Narrative:

This was my second time into rjtt; the weather was unrestricted and the controller's english was good. We received our ATC clearance which was a reroute; a runway 34R departure; and partial taxi instructions. We were parked at the north end of the airfield; N3B. With a runway 34R departure; I had anticipated a taxi route to the northeast; T6 to T to either T8/T9 to be on the east side of runway 34L. However; we were given instructions to taxi T6 to hold short of runway 04; which we did.we had the taxi diagram displayed on the upper center display; but it was zoomed out so the diagram was small. The first officer had finished updating the reroute in the FMS. As we approached runway 04 we were given clearance to cross runway 04; taxi via N6-left-L3 to hold short of runway 34L. Since we were moving; I glanced over at the diagram and saw left taxiway was straight ahead. Right after we crossed runway 04; the taxiway opened wide as there were 7 taxiways that merged at that point: B; B6; B7; left; L11; L10; and L9. I taxied straight anticipating I would intercept left; but taxied onto L9. I realized late I was not on left; and started to slow when tower directed me to hold my position. L9 is a high speed exit taxiway for runway 34L; and is lined up directly with B6. I was looking for a long taxiway; left; and it was straight ahead on B6; but you need to veer slightly right to intercept it. Additionally; the taxiway markings are at a distance because of the very large multi-intersection area is concrete with no markings on it. I stopped about 20 ft into L9 and was about 90 ft from runway 34L. Tower queried me as to why I was on L9. I replied I had missed left and was holding short of runway 34L. There was a 747 on final. We had several options we could have offered the controller as we could have easily turned around; or even crossed the runway. However; trying to explain this to a foreign controller would most likely have resulted in confusion with an aircraft on final; so I elected to let him resolve the situation. We held our position for about 2 1/2 to 3 minutes when the tower informed us we were too close to the runway and he sent the aircraft around. We then continued taxiing without incident. I believe there were some lessons to be learned from this event and I will discuss them at the upcoming company pilot meeting. We debrief all our trips with all the pilots. I will discuss crew responsibilities during taxiing (a critical phases of flight) and suggest they request progressive taxi instructions if available. The copilot should give the captain progressive instructions after zooming the display to a larger scale. At unfamiliar airports we should taxi slow and stop if necessary to clarify instructions and; if practical; ask ground what the entire taxi route will be prior to taxi and review it.

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Original NASA ASRS Text

Title: Unfamiliar with the complex taxiway structure at RJTT; the Captain of a Falcon 900 mistook L-9 for Lima after crossing Runway 04 at T-6; thus encroaching on Runway 16R/34L. After holding the Falcon short; ATC directed a B-747 inbound to 34L to make a go around and then rerouted the Falcon to the departure end of the runway.

Narrative: This was my second time into RJTT; the weather was unrestricted and the Controller's English was good. We received our ATC clearance which was a reroute; a Runway 34R departure; and partial taxi instructions. We were parked at the north end of the airfield; N3B. With a Runway 34R departure; I had anticipated a taxi route to the northeast; T6 to T to either T8/T9 to be on the east side of Runway 34L. However; we were given instructions to taxi T6 to hold short of Runway 04; which we did.We had the taxi diagram displayed on the upper center display; but it was zoomed out so the diagram was small. The First Officer had finished updating the reroute in the FMS. As we approached Runway 04 we were given clearance to cross Runway 04; taxi via N6-L-L3 to hold short of Runway 34L. Since we were moving; I glanced over at the diagram and saw L Taxiway was straight ahead. Right after we crossed Runway 04; the taxiway opened wide as there were 7 taxiways that merged at that point: B; B6; B7; L; L11; L10; and L9. I taxied straight anticipating I would intercept L; but taxied onto L9. I realized late I was not on L; and started to slow when Tower directed me to hold my position. L9 is a high speed exit taxiway for Runway 34L; and is lined up directly with B6. I was looking for a long Taxiway; L; and it was straight ahead on B6; but you need to veer slightly right to intercept it. Additionally; the taxiway markings are at a distance because of the very large multi-intersection area is concrete with no markings on it. I stopped about 20 FT into L9 and was about 90 FT from Runway 34L. Tower queried me as to why I was on L9. I replied I had missed L and was holding short of Runway 34L. There was a 747 on final. We had several options we could have offered the Controller as we could have easily turned around; or even crossed the runway. However; trying to explain this to a foreign controller would most likely have resulted in confusion with an aircraft on final; so I elected to let him resolve the situation. We held our position for about 2 1/2 to 3 minutes when the Tower informed us we were too close to the runway and he sent the aircraft around. We then continued taxiing without incident. I believe there were some lessons to be learned from this event and I will discuss them at the upcoming company pilot meeting. We debrief all our trips with all the pilots. I will discuss crew responsibilities during taxiing (a critical phases of flight) and suggest they request progressive taxi instructions if available. The copilot should give the Captain progressive instructions after zooming the display to a larger scale. At unfamiliar airports we should taxi slow and stop if necessary to clarify instructions and; if practical; ask Ground what the entire taxi route will be prior to taxi and review it.

Data retrieved from NASA's ASRS site as of July 2013 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.