2010-06 · NASA ASRS report 894490
An air carrier crew taxiing to MIA Runway 8 on Taxiway N reported taking evasive action to avoid a possible ground conflict with a heavy jet approaching Runway 12 on Taxiway P. The reporter claims that airport markings in the large holding pad are ambiguous and need clarification.
[I was] cleared to taxi to Runway 8R via Taxiways W; N. After turning west on Taxiway N; Ground told us to stay to the right of the pad and monitor Tower. Runway 8R construction had just been completed and I asked the First Officer for help navigating to the right side of the pad via newly painted taxi lines. We were looking north-west toward the pad area and just past Taxiway Z in a slow taxi; when out of the corner of my eye I saw a heavy jet on Taxiway P converging. I stopped abruptly worrying about wingtip clearance; as did the other jet. The potential was there for a collision. He taxied to Runway 12 and we transitioned to the north side of the pad once he cleared. We did not hear a 'give way' for either aircraft; and I had not heard his clearance which would have alerted me to an aircraft on Taxiway P. We may have been late switching to Tower while trying to comply with the taxi clearance; a warning may have been issued to us on Tower frequency before we switched. This was a very close call! I was already at 14 hours since I awoke; so fatigue may have played a part. I also have multiple personal issues going on at this time in my life. I considered calling in sick but I didn't want to introduce another personal issue; company harassing me over sick time usage. If Taxiway Q and M were used by aircraft taxiing to Runway 12 and 8R; wingtip clearance would not be an issue. If either aircraft had been issued; a 'give way;' that would have helped. Perhaps it was given to the other aircraft and he didn't comply or it was given to us and we didn't hear it. Had Ground included; 'keep to the right side of the pad for the heavy on Taxiway P;' that could have helped with my situational awareness.
After turning west onto Taxiway N; the Captain and I ran the before takeoff checklist. The runway hold short line at MIA recently changed and the Captain and I talked about visual perception and the changes to holding short of the runways. The hold short pad is now designed to allow aircraft to hold line abreast for two different runways simultaneously. Ground called us and told us to stay to the north side of the pad and contact Tower. We were still on Taxiway N approaching the hold short pad; discussing when and where to move over to the right side edge. I had not yet switched to Tower frequency. Between Taxiway Z and the hold short pad; we noticed a heavy jet approaching on a converging path from our left on Taxiway P. The sharp angle of Taxiway P and N lends itself to a deceptive convergence. The Captain recognized a potential conflict ahead at the intersection of Taxiways P and N and stopped the jet. The heavy jet Captain also stopped short of the intersection. I called Ground and informed them that we would hold and allow the other aircraft to proceed ahead. Ground acknowledged that we would follow. I then switched to Tower. The other aircraft moved ahead and took the south side of the pad for Runway 12 departure. We planned a Runway 08 departure and moved over the north side of the pad although there were no clear painted lines showing where to move. The intersection of Taxiways N and P is a potential conflict point and could be designated as a 'hot spot.' Aircraft could be given an expected sequence before switching to Tower when possible to Taxiway M to allow separation from Papa traffic and to allow more direct route to the north side edge of the hold short pad.
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.
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