Narrative:

Lax ground control issued the taxi clearance; 'company flight number; taxi via the pad to 24L. Contact tower at the pad.' since runway 24L was closed; I read back; 'the pad to 24L or 24R for company flight number?' ground control replied; '24R.' we monitored the busy tower frequency while facing northbound on taxiway D7; holding short of taxiway E7. Another company aircraft was holding short of runway 24R. The captain stated; 'I wonder if he wants us to taxi to 24R.'I replied; 'he said to contact tower at the pad for 24L; but then he changed it to 24R. We might as well just wait here because we can't really go anywhere with that guy there. (The company aircraft was holding short at runway 24R.) I'll try to get a word in and see what he wants.' shortly thereafter; the company aircraft holding short of runway 24R taxied onto runway 24R. The captain began taxing northbound on taxiway E7. I simultaneously asked the tower if he wanted us to hold short of runway 24R or remain on the pad. The tower instructed us to stop and remarked that we were in the critical area. We had progressed a few feet north of the taxiway D7/E7 line. After an aircraft landed on runway 24R; the tower cleared us to runway 24R. The lax airport diagram does not depict an ILS critical area at the taxiway D7/E7 junction. I don't recall a reference/sign noting the same at D7/E7. If the area in question is in fact ILS critical; then it should be denoted as such. Regardless; the captain should not have taxied beyond the pad without obtaining clarification from ATC. It never pays to get in a hurry. We may have taxied onto taxiway without proper clearance.

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Original NASA ASRS Text

Title: An aircraft crossed the LAX Runway 24L hold short line on Taxiway E7 because Runway 24L was closed and their clearance was to Runway 24R.

Narrative: LAX Ground Control issued the taxi clearance; 'Company flight number; taxi via the pad to 24L. Contact Tower at the pad.' Since Runway 24L was closed; I read back; 'The pad to 24L or 24R for Company flight number?' Ground Control replied; '24R.' We monitored the busy Tower frequency while facing northbound on Taxiway D7; holding short of Taxiway E7. Another Company aircraft was holding short of Runway 24R. The Captain stated; 'I wonder if he wants us to taxi to 24R.'I replied; 'He said to contact Tower at the pad for 24L; but then he changed it to 24R. We might as well just wait here because we can't really go anywhere with that guy there. (The Company aircraft was holding short at Runway 24R.) I'll try to get a word in and see what he wants.' Shortly thereafter; the Company aircraft holding short of Runway 24R taxied onto Runway 24R. The Captain began taxing northbound on Taxiway E7. I simultaneously asked the Tower if he wanted us to hold short of Runway 24R or remain on the pad. The Tower instructed us to stop and remarked that we were in the critical area. We had progressed a few feet north of the Taxiway D7/E7 line. After an aircraft landed on Runway 24R; the Tower cleared us to Runway 24R. The LAX airport diagram does not depict an ILS critical area at the Taxiway D7/E7 junction. I don't recall a reference/sign noting the same at D7/E7. If the area in question is in fact ILS critical; then it should be denoted as such. Regardless; the Captain should not have taxied beyond the pad without obtaining clarification from ATC. It never pays to get in a hurry. We may have taxied onto taxiway without proper clearance.

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.