Narrative:

At aprox XA15Z 03/fri/02, we received taxi clearance to taxi to runway 27 via K, C, D, hold short of runway 33L at D. Before leaving FBO parking ramp pilot asked co-pilot for airport diagram. Pilot review airport taxi rts and understood clearance. Pilot handed the airport diagram back to co-pilot for him to follow along during taxi. We proceeded along taxiway K and made a left turn onto taxiway C, crossing runways 4L and 4R en route to taxi D. Upon reaching an intersection with the D taxi sign in view the aircraft was stopped waiting for clearance to cross runway 33L. A clearance was issued by the ground/tower controller (same person at both positions) to cross runway 33L. The crew believed they were on taxiway G proceeded onto runway 33L. The pilot realizing he was on the wrong taxiway made a 180 degree turn to exit runway 33L at taxiway G. The co-pilot was having difficulty communication with ground/tower controller at which time the pilot made contact and announced clear of runway 33L at intersection G. After receiving progressive taxi assistance a subsequent clearance was issue to cross runway 33L on D to approach end of runway 27. Upon reaching destination. Pilot called ATC facility as requested. Supplemental information from acn 541884: note: in the event described below I am a contract 'sub' co-pilot for this company. I was the non-flying co-pilot on this late evening departure. Having being awake since XA00 for an XB00 arrival at the binghamton regional airport for a XC00 departure I had been on duty for well over 17 hours (part 91 operation) upon departure out of boston - logan international (kbos) at XG00 I picked up our taxi clearance out of general aviation parking for king air B200 the taxi clearance was a follows: 'aircraft X taxi to runway 27 via K, C, D hold short of runway 33L at D.' as co-pilot I read this clearance back to boston logan ground (121.9). While the pilot studied the taxi chart, then proceeded to taxi. As the pilot was taxiing I was running the checklist then programming the FMS for our route from kbos and verifying the route on the low altitude en route charts. After programming the FMS while the flying pilot was still taxiing. I was then studying the logan 2 departure procedure for runway 27 and finding the departure frequency we would eventually need. At this point boston - logan ground issued us the following taxi clearance, 'aircraft X cross runway 33L on D and taxi to runway 27 contact 128.8.' while I read back this clearance looking-up from the dp and changing from 121.9 to 128.8 the pilot had made a left turn on G instead of D and taxied onto runway 33L this night of 03/fri/02. At this point there was no way to cross the runway as there would have been if we had been on D. The captain elected to take the shortest route off runway 33L by doing a 180 degree turn on runway 33L and exiting on G. This resulted in a runway incursion and an aircraft on final approach for runway 33L elected to go around. Ground then gave us a telephone number to call upon arrival. Contributing factors to this night runway incursion were: fatigue, having been awake for over 17 hours before occurrence. Night time, at a very busy airport which we D0 not normally frequent (maybe once a yr) and eatin, we only had eaten a chicken sandwich which the passenger were kind enough to bring us for lunch that day (20 hours total). The possible corrective action would for me as a co-pilot not to totally rely on the pilot to taxi while I am busy with other co-pilot duties and to both just concentrate at the task at hand taxiing at a major airport at night to prevent any runway incursions.

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Original NASA ASRS Text

Title: BE200 FLT CREW HAD A RWY INCURSION ON TAXI OUT AT BOS.

Narrative: AT APROX XA15Z 03/FRI/02, WE RECEIVED TAXI CLRNC TO TAXI TO RWY 27 VIA K, C, D, HOLD SHORT OF RWY 33L AT D. BEFORE LEAVING FBO PARKING RAMP PLT ASKED CO-PLT FOR ARPT DIAGRAM. PLT REVIEW ARPT TAXI RTS AND UNDERSTOOD CLRNC. PLT HANDED THE ARPT DIAGRAM BACK TO CO-PLT FOR HIM TO FOLLOW ALONG DURING TAXI. WE PROCEEDED ALONG TXWY K AND MADE A L TURN ONTO TXWY C, CROSSING RWYS 4L AND 4R ENRTE TO TAXI D. UPON REACHING AN INTERSECTION WITH THE D TAXI SIGN IN VIEW THE ACFT WAS STOPPED WAITING FOR CLRNC TO CROSS RWY 33L. A CLRNC WAS ISSUED BY THE GND/TWR CTLR (SAME PERSON AT BOTH POSITIONS) TO CROSS RWY 33L. THE CREW BELIEVED THEY WERE ON TXWY G PROCEEDED ONTO RWY 33L. THE PLT REALIZING HE WAS ON THE WRONG TXWY MADE A 180 DEG TURN TO EXIT RWY 33L AT TXWY G. THE CO-PLT WAS HAVING DIFFICULTY COM WITH GND/TWR CTLR AT WHICH TIME THE PLT MADE CONTACT AND ANNOUNCED CLR OF RWY 33L AT INTERSECTION G. AFTER RECEIVING PROGRESSIVE TAXI ASSISTANCE A SUBSEQUENT CLRNC WAS ISSUE TO CROSS RWY 33L ON D TO APCH END OF RWY 27. UPON REACHING DEST. PLT CALLED ATC FACILITY AS REQUESTED. SUPPLEMENTAL INFO FROM ACN 541884: NOTE: IN THE EVENT DESCRIBED BELOW I AM A CONTRACT 'SUB' CO-PLT FOR THIS COMPANY. I WAS THE NON-FLYING CO-PLT ON THIS LATE EVENING DEP. HAVING BEING AWAKE SINCE XA00 FOR AN XB00 ARR AT THE BINGHAMTON REGIONAL ARPT FOR A XC00 DEP I HAD BEEN ON DUTY FOR WELL OVER 17 HOURS (PART 91 OP) UPON DEP OUT OF BOSTON - LOGAN INTL (KBOS) AT XG00 I PICKED UP OUR TAXI CLRNC OUT OF GENERAL AVIATION PARKING FOR KING AIR B200 THE TAXI CLRNC WAS A FOLLOWS: 'ACFT X TAXI TO RWY 27 VIA K, C, D HOLD SHORT OF RWY 33L AT D.' AS CO-PLT I READ THIS CLRNC BACK TO BOSTON LOGAN GND (121.9). WHILE THE PLT STUDIED THE TAXI CHART, THEN PROCEEDED TO TAXI. AS THE PLT WAS TAXIING I WAS RUNNING THE CHKLIST THEN PROGRAMMING THE FMS FOR OUR RTE FROM KBOS AND VERIFYING THE RTE ON THE LOW ALT ENRTE CHARTS. AFTER PROGRAMMING THE FMS WHILE THE FLYING PLT WAS STILL TAXIING. I WAS THEN STUDYING THE LOGAN 2 DEP PROCEDURE FOR RWY 27 AND FINDING THE DEP FREQUENCY WE WOULD EVENTUALLY NEED. AT THIS POINT BOSTON - LOGAN GND ISSUED US THE FOLLOWING TAXI CLRNC, 'ACFT X CROSS RWY 33L ON D AND TAXI TO RWY 27 CONTACT 128.8.' WHILE I READ BACK THIS CLRNC LOOKING-UP FROM THE DP AND CHANGING FROM 121.9 TO 128.8 THE PLT HAD MADE A L TURN ON G INSTEAD OF D AND TAXIED ONTO RWY 33L THIS NIGHT OF 03/FRI/02. AT THIS POINT THERE WAS NO WAY TO CROSS THE RWY AS THERE WOULD HAVE BEEN IF WE HAD BEEN ON D. THE CAPT ELECTED TO TAKE THE SHORTEST RTE OFF RWY 33L BY DOING A 180 DEG TURN ON RWY 33L AND EXITING ON G. THIS RESULTED IN A RWY INCURSION AND AN ACFT ON FINAL APCH FOR RWY 33L ELECTED TO GAR. GND THEN GAVE US A TELEPHONE NUMBER TO CALL UPON ARR. CONTRIBUTING FACTORS TO THIS NIGHT RWY INCURSION WERE: FATIGUE, HAVING BEEN AWAKE FOR OVER 17 HRS BEFORE OCCURRENCE. NIGHT TIME, AT A VERY BUSY ARPT WHICH WE D0 NOT NORMALLY FREQUENT (MAYBE ONCE A YR) AND EATIN, WE ONLY HAD EATEN A CHICKEN SANDWICH WHICH THE PAX WERE KIND ENOUGH TO BRING US FOR LUNCH THAT DAY (20 HRS TOTAL). THE POSSIBLE CORRECTIVE ACTION WOULD FOR ME AS A CO-PLT NOT TO TOTALLY RELY ON THE PLT TO TAXI WHILE I AM BUSY WITH OTHER CO-PLT DUTIES AND TO BOTH JUST CONCENTRATE AT THE TASK AT HAND TAXIING AT A MAJOR ARPT AT NIGHT TO PREVENT ANY RWY INCURSIONS.

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.