Narrative:

The owners arrived approximately 30 minutes after scheduled departure time. I could tell that the captain was rushing; as I have flown with him before; and he was acting in a hurried manner. He began reciting (not reading) the before starting engines checklist as I got seated in the cockpit. Engine start and call for taxi were per sops; with us verifying the route and hold short instructions. Ground told us to taxi to runway 14; via taxiway a (and I think taxiway G was the second taxiway); hold short runway 14. For the purposes of this recollection; I do not remember the second taxiway; and I do not have access to the diagram; however; we understood that we would hold short of runway 14 on taxiway a; then when cleared; cross; turn left on the parallel taxiway; and taxi to runway 14. This was verified; and in the scratch pad on the FMS per our sops. Once clear of aircraft; and directed by the captain; I went heads down; and began running the taxi checklist. Around the time that I was getting to the anti-ice; the captain; while rolling began testing the rudder bias. This surprised me; as he did not mention that he would be doing it. The result was that we began rolling even faster. I remarked; as a reminder: 'alpha to hold short of 14;' and he repeated back; hold short of 14. I continued trying to check the anti-ice now that the power was back to idle. As I scanned up to check the illumination of the anti-ice lights on the annunciator panel; I realized we were very close to the runway; and simultaneously as I said 'hold short;' I slammed on the brakes. Being that I was seated in the right seat; and looking at the annunciator panel; I could also see a hawker 400 in the rollout on runway 14. Looking back; I could see the hold short line behind the wing. About the same time; ground came on and told us that the hawker was holding for us; and we could continue our taxi to runway 14. The flight was normal from this point. Incidentally; the plane that rolled out to within about 1;000 ft of our location; was a company hawker 400; also operating as a revenue flight. We must follow our sops. When we deviate from sops we challenge our fellow crew members; we leave them in the dark; because they cannot be mind readers; and anticipate our moves if they aren't standard. Beyond that; we don't own these airplanes; our owners do; and they contract with our company to provide the safest transportation available. With safety being no sacrifice; we must not break down our own safety thresholds. Simply stated; sops were violated by conducting the rudder bias check under motion. In addition; attempting to check the rudder bias under motion; while approaching an active runway reduced our safety threshold by speeding our taxi; diverting attention; which ultimately led to an active runway incursion. We also need to make sure that we are verifying we are cleared to cross; activating the appropriate aircraft lighting; and involving both pilots in a challenge and response method of verifying runway crossing instructions; as per our sops. This needs to be done in preparation for runway crossing -- not when we are 1/2 way across it. Had this happened (had I been challenged with: 'clear on the left&'); I would have been able to; if nothing else; stomp on the brakes to prevent the runway incursion. As far as the airport is concerned; the pavement in mynn is very light in color; yet not white concrete. It almost appears as some type of shell material on this part of the taxiway. The hold short lines have no 'black line behind the yellow markings.' the result is that the line; while of good quality paint; is of low contrast; making it difficult to see; particularly in the early morning or late afternoon due to sun angles. While there are 2 small red marked runway location signs; the hold short line is difficult to see and significantly degrades the standard of safety that we are used to seeing in the states; particularly with new enhanced hold short markings. pe

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Original NASA ASRS Text

Title: With the First Officer; Reporter; heads down conducting the Before Takeoff Checklist and the Captain preoccupied performing a rudder system check; their Cessna 560 encroached on the active runway.

Narrative: The owners arrived approximately 30 minutes after scheduled departure time. I could tell that the Captain was rushing; as I have flown with him before; and he was acting in a hurried manner. He began reciting (not reading) the Before Starting Engines checklist as I got seated in the cockpit. Engine Start and call for taxi were per SOPs; with us verifying the route and hold short instructions. Ground told us to taxi to Runway 14; via Taxiway A (and I think Taxiway G was the second taxiway); hold short Runway 14. For the purposes of this recollection; I do not remember the second taxiway; and I do not have access to the diagram; however; we understood that we would hold short of Runway 14 on Taxiway A; then when cleared; cross; turn left on the parallel taxiway; and taxi to Runway 14. This was verified; and in the scratch pad on the FMS per our SOPs. Once clear of aircraft; and directed by the Captain; I went heads down; and began running the taxi checklist. Around the time that I was getting to the anti-ice; the Captain; while rolling began testing the rudder bias. This surprised me; as he did not mention that he would be doing it. The result was that we began rolling even faster. I remarked; as a reminder: 'Alpha to hold short of 14;' and he repeated back; hold short of 14. I continued trying to check the anti-ice now that the power was back to idle. As I scanned up to check the illumination of the anti-ice lights on the annunciator panel; I realized we were very close to the runway; and simultaneously as I said 'hold short;' I slammed on the brakes. Being that I was seated in the right seat; and looking at the annunciator panel; I could also see a Hawker 400 in the rollout on Runway 14. Looking back; I could see the hold short line behind the wing. About the same time; Ground came on and told us that the Hawker was holding for us; and we could continue our taxi to Runway 14. The flight was normal from this point. Incidentally; the plane that rolled out to within about 1;000 FT of our location; was a company Hawker 400; also operating as a revenue flight. We must follow our SOPs. When we deviate from SOPs we challenge our fellow crew members; we leave them in the dark; because they cannot be mind readers; and anticipate our moves if they aren't standard. Beyond that; we don't own these airplanes; our owners do; and they contract with our company to provide the safest transportation available. With safety being no sacrifice; we must not break down our own safety thresholds. Simply stated; SOPs were violated by conducting the rudder bias check under motion. In addition; attempting to check the rudder bias under motion; while approaching an active runway reduced our safety threshold by speeding our taxi; diverting attention; which ultimately led to an active runway incursion. We also need to make sure that we are verifying we are cleared to cross; activating the appropriate aircraft lighting; and involving both pilots in a challenge and response method of verifying runway crossing instructions; as per our SOPs. This needs to be done in preparation for runway crossing -- not when we are 1/2 way across it. Had this happened (had I been challenged with: 'clear on the left&'); I would have been able to; if nothing else; stomp on the brakes to prevent the runway incursion. As far as the airport is concerned; the pavement in MYNN is very light in color; yet not white concrete. It almost appears as some type of shell material on this part of the taxiway. The hold short lines have no 'Black line behind the yellow markings.' The result is that the line; while of good quality paint; is of low contrast; making it difficult to see; particularly in the early morning or late afternoon due to sun angles. While there are 2 small red marked runway location signs; the hold short line is difficult to see and significantly degrades the standard of safety that we are used to seeing in the States; particularly with new enhanced hold short markings. Pe

Data retrieved from NASA's ASRS site as of April 2012 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.