Narrative:

Landed on runway 4R at bos and exited left onto [taxiway] Y and then a further left turn with tower onto 33R. Aircraft Y was holding short of 4L on 33R abeam M. We were number two behind them to cross to the other side. Aircraft Y was on a different frequency than we were. We were stopped behind aircraft Y so I verified the completion of the after landing checklist and recorded the flight times. During this time I was monitoring the tower frequency and heard no ATC instructions. Also during this time the captain's phone was going off and he had been preoccupied by it all day long as he was dealing with a leak in his house and apparently trying to contact a doctor. After the fact I came to the realization that aircraft Y was already switched to ground and tower had forgotten to switch us to ground. This is important because I was still heads down with no radio communications being heard and when I looked back up aircraft Y had crossed 4L and the captain had started rolling without me realizing it and had entered the 4L surface area. I told him to stop that we had not received clearance to cross. I contacted tower and he gave us clearance to cross and to monitor tower 128.8 on the other side. Upon reaching the other side we were told to cross 15R by the new tower controller onto north. The captain was still very distracted and I had to tell him where to go because he started a turn onto B from north which would have put us onto a collision course with an outbound aircraft. I had to tell him to stop on north until I was able to contact ground on 121.9 to get clearance via a to the ramp. We managed to reach the parking spot with no further issues. I made the mistake of being heads down while still on and in the vicinity of active runways. This reduced my ability to monitor. I should have delayed checklists and recording of times till we were clear of all active runways. The captain should not have turned his phone on as it immediately distracted him and preoccupied him. His actions removed sterile cockpit procedures from the aircraft. I should have challenged him on his lack of judgement and not allowed sterile cockpit to go away. Finally; boston is a tricky airport in the sense that they are one of few that use crossing runways for ground operations and this leads to a high workload during taxi. This high workload can be accomplished safely but demands a high level of attention from both pilots.

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Original NASA ASRS Text

Title: First Officer reported lost communication with ground control and distractions from the Captain created problems during taxi.

Narrative: Landed on Runway 4R at BOS and exited left onto [taxiway] Y and then a further left turn with Tower onto 33R. Aircraft Y was holding short of 4L on 33R abeam M. We were number two behind them to cross to the other side. Aircraft Y was on a different frequency than we were. We were stopped behind Aircraft Y so I verified the completion of the After Landing Checklist and recorded the flight times. During this time I was monitoring the Tower frequency and heard no ATC instructions. Also during this time the Captain's phone was going off and he had been preoccupied by it all day long as he was dealing with a leak in his house and apparently trying to contact a doctor. After the fact I came to the realization that Aircraft Y was already switched to Ground and Tower had forgotten to switch us to Ground. This is important because I was still heads down with no radio communications being heard and when I looked back up Aircraft Y had crossed 4L and the Captain had started rolling without me realizing it and had entered the 4L surface area. I told him to stop that we had not received clearance to cross. I contacted Tower and he gave us clearance to cross and to monitor Tower 128.8 on the other side. Upon reaching the other side we were told to cross 15R by the new Tower Controller onto N. The Captain was still very distracted and I had to tell him where to go because he started a turn onto B from N which would have put us onto a collision course with an outbound aircraft. I had to tell him to stop on N until I was able to contact Ground on 121.9 to get clearance via A to the ramp. We managed to reach the parking spot with no further issues. I made the mistake of being heads down while still on and in the vicinity of active runways. This reduced my ability to monitor. I should have delayed checklists and recording of times till we were clear of all active runways. The Captain should not have turned his phone on as it immediately distracted him and preoccupied him. His actions removed sterile cockpit procedures from the aircraft. I should have challenged him on his lack of judgement and not allowed sterile cockpit to go away. Finally; Boston is a tricky airport in the sense that they are one of few that use crossing runways for ground operations and this leads to a high workload during taxi. This high workload can be accomplished safely but demands a high level of attention from both pilots.

Data retrieved from NASA's ASRS site 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.