Incident Overview
On November 11, 2007, at approximately 13:04 Japan Standard Time, a serious incident occurred at Chubu Centrair International Airport involving two aircraft. The first aircraft, an Airbus A319 registered B2294 (Aircraft A), operated by China Southern Airlines Co., Ltd., was scheduled to depart as flight 698 to Shenyang Taoxian International Airport. The second aircraft, an Airbus A320-200 registered JA8394 (Aircraft B), operated by All Nippon Airways Co., Ltd., was on final approach to runway 36. Aircraft A, while taxiing, crossed a stop line and entered the runway, prompting an air traffic controller to order a go-around for Aircraft B. No injuries were sustained by any of the 42 persons on board Aircraft A or the occupants of Aircraft B, and neither aircraft sustained damage.
Sequence of Events
According to the Japan Transport Safety Board investigation, Aircraft A began taxiing after push-back around 13:00 and proceeded via taxiways E5, B, and A1. At 13:03:27, the tower controller instructed Aircraft A to taxi to A1. However, the crew requested an intersection departure, and at 13:03:51, the tower authorized the use of intersection A3S but instructed Aircraft A to hold short of runway 36. The crew read back the hold-short instruction at 13:03:56. At 13:04:05, the controller issued a landing clearance to Aircraft B, which was about 5 nautical miles from the runway. Around 13:04:20, the controller visually observed Aircraft A crossing the stop line and immediately issued a go-around instruction to Aircraft B, which was 3.2 nautical miles from the runway at an altitude of about 1,140 feet. Aircraft A subsequently stopped close to the runway, and after receiving clearance, took off at 13:06:34.
Aircraft and Crew Statements
The pilot-in-command of Aircraft A stated it was his first visit to Chubu Centrair and that he interpreted an earlier affirmative response from the tower as permission to enter the runway. He reported that a TCAS warning prompted him to stop short of the runway. The first officer of Aircraft A stated that both pilots interpreted the tower's response as affirmation to enter the runway and that they did not recall the hold-short instruction. The pilot of Aircraft B reported receiving the go-around instruction when about 4 nautical miles from the runway and subsequently landed 15 minutes later after following radar vectors.
ATC Communications
The tower controller stated that he instructed Aircraft A to hold short of runway 36 after authorizing intersection A3S. When he next looked, the aircraft's nose appeared to cross the stop line without slowing, leading him to issue the go-around. The controller noted that the preceding aircraft had used A3S for an intersection departure, but due to separation requirements, he did not intend to let Aircraft A take off before Aircraft B's landing.