HS125-800 flight crew reported runway incursion during taxi across a runway with a departing aircraft.
Synopsis
HS125-800 flight crew reported runway incursion during taxi across a runway with a departing aircraft.
Narrative
The Part 91 corporate jet I was pilot in command (PIC) was taxiing at ZZZ for a night departure with the required two crew members conducting the flight. A runway crossing clearance was given to cross in a Hot Spot. A different runway was confused as the correct crossing intersection due to a missed turn. Two independent georeferenced taxi diagrams were being used; one on each crewmember's tablet. From the FBO; taxi instructions from ZZZ Ground ATC were as follows: Taxi XXL via 1; 2; hold short XX and was executed as instructed. The next instruction given: Cross XX; taxi 2; 3; Hold short XY. Runway XX was visually cleared in both directions by both crew and crossed as instructed using standard phraseology 'clear left' given by the pilot; 'clear right' given by the copilot. After crossing Runway XX; strobes and landing lights were turned off. Taxi lights remained on. The aircraft was then stopped on 2 taxiway at 3 facing south. There is little room at this intersection between Taxiway 2 and the hold short line on Taxiway 3. We knew from listening to other aircraft taxi instructions that 3 was being heavily used. We didn't want to be blocking two taxiways and elected to hold on 2 where there was no other traffic. Parallel Runway XXR & XXL departures were taking place. After a brief pause; taxi instructions were received to 'cross XY; 3; hold short 4. We turned on strobes and all aircraft lighting; I visually checked and called 'clear left'. The copilot was head down confirming the taxi diagram. I looked to the right to visually confirm the path was clear. Aircraft landing lights were observed in the distance at approximately the approach end of the runway (several thousand feet away). Upon reaching the runway edge markings it was confirmed the landing lights previously seen were also on the runway we were crossing. About the time our nose wheel was crossing the centerline; it became obvious the landing lights were moving as the departing aircraft was passing through rotation and climbing approximately 1/2 the runway length away. I advanced the thrust levers and expeditiously exited the runway. At the same time the Ground Controller issued a 'stop' command. I believe we were exiting the runway when the departing aircraft passed behind and was climbing through what I estimate to be 500-600'. Once we stopped on the far side runway hold short lines. Adding to the confusion; we were immediately given a taxi instruction to turn at 3 and hold short of Runway XY which was now behind us on the other side of the runway we had just crossed. Clear of the runway; we came to a complete stop. A notice of possible pilot deviation and telephone number were issued and copied. Both crew members reviewed the taxi diagrams and compared it our location which showed us on the south side of Runway XXL. Corrected taxi instructions were then received guiding us to Runway XXL uneventfully. I believe the single factor that led to inadvertently entering an active runway began when we stopped on 2 taxiway at the 3 intersection. We were facing a runway about 100 yards in front of us. After a holding pause and expecting to go straight west on 3; we received the expected crossing clearance to what I believed what was in front of us; Runway XY. In reality it was Runway XXL and we missed the turn onto 3. In the effort to be courteous to the controllers and other aircraft I had overlooked that we had stopped on 2 taxiway without making the right turn onto 3 which should have had us facing west instead of south. The lack of aircraft movement causes the tablet presented GPS depiction of the aircraft on the taxiway to be pointed in random directions. The aircraft icon only points in the correct direction while in motion. We were facing 90 degrees to what the controller instructed and was expecting. I also did not immediately look at the aircraft icon on the map when we began to move as I already believed the runway in front of us was XY and had my attention outside.While both crew believed we were 'holding short of XY' as read back; we were holding short of XXL. Our taxi lights remained on through the duration of this event to aid others to see us and the direction facing. This intersection is a published hot spot which was briefed; our stopping and holding on Taxiway 2 instead of the turn onto 3 followed by an immediate stop/hold position was made in error. The short holding delay in our movement would make it difficult for the Ground Controller to anticipate what direction we would move and combined with the icon on both taxi diagram tablets being unreliable while stationary contributed to my directional disorientation. Subsequent taxi instructions and departure were successfully completed. Visibility was good allowing nearly all airport lighting to be visible as well as a multitude of taxi and landing lights from the dozens of aircraft in operation. This was the 1st and only leg of the day. Both crewmembers were sufficiently rested. I felt no schedule pressures or other influences; had plenty of fuel and we were in no hurry. What could have been done to eliminate the directional disorientation is two-fold. I believed we were facing west when we were facing south. Adding a cross check of the compass before crossing could be another tool to confirm taxi direction. In this case; instead of reading back 'taxi 3 to ...' using the readback phraseology 'taxing south on 3 to ...' may give the opportunity for one or both crew members to recognize if direction was amiss. I always confirm when entering a runway for takeoff that the signage; paint markings and compass match the runway assigned. This event was a crossing and I didn't use the same diligence as entering a runway for departure. Adding a check to verify signage mid span crossings will become be part of my standard practice versus relying on what I believe to be a known position on the ground. The signage was there. This night I didn't confirm them. Also; waiting for the other crewmember to be completely heads up before proceeding is already common practice. In this case we wanted to make sure we were going to make the proper turns so the very experienced copilot was studying the taxi diagram to anticipate the next intersection. I don't know if that would have made a difference for this event however; it may have been another opportunity to see the runway identifier sign didn't match where we thought we were. I was unfamiliar with the airport; and we were both trying our best to be vigilant to our location. It was a sterile cockpit for the entirety of the this taxi. There were no communications taking place that were not pertinent to the taxi. We ended up 90º to a holding intersection which resulted in crossing an unintended runway.
Second reporter narrative
We were given a taxi clearance from the FBO to taxi XXL via 1;2 hold short XX; we executed it. Next clearance was given cross XX; taxi 2;3 hold short XY. We did that. Next clearance was given to cross XY; 3 hold short of 4. My head was down looking for 4; the Captain proceeded straight ahead on Taxiway 2 to crossing Runway XXL Instead of making the right turn and XY. This is a hot spot; and we were headed south. Once entering the active runway the Ground Controller informed us to stop but we were already approaching the centerline of XXL. On the other side of XXL we were instructed to copy a phone number and contact them as soon as we could. It had been a sterile cockpit.
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.