Commercial Fixed Wing
Air Traffic Control Fully Certified
Confusion; Situational Awareness
ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Ground Excursion Runway
General None Reported / Taken
Airport; Procedure; Human Factors; Company Policy
A B737 called up at Foxtrot for Runway 26 departure. I cleared him to back taxi and for take off on the short end runway. Airport Safety called me on the radio and reported that the B737 had crossed the relocated threshold and was on the closed portion. I advised the B737 that he had crossed the relocated threshold he turned around and crossed back over the relocated threshold and asked to confirm that he was back on the correct side of the relocated threshold and confirmed his take off clearance and then departed. [We need] to better mark where the usable portion of the runway ends and put out a NOTAM that specifically says there is a relocated threshold.
After push back we were cleared to taxi to Runway 26 via Alpha to Foxtrot to hold short of 26 at Foxtrot. Upon arriving at Foxtrot we were told to back taxi 26 at Foxtrot cleared for takeoff on 26 shorten; which we acknowledged. While taxing down the Runway 26 I made several comments about the orange cones. These cones appeared to mark several closures. The first closure was the Alpha Taxiway which was located some distance passed Foxtrot which ended with an orange barricade at the end of Alpha. The other closure appeared to be marked with approximately 20 orange cones that went across the entire threshold of 26 that marked a boundary which appeared to be the end of the runway; but from that distance we could not tell. We also noted an orange flag located just after we started to taxi down the runway just to the right of the runway about half way from Foxtrot and end of the runway. After discussing the position and proximity of the flag; we determined it was not a concern; and didn't appear to mark any closures. My biggest concern was the location of a piece of equipment just behind the row of orange cones which still appears to be the end of the runway. We briefed at the gate that Runway 26 was shortened by 600 FT. We had set up the departure for Runway 8; but had to change everything due to a computer outage that prevented us from using Runway 08. We made sure and briefed the performance for Runway 26 as well. Knowing the equipment was very close to the takeoff point and still unsure where the takeoff threshold was; we talked about the safety of the equipment and its location. At that time; we apparently crossed over the threshold of the runway and started to use the area behind that point towards the orange cones to turn around; when we heard a State Operations vehicle tell Tower that you need to let the B737 know that this area is closed. We both knew the last 600 FT were closed but didn't realize that we had taxied into that area thinking that the cones marked the closed area. Once we made the 180 turn; we returned to the threshold which was our intended point for takeoff. The First Officer and I were still confused because the area we turned around in was not clearly marked as being closed and I wanted to make sure that we were not still in that area. With my concentration and attention on the cones; I missed the runway markings for 26; and had gone passed the threshold point looking at the cones that marked the end of the runway; thinking it was okay to make a 180 turn. I think we told the Tower we were looking at something else that marked the runway closure; at this point I'm not sure who initially responded to us; but I think it was the person in the State Operations vehicle. He stated the threshold was marked by 4 red lights on each side of the runway; and a few other key objects that we never did see. We both were still trying to figure out how we missed the threshold area; but knew we would have taxied to that point for takeoff once we were able to see the runway markings. With the comments the State Operations vehicle made we figured he thought we were going to takeoff in that area which our intentions were to only do a 180 turn in that area and taxi up to the takeoff point. We asked the Tower to confirm that we were within the threshold area; and he said it looked like it; or something indicating we were okay. We verified we were cleared for takeoff and continued with no further incident. Cause; during the last year; a lot of taxi work was done around the Foxtrot Taxiway area. For months; we were told to taxi down to Foxtrot via Alpha and back taxi Runway 26. For months I have taken this route to depart on Runway 26 using as much runway as I could. I am very familiar with Juneau but with all the construction that has occurred around that area; a Commercial Chart or a pictorial has never been issued showing the work or worked to be performed. I have also noticed that runway closures in the Alaska system are veryinconsistent. In Anchorage; we are briefed with our Commercial Chart's which are posted in our briefing room. These Commercial Chart's show every step and all the do and don'ts. With all of the construction at the Juneau Airport; all we see are the NOTAMS and the Field and Facility notes telling us the last 600 FT of runway is closed; but nothing with a pictorial showing the actual area closed. With all the barricades and cones in the work area created a cone of confusion. I now know that I taxied into a closed area; and not debating that issue; the issue is the area that was closed was not clearly marked; and with all the cones placed around the area distracts you from visual markings on the runway. If this area is going to be closed or unusable; it needs to be clearly marked and restricted from use. When we arrived the day before; we landed on Runway 8. If we had to land long for any reason; we would have never seen the displaced threshold markings on the ground until we were up to that point or past it. If the lights were on; or at night; we would have seen the end red lights; but during the day this would have been the same situation of going into the closed area with no visual markings on the sides of the runway marking the threshold point. I am also not sure if the temporally displaced threshold was marked correctly; and why it was so difficult to see when we did the 180 and taxied up to the that point. ATC Notification: After takeoff; during the first segment climb; at gear retraction; Juneau Tower advised us that we might be in violation and to contact Juneau Tower upon arrival and then followed that statement with the phone number. At that point; the concentration of the flight crew during this critical phase of flight no longer existed. Many mistakes occurred which included missed calls; and a delay in cleaning up during the second segment climb. We both agreed that this statement by the Tower should have been given to us when we changed over to ANC Center not during gear retraction. I have also talked to several pilots that have gone through this scenario; and every pilot made the same comment about hearing the ATC violation statement. At the point that you have been notified; everything that makes your flight go smooth ends for the rest of your trip. Checklist; missed radio calls; CRM and the list goes on and on. I do understand that a back taxi on a closed area may have been an issue; but the ATC notification on takeoff differently was a major safety issue for us. I lost track of how many times we discussed the event; or how many times I played the taxi out in my head. I really believe that a better system notification should be in place for an event like this; especially when it started our day. Although I don't think pilot fatigue played a factor in the incident.
JNU Air Carrier departure utilized part of the closed runway end to turn around not realizing the threshold boundary had been crossed.