Runway Incursions:
An aircraft was directed to taxi to Rwy 17C and acknowleged. The aircraft was cleared and departed 17C, and reported to the tower a vehicle on the runway as he lifted off. Rwy 17C was closed at the time and construction vehicles were on the runway.

Aircraft #1 was taxiing from the maintainence hangar to the terminal and was instructed to hold short of Rwy 36R. The aircraft crossed Rwy 36R at Y without authorization in front of a departing 737, closest proximity 200 feet.

Aircraft #1 was cleared for landing on Rwy 18R. The controller told Aircraft #1 to turn left on Txwy E northbound and expect to keep moving. Aircraft #1 read back the instructions, but then taxied straight ahead on Txwy WL. The controller cleared Aircraft #2 for takeoff on 18L as Aircraft #1 crossed 18L at WL, forcing Aircraft #2 to abort.

Aircraft #1 was waiting to cross Rwy 17R as another aircraft departed on the runway. When the departing aircraft had cleared the runway the controller saw Aircraft #2 taxiing onto the runway and, thinking it was going into position and hold, crossed Aircraft #1. Aircraft #2 had been cleared to depart, and had to wait for Aircraft #1 to clear the runway before taking off.

Aircraft #1 was instructed to taxi into position and hold on Rwy 36R. Aircraft #1 was instructed to fly heading 310 after departure. The controller then instructed Aircraft #2 to cross Rwy 36R at Txwy WK. After Aircraft #2 exited the runway, the controller issued takeoff clearance to Aircraft #1, and then observed it rotating at Txwy WL. Aircraft #1 initiated takeoff without clearance.

An aircraft crossed Rwy 17R at Txwy B without clearance conflicting with traffic on the runway. Closest proximity was 5000 ft.

An aircraft crossed 18L without approval in front of B737 on departure roll. Departing traffic aborted takeoff.

Aircraft #1 was cleared for a visual approach to Rwy 17C but landed on the wrong runway conflicting with Aircraft #2 in position for departure on Rwy 17R.

The controller issued LAHSO instructions to Aircraft #1 without receiving approval from the aircraft, then taxiied Aircraft #1 across the runway. Closest proximity 4000 feet.

The controller issued taxi instructions for Aircraft #2 to cross Rwy 18R, conflicting with landing traffic. Closest proximity about 6000 feet.

Aircraft #1 crossed Rwy 35L at Txwy Y without clearance, conflicting with Aircraft #2 on departure roll, closest proximity 1,000 feet horizontal.

Aircraft #1 was cleared to cross Rwy 35C at Twy EJ with Aircraft #2 landing Rwy 35C. The controller noticed his error but used the wrong call sign to hold Aircraft #1. Closest proximity 7,000 ft horizontal separation.

Aircraft #1 failed to follow hold short instrutions and crossed runway 36R at Txwy A without authorization conflicting with Aircraft #2 on takeoff roll Rwy 36R. Closest proximity was 1200 feet horizontal.

Aircraft #1 was cleared for takeoff on Rwy 17R with Aircraft #2 given clearance to cross Rwy 17R at Txwy EM. Aircraft #1's takeoff clearance was cancelled and turned right on Txwy EJ, closest proximity reported was 6,000 ft.

Aircraft #1 crossed Rwy 35L at Txwy Y without authorization and conflicted with Aircraft #2, who was cleared for takeoff. Aircraft #2 had started takeoff roll when clearance was cancelled by the controller and aborted takeoff. Closest proximity was 8,000 ft horizontal.

Local West instructed a Swearingen SW3 how to taxi to 18L for takeoff with a Taxi into Position and Hold. Local observed the SW3 taxi onto 18R and had to issue a Go-Around to the MD-80 on quarter mile final for 18R.

Local West control cleared an Embraer E120 for takeoff Rwy 18L. About 20 seconds later Local cleared a DC9 to cross 18L at A and 10 seconds later cleared another aircraft to cross at WL. Local finally cancelled the E120's clearance. Closest proximity was about 4500 feet.

Ground Control cleared a Swearingen SW4 to cross Rwy 18R at WK and hold short of 18L. Readback was verbatim. After being cleared to cross 18L and turn onto F, with another readback, the SW4 turned more than 90 degrees onto F2, the high speed turnoff from 18L, taxied back onto 18L and crossed the hold short line under a departing Fokker F100, closest proximity under 100 feet.

Ground West instructed an MD80 to turn right on C and left on WK, then hold short on Rwy 36R. The pilot read back instructions correctly. The controller had intended to have him hold short of 36L, where an Embraer E120 was landing. He crossed in front of the E120, about 8500 feet downfield.

Local Control instructed an E145 to taxi into position and hold at Rwy 36R and cleared a SAAB SF34 to takeoff 31L. While two other aircraft crossed 36R, the E145 took the SF34's clearance and departed without authorization, prompting the SF34's pilot to request verification. One of the crossing aircaft was in the middle of the runway as the E145 lifted off, closest approach about 9000 feet horizontal.

A 737 landed Rwy 18R and was cleared to cross 18L at WM, though another 737 had been cleared to depart 18L 20 seconds earlier. It was on takeoff roll when the first plane crossed, about 7200 feet downfield.

Aircraft #1 landed on Rwy 35C and was instructed to hold short of 35L at Z. Aircraft #1 acknoleged. The aircraft then crossed the runway without clearance, crossing in front of Aircraft #2 who had been cleared for takeoff.

Aircraft #1 was instructed to cross Rwy 17C and hold short of Rwy 17R. The readback was garbled. Aircraft #2 crossed Rwy 17R at Txwy EK with Aircraft #3 departing.

Aircraft #1 taxied to Rwy 18L via Txwy G. Just south of Txwy Z it was cleared for takeoff on Rwy 18L. The pilot read back the clearance and departed from Txwy F.

Aircraft #1 was cleared to cross Rwy 18R and 18L at Txwy WK. The aircraft was instructed to make a 90 degree turn onto Txwy F but instead made a 120 degree turn back onto the runway via the reverse highspeed Txwy F2. Aircraft #2 on departure roll made an evasive maneuver to avoid Aircraft #1.

Aircraft #1 was instructed to hold short of Rwy 18L at Txwy WM. Aircraft #2 was cleared for takeoff on Rwy 18L. Aircraft #1 proceeded to cross the runway without clearance in front of Aircraft #2.

Ground Control cleared a Swearingen SW4 to cross Rwy 18R at Twy WK and hold short of Rwy 18L. Subsequently, Ground Control cleared the aircraft to cross Rwy 18L and turn right to Twy F. Read back was verbatim. The Swearingen crossed Rwy 18L and turned right on Twy F as cleared but deviated from his clearance by continuing his turn beyond 90 degrees to Twy F2 (high-speed turnoff from Rwy 18L). He then taxied on an angle back to Rwy 18L where he crossed the hold line and entered the runway. Local Control meanwhile cleared a Fokker F100 for takeoff on Rwy 18L. The Fokker passed over the Swearingen after liftoff, its closest proximity less than 100 feet.

Ground instructed an MD80 to turn right on Twy C and left on Twy WK, and hold short of Rwy 36R. Ground had intended to hold the aircraft short of Runway 36L. ATC cleared an Embraer E120 to land Runway 36L and approximately 90 seconds later Ground observed the MD80 crossing Runway 36L. The landing aircraft was over landing threshold and touching down while the MD80 was on the runway. Closest proximity reported was 8,500 feet horizontal.

Local Control instructed an Embraer E145 to taxi into position and hold Runway 36R and cleared a SAAB SF34 for takeoff Runway 31L. In addition, a SF34 and an MD80 were cleared to cross Runway 36R at Taxiway Y and Taxiway E1 high speed to WJ respectively. The SAAB asked for verification of take off clearance due to the Embraer taking the clearance and departing without authorization. Local Control immediately stopped the SAAB and MD80. The SAAB stopped with nose wheel over the hold line and the MD80 had already entered 36R at departure end with the Embraer lifting off. Closest proximity was 9,000 feet horizontal.

A 737 landed Rwy 18R and was given clearance to cross Rwy 18L at Twy WM with another 737 cleared for takeoff on Rwy 18L approximately 20 seconds prior. Aircraft #2 was on departure roll when the first crossed. Aircraft #1 rotated early to avoid a collision and scraped the rear skid plate.

Three construction vehicles crossed Rwy 36R at Twy WK without communications or authorization and conflicted with a 777 on departure roll. The pilot aborted at Twy B and advised ATC of the vehicles. Horizontal separation was about 4,000 feet.

A SAAB-Fairchild SF34 was cleared to land Runway 18L, which would be the last landing on that runway before switching activity to 36R. ATC instructed an Airbus A319 to taxi into position and hold Runway 36R while the SAAB was still rolling out, horizontal separation about 6,900 feet.

Ground Control (GC) was coordinating with Local Control (LC) to cross Rwy 36R at Z with a B757. LC authorized the crossing after a departing 757, but GC cleared the aircraft to cross while the departing aircraft was holding in position. LC canceled the departing 757's takeoff clearance while it was still 10,000 feet from Z.

An MD80 landed on Rwy 17L and was holding short of Rwy 17R at EM. An Embraer E135 was inbound on 5 mile final for 17R while another aircraft departed. The MD80 was instructed to cross behind the departing aircraft, but it had not cleared the runway when the E135 crossed the landing threshold. Closest approach was 7,200 feet horizontal.

After landing Rwy 17L, a CRJ was given hold short instructions for Rwy 17C and read them back. It then crossed both 17C and 17R on ER without clearance, conflicting with an Embraer E145 on departure roll. Closest proximity was 13,000 ft. horizontal as it cleared the runway.

A CRJ was holding in position on Rwy 18L. A Boeing 757 rolling out on Rwy 18R was instructed to hold short of Rwy 18L and read back the instruction. Local Control cleared the CRJ for takeoff, but the pilot aborted when the 757 failed to hold short and entered the runway. Closest seperation was 1,000 feet.

An MD80 landed on Rwy 18R and was instructed to hold short of Rwy 18L, and read back the instruction correctly. Local Control cleared a Boeing 737 for takeoff on Rwy 18L, while Ground Control instructed another aircraft to hold short of Rwy 18R. The MD80 responded to that transmission and crossed Rwy 18L without clearance while the 737 was on takeoff roll. Closest approach was 8,000 feet.

A CRJ landed Rwy 18R and was instructed to hold short of Rwy 18L, and read back the instruction correctly. Local Control cleared an MD80 to takeoff on Rwy 18L. A few seconds later the MD80 aborted takeoff as the CRJ crossed without clearance. The closest approach was 4,000 feet.

A CRJ being taxied for maintainence by a non-pilot requested taxi instructions, but Ground Control thought it was repositioning from another terminal and instructed him to hold short of Twy A. As the aircraft crossed Rwy 35C, Local Control noticed it and asked GC if it was going to hold short of 35L, where an Embraer 135 was on takeoff roll. GC issued a hold short instruction, but the aircraft had already crossed the hold lines. The E135 aborted his takeoff as the CRJ entered the runway, stopping 300 feet short.

A SAAB SF34 was holding short of Rwy 18L at Twy Y while an Embraer E135 held in position on the runway. The Local Control position started a relief as LC cleared the SAAB to cross. The relief controller then cleared the Embraer for takeoff. The pilot of the SAAB told LC that they had been cleared to cross Rwy 18L and were over the hold lines, but were holding short of the runway edge. The Embraer rotated as it passed Twy Y.

An airport vehicle crossed the hold short line for Rwy 17R at Twy ER without authorization or communications with ATCT and conflicted with a Canadair CRJ7 cleared for takeoff Rwy 17R. The vehicle was holding between the hold line and the runway, but did not enter. The CRJ had just started departure roll when ATCT aborted the takeoff and the aircraft exited the runway at Twy EK. Closest proximity reported was 9,000 feet horizontal.

Local Control instructed a Canadair CRJ2 to taxi into position and hold on Rwy 17C. It acknowledged correctly. LC instructed another aircraft to cross 17R and 17C, then observed the Canadair wheels-up at midfield without clearance. The other aircraft was just clearing Rwy 17C at the departure end. Closest horizontal separation was approximately 10,000 feet.

A Beech BE76 taxiing across the Twy Z bridge westbound was instructed by Ground Control to turn left on Twy G, then another left at G11 to general aviation parking. Local Control had cleared a B747 for takeoff on Rwy 36R. The Beech missed the left turn onto Twy G and entered Rwy 36R at Z. LC cancelled takeoff clearance for the 747 after being advised of this by GC; the 747 aborted takeoff abeam Twy A. Closest horizontal seperation reported was approximately 9,500 feet.

A Saab/Fairchild SF34 was cleared to depart on Rwy 18L. 54 seconds later, Local Control instructed a CRJ to cross Rwy 18L at Twy A. The crossing was canceled but the CRJ had already begun to roll. Radar showed the SF34 airborne at approximately 140 feet as it passed Twy A, 5000 ft. horizontal from the CRJ.

Ground Control instructed an Airbus A319 to cross Rwy 36R at Twy Z but did not coordinate the crossing with Local Control. LC had issued takeoff clearance to a Boeing 737 on Rwy 36R. The 737 was nearing Twy G8 on departure roll when the Airbus cleared the runway. Closest proximity was 4,000 feet horizontal.

An Embraer E135 was instructed to cross Rwy 18R, hold short of Rwy 18L. Local Control cleared a Boeing 757 for takeoff on Rwy 18L. The E135 crossed Rwy 18L at Twy WK. The 757 became airborne between Twy Z and WJ, closest horizontal separation 3000 feet. Vertical separation is not yet known.

Rwy 17C was closed for construction, as was Twy Y between Rwy 17R and 17C. An Embraer E135 was cleared for takeoff on Rwy 17R. On departure roll, a construction vehicle approached Rwy 17R on Twy Y. The vehicle turned and traveled north along the east shoulder of the runway, conflicting with the E135 on the runway. The event triggered an AMASS alarm, but the E135 was allowed to depart due to his high rate of speed at the time of the incident. The closest proximity reported was 100 feet lateral.

Local East 1 cleared an Embraer E145 for takeoff on Rwy 17R from the EH intersection. Six seconds later, LE1 instructed another E145 to taxi into position and hold on Rwy 17R at the EG intersection, 250 feet north of Twy EH. The first aircraft entered Rwy 17R but did not immediately depart. The controller cleared the second aircraft to depart without scanning the runway about one minute after the first was cleared. When LE1 realized the first E145 had not rolled as far as anticipated and the second started rolling, LE1 gave traffic to the second and instructed the pilot to maintain visual seperation. Minimum seperation was about 3,700 ft. At the time, the required seperation would have been 6,000 ft. and airborne.

Surface Incidents:
Aircraft #1 crossed Rwy 18L at Txwy B without authorization. Takeoff clearance for Aircraft #2 was cancelled and Aircraft #2 did not start to roll. No loss of seperation reported.

Aircraft #1 landed on Rwy 17 and was on the taxiway when a DPS emergency vehicle entered the northbound access road at Txwy P and EJ, saw the aircraft, and pulled into the grass. The vehicle spun out and stopped at the intersection of the taxiway. The vehicle was towed and aircraft continued taxiing with no other conflicts.

Aircraft #1 failed to follow instructions and crossed Rwy 18L at Txwy B without clearance, but caused no conflicts.

An aircraft failed to follow the controller's instructions and crossed Rwy 18L at Txwy A without clearance. No conflicts were reported.

An airport vehicle on Twy U entered Rwy 8L to reach Twy V without approval. No traffic was on the runway.

A Gulfstream GLF4 on its way to Rwy 18L via G was cleared for takeoff, but departed Taxiway F. There were no vehicles on the taxiway and no loss of separation reported.

Four airport fire trucks crossed Rwy 35L and 35R at Twy K8 without authorization. An MD-80 was holding in position on Rwy 35L, but had not been issued take-off clearance.

A vehicle entered Taxiways Y and F without authorization. No conflicts reported.

Local Control instructed an aircraft to taxi into position and hold on Rwy 17R. LC then crossed a SAAB SF34 at Twy Y. As LC scanned Rwy 17R in preparation to issue a departure clearance to the holding aircraft, he observed it already on departure roll approaching Twy Y. Closest horizontal separation was 1,000 feet.

A pedestrian crossed Twy Y without authorization or communication with the tower. No conflicts reported.

A Boeing 737 was cleared to land on Rwy 17C but landed Rwy 17R instead. Another airliner was cleared for takeoff on Rwy 17R but had not yet crossed the hold line.

ATC allowed an arriving DC8 to cross the Rwy 35L threshold while a departing MD80 was airborne but less than the required 6,000 feet downfield. Rwy 35L is not normally used for both arrival and departures but Rwy 35C had been closed for about an hour so the facility was using Rwy 35L for both. Closest proximity reported was 5,800 feet.

A Beech BE40 was cleared to land on Rwy 17C but lined up on Rwy 17R and attempted to land. An Embraer E145 was cleared for takeoff on 17R when the Beech was 2 mile final. As it crossed the threshold, the Beech was at 400 ft. The controller issued instructions to prevent a flyover with the E145 3500 feet down the runway.

A Boeing 737 landed on Rwy 17C and was instructed to hold short of Rwy 17R at Twy K8. The pilot read back the instructions correctly but crossed Rwy 17R and conflicted with an MD80 cleared for takeoff. Takeoff clearance was canceled.