Narrative:

After landing runway 22 at spi we were instructed to exit on runway 18 left onto bravo. We mistook runway 13 for runway 18. Factors-airport layout- at springfield; runway 18/36; 22/04; and 13/31 all intersect roughly in the center of the airport forming a triangle. This is labeled a hot spot on the commercial airport diagrams. Runway 18 and 13 are close on proximity and direction; contributing to the confusion; airport signage. I saw the red and white runway sign for 18/36 and understood that to mean the next runway will be 18/36. This is not the case. The sign for 18/36 is in front of 13/31. This was the major cause for our mistake. Especially due to the 'head's up and outside' nature of landing an aircraft; as well as the high workload; we trusted what the signs told us rather than double check the airport diagram while still rolling down the runway. Additional factors-pilots unfamiliar with the airport. Pilots not anticipating instructions to exit onto a runway (this is relatively uncommon; at least in my experience). I would make the following suggestions to help prevent runway incursions in the future-flight crew-brief the airport hot spots. We generally consider this more of a threat while taxiing out. Get in the habit of being aware of them for the after landing taxi in phase. Brief the planned or most likely exit from the runway (we did). Become as familiar as you can with the airport layout. Have the airport diagram handy after touching down (we did). If confused or disorientated; roll past the intersection and quickly; but safely exit at the next available taxiway. Or at the very least; slow down; ask the controller for a progressive or for verification of the instructions. ATC- it seems common for ATC to ask us where we are parking as we're rolling out. He quickly gave us instructions to exit runway 18 as we were rapidly approaching the intersections. I understand they want us to exit heading in the right direction for parking. I would suggest that they ask us where we're parking while on a 6 mile final; or have approach ask us. This is how it is usually done at large or busy airports. I think this technique would apply at spi; due to the challenging hot spot. I believe it would have been helpful if the controller told us to plan to exit on runway 13. Due to the nature of the airport layout; signage; and the fact that runway incursions happen often at this airport; this is a special case. If we had been given an 'expect to or plan to exit on rwy 13' from the controller; I would have checked the airport diagram while on final; while there was still time to prepare. We could have planned ahead for the upcoming threat.of course; ATC could simply stop giving these instructions. There was no one behind us. It would not have taken much time to continue to roll down 22 and exit on hotel or alpha.airport-move the runway identification signs so as not to be confusing. Another; more extreme measure would be to close runway 36/18 or turn it into a taxiway.

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Original NASA ASRS Text

Title: Advised on the landing roll to exit Runway 22 on Runway 18 after landing at SPI; an FA-900 flight crew exited instead on Runway 13 and created a conflict with traffic landing on Runway 31. The intersection of all three runways is in a small area and the signage after landing on 22 appears to advise that the intersection with Runway 18 is the first intersecting runway instead of the second. The area is a known Hot Spot for incursions.

Narrative: After landing runway 22 at SPI we were instructed to exit on runway 18 left onto bravo. We mistook runway 13 for runway 18. Factors-Airport layout- At Springfield; runway 18/36; 22/04; and 13/31 all intersect roughly in the center of the airport forming a triangle. This is labeled a hot spot on the commercial airport diagrams. Runway 18 and 13 are close on proximity and direction; contributing to the confusion; Airport Signage. I saw the red and white runway sign for 18/36 and understood that to mean the next runway will be 18/36. This is not the case. The sign for 18/36 is in front of 13/31. This was the major cause for our mistake. Especially due to the 'head's up and outside' nature of landing an aircraft; as well as the high workload; we trusted what the signs told us rather than double check the airport diagram while still rolling down the runway. Additional Factors-Pilots unfamiliar with the airport. Pilots not anticipating instructions to exit onto a runway (this is relatively uncommon; at least in my experience). I would make the following suggestions to help prevent runway incursions in the future-Flight crew-Brief the airport hot spots. We generally consider this more of a threat while taxiing out. Get in the habit of being aware of them for the after landing taxi in phase. Brief the planned or most likely exit from the runway (we did). Become as familiar as you can with the airport layout. Have the airport diagram handy after touching down (we did). If confused or disorientated; roll past the intersection and quickly; but safely exit at the next available taxiway. Or at the very least; slow down; ask the controller for a progressive or for verification of the instructions. ATC- It seems common for ATC to ask us where we are parking as we're rolling out. He quickly gave us instructions to exit runway 18 as we were rapidly approaching the intersections. I understand they want us to exit heading in the right direction for parking. I would suggest that they ask us where we're parking while on a 6 mile final; or have approach ask us. This is how it is usually done at large or busy airports. I think this technique would apply at SPI; due to the challenging hot spot. I believe it would have been helpful if the controller told us to plan to exit on runway 13. Due to the nature of the airport layout; signage; and the fact that runway incursions happen often at this airport; this is a special case. If we had been given an 'expect to or plan to exit on rwy 13' from the controller; I would have checked the airport diagram while on final; while there was still time to prepare. We could have planned ahead for the upcoming threat.Of course; ATC could simply stop giving these instructions. There was no one behind us. It would not have taken much time to continue to roll down 22 and exit on hotel or alpha.Airport-Move the runway identification signs so as not to be confusing. Another; more extreme measure would be to close runway 36/18 or turn it into a taxiway.

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.