CAPT OF AN MD80 BECAME DISORIENTED DURING TAXI OUT RESULTING IN XING ONE PARALLEL RWY AND TURNING ON TO THE OTHER BEFORE GND CTL INTERVENED AND ISSUED A NEW TAXI CLRNC.

Narrative

WE COMPLETED THE AFTER START CHK AND WERE INITIALLY CLRED TO TAXI TO RWY 32 VIA TXWY K. TWR INFORMED US THAT WE WOULD BE DEPARTING BEHIND AN ACR Y B747 THAT WAS USING FULL LENGTH. WE ALMOST ALWAYS DEPART FROM RWY 32 AT TXWY K SINCE FULL LENGTH IS ONLY 100+ FT LONGER. WE WERE RECLRED TO TAXI VIA TXWY G AND HOLD SHORT OF RWY 6L. WE WERE RUNNING THE TAXI CHK AT THAT TIME AND AS I LOOKED UP TO FIND TXWY G; I SAW THAT WE WERE PASSING ABEAM THE SIGN AND HAD MISSED THE TURN. WE WERE RECLRED TO TAXI TO FULL LENGTH RWY 32 VIA L TURN ON TXWY R AND THEN A R ON RWY 6L; ANOTHER R INTO POS AND HOLD RWY 32. I TURNED L ON TXWY R; AND AS THE B747 DEPARTED; HIS JET BLAST MOMENTARILY DECREASED MY VISIBILITY DUE TO BLOWING SNOW AND FOG. I WAS DISORIENTED AS I STARTED MY R TURN ONLY TO DISCOVER THAT I HAD CROSSED RWY 6L AND TURNED ONTO RWY 6R. TWR QUICKLY INFORMED US THAT WE WERE ON RWY 6R AND TO CONTINUE AHEAD ON RWY 6R AND MAKE A R TURN AT TXWY H; FOLLOWED BY ANOTHER R AT TXWY K. WE WERE THEN CLRED FOR TKOF ON RWY 32 AT TXWY K AND THE REMAINDER OF THE FLT WAS NOMINAL. CAUSAL FACTORS: ASSUMING THAT I WOULD RECEIVE THE 'STANDARD' TAXI CLRNC; I DID NOT HAVE THE ARPT DIAGRAM AVAILABLE AND SHOULD HAVE HAD THE FO PULL IT OUT WHEN THE CLRNC WAS REVISED. WE WERE BOTH VERY FATIGUED DUE TO THE LATE HR XX45 BODY TIME; WE HAD FLOWN 3.5 HRS UP FROM SEA AND THE RETURN 3.5 HRS BACK TO SEA WOULD HAVE US ARRIVING AT XX15. I HAD PREBRIEFED OUR PROPENSITY FOR ERROR AND ENCOURAGED THE FO TO SPEAK UP IF ANYTHING LOOKED WRONG. SHE WAS; HOWEVER; FAIRLY INEXPERIENCED AND MAY HAVE BEEN RELUCTANT TO LET ME KNOW ANY ANOMALIES BECAUSE I AM AN INSTRUCTOR PLT/CHK AIRMAN. THE FO FELL ASLEEP SEVERAL TIMES ON THE RETURN LEG TO SEA INDICATING THAT FATIGUE HAD PLAYED A SIGNIFICANT ROLE IN OUR SIT.