Air carrier flight crew reported taxiing past the MYNN runway hold-short line due to fatigue; task saturation; and airport signage and marking issues.
Synopsis
Air carrier flight crew reported taxiing past the MYNN runway hold-short line due to fatigue; task saturation; and airport signage and marking issues.
Narrative
I was the FO (First Officer) on Aircraft X from MYNN to ZZZ. Our flight was about 2 hours delayed on the gate due to a ground stop issued by ZZZ Center. There were many disruptions preparing to push for this flight and ATC gave us no timeline on when we would be able to push to depart for ZZZ. We were about 20 minutes from our duty time limit and finally received clearance to push. Upon taxi out; NAS Ground told us we were number 9 for takeoff. We were initially given instructions to taxi to [Runway] 28 via Hotel taxiway and hold short of [Taxiway] H5 for arriving traffic into H5. As the traffic turned into the FBO and we were given instructions to continue taxiing; we started the number 2 engine and ran our before-takeoff flow/checklist. During this time I was heads down doing my part of the flow and running the checklist and both me and the CA (Captain) realized a line of aircraft waiting to take off; which we both assumed we were behind since Ground told us we were number 9 to depart. We were both concerned with our duty time limit and tried to determine if we would be able to make our time; but we also had an expectation that we were behind the aircraft waiting to take off. As I lifted my head I realized we were approaching the hold-short of 28 and told the CA to stop - but before I could hit the brakes myself or the CA could stop; we rolled past the new hold-short line of Runway 28. In this particular situation all arrivals were on Runway 32 and Ground told us all departures were off 28. So what we thought was the line of aircraft waiting for 28 ended up being aircraft waiting to depart [Runway] 32; which ultimately made us lose SA where Runway 28 was after all.Cause - expectation we were in line with other aircraft for departures off 28; concern of not making duty time limit; and the pressure of cancelling flight. We both had an early morning van that morning and had been stuck in the aircraft waiting for over 2 hours to push. I also personally feel that doing the before-takeoff flow creates a heads-down situation for the FO and at airports that are unfamiliar; there is really no safe time to do it during taxi and should be done before the aircraft moves under power.I feel the single-engine taxi and flight control check had me heads-down on a straightaway taxi clearly was a threat that wasn't caught during the briefing. This particular airport diagram looks very straightforward on paper; but the intersection on the straight taxi to 32 where 28 intersects should definitely be a hotspot that other crew members should be aware of. Taxiway Hotel goes across the approach end of Runway 28 and when your attention is diverted to the line of aircraft awaiting to takeoff Runway 32; it is very easy to miss that Runway 28 is even there until you're right on it. There is also a new hold-short line for Runway 28 and an older hold-short line that is blacked out that is ironically bolder and more pronounced than the new one. Regardless of whether you are going to 32 or 28; this intersection should be briefed as a threat and furthermore a hotspot circle added to the airport diagram.
Second reporter narrative
Flight delayed 1 hour 40 minutes at gate MYNN due to ZZZ Center ground stop. The flight crew had an early report and 3 legs. This was the last leg and we were getting close to duty time limit. We discussed this at gate for most of the delay. We were concerned about pushing and taxiing to hold to wait for release. This would certainly exceed the duty time limit. We received push clearance for Runway 28 departure. I asked Ground Control what number we would be for departure. He stated number 9. At this point we only had 25 minutes remaining to duty time limit. We received clearance to taxi to Runway 28 via [Taxiway] H.I went on Taxiway H. I could see aircraft holding at the far end of the taxiway. I thought those aircraft were holding short of Runway 28 because I was thinking we would be about number 7 for takeoff by now and that's where the lineup was. Ground Control switched us to Tower frequency. As I was taxiing I saw a small sign that said [Runway] 28; so I slowed. Tower called and said; Aircraft X you're departing 28." I then saw the 28 hold-short and stopped suddenly; but was a few feet past the Runway 28 hold-short line. The aircraft ahead of me were further down H; holding short of [Runway] 32. I was number 1 for 28. No aircraft landing on 28. Aircraft were landing on 32. After a couple arrivals on 32; we were cleared for takeoff on 28. No mention of my error by ATC.I was distracted by the possibility of exceeding the duty time limit. I was thinking about what the plan would be if we did. I may have been task saturated. We spent a lot of time coordinating and communicating with Gate Agent; Dispatch; [and] Ground Control. A big part of the error was caused by me thinking I was going to be in line for departure and that's where I was heading. In line; but at Runway 32. I wasn't rushing. I had my chart out. I think fatigue was also a factor. I had an early morning van [and] I had been on a cycle of a much later wake-up. Even though I didn't rush I think I needed to slow down. Slowing everything down would have helped in preventing this. To stay focused on task and not try to do everything would have helped prevent this."
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.