Multi-engine Flight Instructor and student reported a runway incursion at CNO airport after landing on an intersecting runway. The CFI reported difficulty seeing painted markings due to the geometry of the turn when exiting. Student recommended making airport management aware of the potential for incursions due to the short distance between hold short bars and no additional lights or markings to indicate hold short.
Synopsis
Multi-engine Flight Instructor and student reported a runway incursion at CNO airport after landing on an intersecting runway. The CFI reported difficulty seeing painted markings due to the geometry of the turn when exiting. Student recommended making airport management aware of the potential for incursions due to the short distance between hold short bars and no additional lights or markings to indicate hold short.
Narrative
I was operating in the role of a Multi-Engine Flight instructor at Chino; California Airport in Aircraft X. An ATP-rated pilot; who I have known for about a year requested I provide initial multi-engine flight instruction to a student who is instrument and commercial rated in a single engine aircraft with approximately XXX hours. The ATP pilot requested my service because he was aware that I had been providing instruction in an Aircraft X Type X and he owned an Aircraft X Type Y; so I met their insurance requirements. We agreed it would be a good opportunity for the student to get used to flying that aircraft with a current flight instructor. Before we actually got in the aircraft; I conducted almost two hours of multi-engine ground instruction describing aerodynamic principals to include Vmc and all emergency procedures. I informed the student that any aircraft emergencies encountered during the flight today would be handled as real emergencies. Typically on a first flight; I want the student to be the sole manipulator of the controls to get a feel for a larger; faster and heavier aircraft. The ATP-rated pilot sat in the back of the airplane to help provide guidance on the flight profiles he wanted us to maintain when it came to performance and engine maintenance. For instance; he closely monitored the temperatures of the cylinders and repeatedly asked what the temperatures were anytime we were conducting multi-engine maneuvers. As I quickly learned; this became a distraction to not only myself as trying to instruct the student but also to the student flying the plane.After a little over an hour of air work we decided to return to Chino to practice several landings. During the descent; the student started to become overwhelmed with the workload and requested me to handle the radio work. As we descended; the ATP pilot again began to ensure we were properly monitoring the engine gauges and the student was engaging with him more on the performance of the airplane and monitoring the engines than what I believed was necessary. I contacted Chino Tower with the proper ATIS and advised we were inbound for landing. We were given instructions to make a left base for Runway 26L; which we had requested. We proceeded into landing and exited left from the runway onto Taxiway Echo. Although this landing was conducted safely; I noticed the airplane landed near the beginning of the threshold for the 7000 feet runway and we rolled an excessive distance with minimal braking before exiting the runway. However; I did not mention anything as the instructor since we exited taxiway Echo which is the normal taxiway I safely use when instructing in the Aircraft X Type Y. Due to limited data; I'm unable to calculate the distance to Taxiway Echo from the threshold of 26L; however; I was able to interpolate the distance to Taxiway Papa with the data with the length of Runway 26R which is 4858 feet. I can estimate the first taxiway which is Papa would be at approximately 2142 feet. I reviewed the POH charts for normal landing distance data for the Aircraft X Type X. Utilizing the current conditions; the landing roll should be approximately 1200 feet with full flaps and maximum braking. An exit at Taxiway Papa which is at 2142 feet would safely be within the POH landing roll. However; the student rolled the airplane with minimal braking to Taxiway Echo which I would estimate to be another 2000 feet giving a landing roll of over 4000 feet when only 1200 feet is needed. Of note; the ATP pilot advised that they only use a maximum of 25 degrees of flaps; not 40 degrees.After exiting the runway we contacted ground and requested to taxi back to 26L for another traffic pattern. During taxi; I discussed approach speeds and to ensure maintaining above blue line speed at all times while in the traffic pattern in case of sudden engine failure. I then advised as part of the lesson; I would reduce the left throttle after takeoff and only when above at least 500 feet AGL. I explained that I wanted to demonstrate the climb capabilities of the aircraft while having an engine at zero thrust and once we reach traffic pattern altitude; the student would be given both engines in order to conduct a normal landing. Additionally; we agreed this would be the last flight for the day.As I had briefed; after takeoff and at approximately 800 feet AGL; I reduced the power on the left engine and we climbed to traffic pattern altitude. The flight was very normal and we were cleared to land and I believe we might of even advised it would be a full stop landing. The student's approach speeds were exactly at blue line; 89 knots and the student had full control of the aircraft. Touchdown occurred a few hundred feet past the threshold and before Taxiway Papa; which is normal after a proper flare. Upon touchdown; the student immediately retracted the flaps to a zero setting and pulled back on the yoke to ensure the weight of the aircraft had transferred to the wheels. As we quickly passed Taxiway Papa and then Echo where we had last exited; the student had not yet applied any braking. It was after we passed Echo I stated 'Feel free to use some brakes to help us slow down'. The student then replied that the 'other' pilot instructed the student to only use very minimal braking to prevent wearing the brakes. The ATP pilot also stated they normally land at their home airport ZZZ1 and always roll to the end of the runway without using brakes. As the plane continued to roll past Runway 3-21 the Chino tower instructed us to exit the runway which was due to landing traffic behind us. After clear of Runway 3-21 the student exited Taxiway Delta which is the final Taxiway prior to the end of the runway. I would estimate this was approximately a 6000 feet landing roll with no braking. Although I understand the concept behind landing and rolling long to prevent wear and tear on the braking system; I believe this landing was excessively long and also placed me in a location on the airport I had never been and was unfamiliar. As noted on the airport diagram; Taxiway Delta has a small 'pie shaped' area to stop in before crossing the hold lines of Runway 3-21. I estimate this area to be only large enough to safely stop a smaller type aircraft in order to maintain clearance from both hold short lines. With the student being the sole manipulator of the controls and turning left off the runway following the inner yellow taxi way line; I was not able to see the hold short lines for Runway 3-21 since I was in the right seat and my view is obstructed. The hold short lines for Runway 3-21 are immediately off to the left side of the aircraft and at an angle that doesn't allow me to be able to see it until the aircraft makes the turn onto Taxiway Charlie. After clearing the runway and within seconds of coming to a complete stop; we were contacted by ground control and informed that we had gone past the Runway 3-21 hold short lines without clearance. We were told to contact the tower for a possible Pilot Deviation and promptly given taxi clearance to cross Runway 3-21. Fortunately; this indicated that Runway 3-21 was not active and we did not interfere with any landing traffic or cause any further hazards.When conducting my normal multi engine flight training; I routinely go to Chino airport from ZZZ2 due to the close proximity X practice area; availability of practice precision instrument approaches but primarily due to the long and wide 26L runway which is safer for practicing single engine maneuvers. I have 23 separate flights to include solo and as an instructor in a Aircraft X Type X into or out of Chino Airport. Not one time have I exited the 26L runway past the intersection of Runway 3-21. In order to eliminate this from happening again; I will ensure that I am more familiar with all aspects of the airport to include airport diagrams. Also; I will strive to eliminate distractions from external influences such as passengers on the aircraft that might create intimidation to the pilots. I believe this was an isolated incident due to contributing factors of the student not being familiar with the aircraft and airport and pressure applied by having the ATP-rated pilot in the back creating stress which caused both the student and myself to not see the hold short lines of Runway 3-21. I was advised there is only a hold short marking painted on the ground and no flashing lights.
Second reporter narrative
I completed my first official multi-engine lesson in a Aircraft X Type X. We moved the Aircraft X Type X from ZZZ1 to Chino (CNO) for the lesson. I had flown in and out of the airport multiple times that day to move the aircrafts; but was not entirely familiar with the field as I would be my own.I had a X hour ground and then an approximately X hour flying lesson; where we did air work; stalls; and some single engine work with a new instructor. At the time my instructor and I had come into the pattern to do two full stop landings. After the first landing we taxied back to takeoff and proceeded to a simulated single engine (only on downwind) landing. We took off and did one lap in the pattern. I landed and rolled long; briefed by the ATP pilot in the aircraft to go easy on the brakes when able. Tower instructed me to exit Runway 26L at the upcoming exit D. I exited the runway; making sure to clear the hold short bars since I was in a lot larger of an aircraft than I was used to. I cleaned up the airplane and went over to ground frequency.They instructed me to cross Runway 21; which they alerted me that my nose was past the hold short bars; and taxi via C to the FBO where we requested to park. I looked down and noticed my nose was in fact about a foot past the hold short bar. I repeated back the instruction and continued taxiing. Ground then advised me of the possible runway incursion and provided me with a phone number. My instructor read the number back.Upon returning to the FBO my instructor and I debriefed the event. He explained that he usually does not roll as long and that he is not as familiar with the other exits. We agreed at new airports it is important to brief an exit plan especially if I intent to roll long. We also studied the airport diagram and noted that it was not an airport hotspot and that it may be good to notify airport management about the possible confusion for other pilots. The distance between the two hold short bars is just barely enough for an Aircraft X Type X to fit and if unfamiliar it is easy to miss. Many contributing factors led to this event; both my and my instructor's unfamiliarity with CNO; me being in a new; larger aircraft; and possible fatigue from the long lesson. In the future; I plan to set aside more time to review the airport diagram and really be familiar with my possible exits before flying and especially training out of an airport.
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.