A B757 Captain taxiied onto Runway 8R after leaving the ramp and mistaking taxiway Mike for November and so then believing Runway 8R was Taxiway M.
Synopsis
A B757 Captain taxiied onto Runway 8R after leaving the ramp and mistaking taxiway Mike for November and so then believing Runway 8R was Taxiway M.
Narrative
This was a routine flight in the middle of a three day trip. We left on schedule and did not feel rushed. We were pushed back and sent to our spot after normal disconnect. Approaching our assigned spot; I understood the clearance to be to taxi to Runway 8R via November. The Copilot asked the Controller for a repeat; but I understood it the first time. I saw and crossed the line depicting the non-movement area controlled by ramp onto the area controlled by Ground Control; but did not interpret this as Taxiway N. My map was out; but I was not referencing it at the moment because I knew that there were two taxiways parallel to Runway 8R between the ramp and the runway; Mike and November. I saw the first taxiway beyond the ramp was Mike; which I had positively identified by the standard black sign with yellow marking; by process of elimination; the next one would be November. Note the flawed logic here that is pivotal to what happened. I was devoting full attention on acquiring the same type of black sign to positively identify November while the Copilot was reading me closeout information. With a reasonably slow taxi I crossed Mike and made a bid to turn down the next one. As instantly as I was looking for the taxiway marking I was expecting to see; I looked right past the several hold short markings that undoubtedly were there. While I had not seen the verification I was seeking; if it had registered as doubt; I would have certainly stopped the airplane and vocalized it. I had started the turn west when I saw the white edge stripe and the dashed centerline characteristic of a runway ahead of me. Correctly interpreting what I saw as a runway that I was about to turn onto; with an aircraft on the runway; I aggressively turned to point my airplane between two blue taxi lights; preparing to put it in the grass if necessary. There were some radio calls on our frequency about the situation that I missed; but the Controller seemed calm and without imminent concern. The Controller issued a clearance at that point; something like join Taxiway M. It took me a minute to be sure I had room to make the turn; but was able and was put in line for takeoff with very little else said about it from Tower. This event had many of the ingredients of runway incursions we have learned about in training. I allowed expectations to affect my situational awareness and the Copilot was heads down right at a crucial point. While I don't think complacency played any role in this event; I do think my many times in MIA; in combination with relatively few recently; negatively affected my situational awareness. The sense of familiarity was my enemy; despite my awareness of construction changes I still had an overall sense of equilibrium about the airport layout. I am speculating that Taxiway N has fewer signs of the type I was looking for because of its continuous connection to the ramp. I should have been looking for markings painted on the surface. Because I mixed present airport configuration with past experience I was actually closer to the runway than I thought possible. I have respect for the seriousness of a runway incursion and this experience illustrates the endless need for high vigilance.
Second reporter narrative
Once the aircraft cleared the ramp; I tore the closeout slip from the ACARS printer and calculated the persons onboard. About this time the closeout arrived at the Pegasus FMS and I proceeded to 'accept' and 'load' the performance data and takeoff data and check the load closeout against the performance numbers. I was heads-down during this time. I thought I felt the aircraft turn left; which is what I expected. The next thing I felt was a sharp turn left and a stop that caused me to look up. I saw some blue edge marker lamps; apparently on the west corner of Runway 08R and the M7 exit. I also saw an aircraft far down the west end of the pavement going slow; but with its landing light on. I don't remember his exact words; but the Captain said he though we just taxied onto Runway 08R. After a few seconds to assess what I was seeing; I said that yes; I thought we were on Runway 08R. There seemed to be no immediate danger and Ground Control asked us if we could taxi west on 08R and exit at M6. We then continued to taxi; with Ground Control concurrence on Runway 08R for takeoff. After finishing the checklists and making self-assessments as to our composure; we took off and flew uneventfully to our destination. The left turn I felt while working the closeout was probably only the jog from N to M rather than a turn onto a short N numbered taxiway. I don't know exactly how long I was heads down; but I estimate perhaps 30 seconds. In retrospect; I should have restricted my head down time to only a few seconds at a time and more closely monitored the taxi.
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.