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It would probably help to make the automated crossing and takeoff warning systems mandatory at such busy airports. They are one of my favorite inventions.

Nobody is rolling dice. There is inherent high risk in MCO and what is required to achieve intent/objectives - shouldn’t be a shock to anyone.

I've gotten into the habit of twisting my entire body towards the window and looking as far back over the wing as I can when visually clearing. I find that the physical movement makes the action take approximately 2 to 3 seconds as opposed to maybe half a second just quickly turning my head in that direction and back. Makes it a lot harder to "pencil whip" the act and miss something because my mind is on another task. Basically the same idea as pointing to or physically touching the altitude window when confirming an altitude clearance. Makes it a lot harder to miss any errors when you add an exaggerated physical component.

Being a ground pounder with many miles under me on aerodromes I'm blaming the firetruck driver, many times I have been cleared to cross, and many times with a jet on final. Nothing beats an eyeball looking down the active before crossing after getting clearance. A few of those times I had a jet hooked to my uke getting clearance to cross.

Well survived where flying dreams go to die (MFS) for the second time. Im glad I did my FC1 two years ago cuz my eyes arent getting any better. Hoping whatever my assignment is its soon. Had a handful of the UCT and OTS reclass folks here as well.

I was SCREAMED at on SATCOM by the JFAC himself (Moseley), for going below 10K in 2002 to get below weather and support a TIC.