Narrative:

Taxi clearance was to runway 22L via txwys B and D. Approaching runway 27L pad, tower told us we could cut diagonally across the runway 27L pad and 'can you accept an immediate takeoff on runway 22L?' we accepted and were cleared for takeoff, with an aircraft on a 1 1/2 mi final. Unfortunately, as I cut across the runway 27L pad, instead of squaring off the turn, I headed for the runway 22L Q intersection, instead of full length from taxiway D. The first officer and tower caught the error at the same time, but I was too far onto taxiway Q to enable a turn back into the runway 27L pad. Because I had encroached into the clrway for runway 27L, tower told the aircraft on final to go around, and then told us to taxi onto runway 22L and 'exit downfield.' the 'downfield' part didn't register in my mind, and I turned left onto the runway, instead of right, to clear the runway in the most expeditious manner at taxiway D. This kept me in the clrway for runway 27L, and caused another aircraft to go around (not a good day!). Factors: we left the gate 26 mins late due to a gate change and late passenger, and I was probably subconsciously hurrying. I accepted an immediate takeoff clearance when I was still over 1000 ft from the hold short, causing me to rush for the runway. After the error was committed, it seemed logical to back taxi and exit the runway in the most expeditious manner, rather than taxi down the runway 1800 ft to take a reverse highspd, so I apparently heard what I expected to hear, not what was actually said.

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Original NASA ASRS Text

Title: AN ACR CAPT INADVERTENTLY TAXIED INTO THE APCH AREA FOR RWY 27L, TWICE, WHICH RESULTED IN EVASIVE ACTION GAR DURING 2 SEPARATE INCIDENTS. THE CAPT RPTS THAT THE FLT HAD DEPARTED THE GATE LATE, AND THEN WAS GIVEN AN AMENDED IMMEDIATE CLRNC CAUSING THE RPTR TO 'RUSH' FOR THE RWY.

Narrative: TAXI CLRNC WAS TO RWY 22L VIA TXWYS B AND D. APCHING RWY 27L PAD, TWR TOLD US WE COULD CUT DIAGONALLY ACROSS THE RWY 27L PAD AND 'CAN YOU ACCEPT AN IMMEDIATE TKOF ON RWY 22L?' WE ACCEPTED AND WERE CLRED FOR TKOF, WITH AN ACFT ON A 1 1/2 MI FINAL. UNFORTUNATELY, AS I CUT ACROSS THE RWY 27L PAD, INSTEAD OF SQUARING OFF THE TURN, I HEADED FOR THE RWY 22L Q INTXN, INSTEAD OF FULL LENGTH FROM TXWY D. THE FO AND TWR CAUGHT THE ERROR AT THE SAME TIME, BUT I WAS TOO FAR ONTO TXWY Q TO ENABLE A TURN BACK INTO THE RWY 27L PAD. BECAUSE I HAD ENCROACHED INTO THE CLRWAY FOR RWY 27L, TWR TOLD THE ACFT ON FINAL TO GAR, AND THEN TOLD US TO TAXI ONTO RWY 22L AND 'EXIT DOWNFIELD.' THE 'DOWNFIELD' PART DIDN'T REGISTER IN MY MIND, AND I TURNED L ONTO THE RWY, INSTEAD OF R, TO CLR THE RWY IN THE MOST EXPEDITIOUS MANNER AT TXWY D. THIS KEPT ME IN THE CLRWAY FOR RWY 27L, AND CAUSED ANOTHER ACFT TO GAR (NOT A GOOD DAY!). FACTORS: WE LEFT THE GATE 26 MINS LATE DUE TO A GATE CHANGE AND LATE PAX, AND I WAS PROBABLY SUBCONSCIOUSLY HURRYING. I ACCEPTED AN IMMEDIATE TKOF CLRNC WHEN I WAS STILL OVER 1000 FT FROM THE HOLD SHORT, CAUSING ME TO RUSH FOR THE RWY. AFTER THE ERROR WAS COMMITTED, IT SEEMED LOGICAL TO BACK TAXI AND EXIT THE RWY IN THE MOST EXPEDITIOUS MANNER, RATHER THAN TAXI DOWN THE RWY 1800 FT TO TAKE A REVERSE HIGHSPD, SO I APPARENTLY HEARD WHAT I EXPECTED TO HEAR, NOT WHAT WAS ACTUALLY SAID.

Data retrieved from NASA's ASRS site as of July 2007 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.