Air Traffic Control Fully Certified
Air Traffic Control Time Certified In Pos 1 (yrs) 13
Confusion; Situational Awareness; Training / Qualification
Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Flight Crew Rejected Takeoff
Human Factors; Procedure; Staffing
I was CIC; working combined with CD/FD. Trainee on Local Control (LC) combined with Ground Control (GC) taxied an aircraft from the ramp to the active Runway (33L) with no hold short instructions for the inactive Runway (24). Later; he cleared Aircraft X for take-off from Runway 24. Aircraft X began the turn onto the runway from taxiway 'F'; noticed Aircraft Y crossing down field and stopped his movement. At this point he questioned the controller about the location of the aircraft and the controller aborted his take-off. The aircraft was returned to the runway approach end and subsequently re-cleared for take-off.Had GC not been combined with LC; this might not have happened. Otherwise; as staffing is a very big issue; this is a routine combination of positions that at least at present is virtually unavoidable. I would strongly suggest the increased use of memory aids; awareness techniques and focus.
Taxied for takeoff with ISP Tower controlling all ground and air operations. Most traffic using Runways 33L and 33R due prevailing winds. We asked for Runway 24 (a cross runway to prevailing traffic) for weight and stopping margin considerations. Taxiing across the 33's (we had to hold short of 33R on taxi out); we were cleared for takeoff about 70-90 seconds before we could reach Runway 24 and actually start the takeoff roll. Once taking the runway; verifying the assigned runway; transferring control (First Officer flying); we noticed a GA aircraft proceeding south on Taxiway Whiskey and assumed he would stop and hold short of Runway 24 (our runway) before crossing and continuing east on Runway 10; used as a taxiway during construction work on taxiway Sierra. As we started our takeoff roll; he proceeded to cross the runway ahead of us and we rejected our takeoff. The Tower asked why we rejected and we stated the GA aircraft crossing ahead of us on the runway. The GA pilot asked Tower to confirm he had clearance to cross Runway 24. The Tower confirmed he did. The Tower mentioned nothing about the incident and cleared us to return to the departure end of the runway and take off.I think we; as a Crew; handled the situation; correctly. There were between three to five aircraft in the pattern; plus ground movements. We also requested a cross runway; adding to the Controller workload; especially when single frequency operations are being utilized. There was also a Controller change while we taxied out and the new Controller issued our takeoff clearance. I know Controllers and crews work on expectations of other performance and maybe the Tower thought we'd be ready to reach the runway and takeoff sooner than we did. We were in a heavy plane and needed some time to get moving from the point takeoff clearance was given to getting into takeoff position. That 70-80 seconds may have prompted the Controller to give other clearances on our runway that would keep airport traffic moving while we were actually cleared for takeoff on that runway. However; that 70-80 seconds (and the Controller change) might have been enough time to temporarily forget we were cleared for takeoff while managing ground movements around the entire airport. My suggestion is to wait until we were actually at the hold short line before takeoff clearance was given; especially single frequency operations with only one Controller during high-density operations.
ISP Controller and pilots involved describe a situation where an aircraft is cleared for takeoff and another aircraft with clearance crosses the runway down field. The departing aircraft aborts takeoff.