important to use extra caution when several similar call signs are on frequency or when issued clearance seems unexpected.
Rejected Takeoff
We had crossed runway 10/28 at KSVH and made a radio call on the CTAF that we would be taxing to hold short of runway 10 for departure. While taxing we took note of the multiple planes in the traffic pattern for runway 10 verifying visually what our TCAS and ADSB traffic with foreflight was showing around us. Upon holding short of runway 10 we waited for a C-172 to land, and my captain and I agreed we had ample time to line up and wait on the runway after they would land to allow them to do their touch-and-go / taxi off the runway.
After the C-172 landed we began taxing out. Before crossing the hold short line, I looked on ADSB and saw there was a plane in the downwind and no other traffic on short final, I visually confirmed this with my captain and said to him that the plane in the downwind is behind our plane and clear right (clear of short final). We taxied onto the runway ready for departure, waiting for the C-172 to be out of our way. There is a rise / slope on runway 10 at KSVH, we did not ask the C-172 if they were going to be a touch-and-go or full stop, we could not visually see the C-172 if he got off the runway.
Probably 30 seconds had passed at this point with us being ready lined up on the runway, I started looking at ADSB traffic through foreflight again to see if they were taxing off the runway and forgot to make a call, the traffic showed they were at the very end of the runway at higher altitude than us. At this time, the traffic that I mentioned to the captain earlier about being behind us in the downwind while we taxied out onto the runway a [call sign] made a radio call very similar to “Jet on runway 10 at Statesville I have you in sight, were on a 1 mile short final” at the end of his radio call we could now visually see the C-172 climbing out and starting the crosswind turn for runway 10.
My captain said let’s go and I agreed, I gave a radio call just a few seconds later after the [call sign]’s short final call saying, “Statesville traffic, [call sign 2], on the roll departing runway 10 Statesville”. I held the brakes momentarily while adding power then released the brakes for takeoff.
Shortly after the airspeed alive callout, me and the captain both watched a set of landing gears and bottom half of an airplane come into frame in front of us, I remember us both saying something along the lines of, “What is this guy doing” at the same time, then I said, “Is he doing a go around?”. At this point it’s obvious he was continuing to land and me and my captain said something along the lines of, “we need to abort” the captain initiated an aborted takeoff, then the captain said on the KSVH CTAF “[call sign 2] aborting takeoff”. Shortly after his radio call, the [call sign] said to us along the lines of “I thought you guys wanted me to land in front of y’all” and he continued to land on runway 10 further down. [name 2] was quick to say “no” to that and I could tell he wanted to say more to him, so I spoke up and said something like “thankfully no one got hurt, and [call sign 2] will be getting off at A5 to taxi back and hold short of runway 10 for departure”.
I started running checklists again while taxing to hold short of runway 10 again to make sure everything is still configured properly for the takeoff and I remember the line guys asking him questions on the radio about the incident and him saying he was sorry and that he would just be dropping off passengers. We were able to depart safely on the second takeoff after waiting again for traffic in the pattern with no further incidents on the flight. I would like to add in a side note, one of our pilots reached out to the line service at KSVH FBO, and they were told by the Pilot of the [call sign] that we cut him off and he had no other choice but to land.
As well as he never made another radio call after “Jet on runway 10 at Statesville I have you in sight, were on a 1-mile short final” until we made the abort take off call. He never stated on the radio he would be landing in front of us, never confirmed or asked about what our radio call was when we were stating we would be departing runway 10. I assumed when he gave us a “1-mile short final” call, he was either going to try his best to slow down and land behind us or do a right 360, or break off to the right and enter the upwind. Me and the captain had no thought was so ever he would be attempting to land on runway 10 in front of us for any reason.
ERC Acceptance & Closing Notes:
- Operator has implemented procedural changes following the event.
- Event was briefed in safety letter and changes to procedures were sent to pilot group.
Safety Takeaway:
The report demonstrates potential hazards while operating at busy non-towered airports. Lack of explicit communication/coordination contributed to another aircraft attempting to land over the top of the aircraft on the runway. Clear communication and visual confirmation are essential to avoid these situations. We recommend minimizing time spent on the runway and confirming intentions of traffic that may affect your departure.
TCAS RA
[tail number] operating as [call sign] inbound to KOPF on the CUURT1 arrival, I was acting as pilot monitoring. ATIS was broadcasting that OPF was landing ILS RW 09L and we were configured for that approach. However, upon changing to the next Miami Approach frequency we were told to expect ILS RW12. I reconfigured the approach settings for RW12. At 3000’ msl and after being passed to next Miami Approach frequency, we were told to proceed direct to SIZED intersection for the 09L approach. I advised ATC we were expecting and configured for the ILS to RW12 and requested a vector while we re-configured back to the ILS 09L approach. We were given a heading and I re-configured for the ILS 9L. I then told ATC we could proceed direct SIZED, which they then assigned, and we were given a descent 1600’ msl until established on the approach and cleared for the ILS RW09.
The airport was in sight at about our 12 o’clock position. Before reaching SIZED (the initial approach fix), we were told to expedite our descent to 1600 for VFR traffic ahead (this traffic was not on frequency). Shortly after, we received a traffic advisory for the VFR traffic at 12 o’clock at a few miles and slightly below. I spotted the traffic ahead and below our position and saw that at our current trajectory we would pass clear below it. I then announced first to the pilot flying and then to ATC that the traffic in sight. Shortly after we had the traffic in sight (now at roughly our altitude as we continued descending below the traffic), we received an RA which commanded a continued descent.
ATC attempted to change our clearance about when I was advising that traffic was in sight and that we were descending below it; ATC then cancelled the amended clearance and re-cleared us for the RW09L approach. After the pilot flying complied with the RA and then leveled-off, we were at about 1,200’ agl (400 below assigned altitude). As we were clear of traffic, on the localizer, and well outside of the FAF, we corrected our altitude, continued straight ahead on the approach and landed without further incident.
Safety Takeaway:
This event highlights hazards during high controller workload and subsequent multiple late approach changes and uncoordinated VFR traffic in a busy Class D/B. Rapid reconfiguration between ILS 09L and ILS 12 created high workload for the crew during a critical phase of the flight. We recommend proactively challenging late or conflicting approach changes if not able to comply in a safe manner.
