An air carrier Flight Crew described a runway incursion in SEA that led to a go-around.
Synopsis
An air carrier Flight Crew described a runway incursion in SEA that led to a go-around.
Narrative
Arriving in SEA they were landing 34C and 34L and they were taking off on 34R. This stuck in my mind and helped lead to an error later. On departure preflight and pushback were normal and uneventful. We contacted Ground and our taxi clearance; as best as I can recall was; 'Taxi to Runway 34C via Bravo and Quebec.' The First Officer read it back and I verbalized the clearance. We were planning on 34R so the First Officer went 'heads down' to get the new takeoff data and program the FMC for the new RNAV departure points. I taxied intentionally slowly to give him time to get everything done. Approaching 34R I verbalized that I was crossing 34R and the First Officer questioned whether we were cleared to cross and I said we were. At that same time SEA Ground told us to monitor Tower. I checked final and saw an aircraft on final but thought it was on approach to 34C. I proceeded across 34R and about halfway across Tower sent the aircraft on final around. While holding short of 34C; Tower asked us to call for a possible Pilot Deviation. We were then cleared for takeoff and proceeded to our destination uneventfully. I called the number the Tower gave us. The gentleman who answered said he had reviewed the tapes and said we were told to hold short of 34R and we read it back. Neither the First Officer nor I recall any instructions to hold short 34R. He said there was never a loss of separation. He then proceeded to take my personal information and advised me he would be filing paperwork. When we received the taxi clearance to 34C; I thought 34R must be closed because that's the standard departure runway. I know we cannot cross an active runway enroute to our departure runway; but I thought 34R must be closed and therefore we could cross and proceed to 34C. That was obviously not the case. I do not recall what the ATIS was reporting as the departure runway. I should have stopped the aircraft and allowed the First Officer to complete his programming duties in a no threat enviroment instead of continuing the taxi. Additionally; when the First Officer questioned whether we were cleared to cross; I should have stopped the aircraft and checked with the Tower. I don't recall being instructed to hold short 34R or verbalizing it back to the First Officer; although even without being specifically instructed to hold short 34R; we should have since it was an active runway.
Second reporter narrative
We were given taxi instructions of B; Q to Runway 34C. Runway 34R was in the FMC for the HAROB 3 (an RVAV departure); so I went 'heads down' and started to reprogram it. At this time Ground told us to monitor Tower. I put in Tower freq and then Departure freq in standby and then went back to reprogramming. I noticed the Captain making a right turn onto Q and I asked him if we were cleared across 34R. He said yes; and I then noticed an aircraft on final; but that aircraft looked to be on final for 34C. This made sense to me because we had landed on 34C a short time ago. SEA Tower then told that aircraft to go around and then told us to hold short of 34C. This was the first time Tower had spoken with us and the first time I heard any mention of 'hold short.'
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.