Narrative:

Tower visibility 1/2 mi 24R visibility reported RVR 600. 24L visibility actually was about 4000' on the approach end. Zero departure end? Temperature 29F. Patches of very dense fog throughout the airport. Braking action was reported fair to poor. We were slowed early because of spacing with a turbo-propeller aircraft in front of us. That aircraft was also slow in clearing the runway. Rptedly due to the braking action. This caused a concern for spacing with the jet aircraft behind us. Prior to landing, I reviewed the approach plate and the airfield diagram. My planned turn off point was taxiway 'G' on runway 24. The first officer flying made a firm T/D with full 40 flaps. Later I realized this dissipated much of the landing energy. After T/D, I took control of the aircraft, as per normal procedures. Out of my peripheral vision we passed an intersection that I took to be taxiway 'D'. The following intersection we made after some aircraft slipping. I took it to be taxiway 'G'. Upon turn off, we were in very dense fog with little visibility. Ground control cleared us to taxi via 'D' hold short of 'a'. I taxi back to what I thought was 'D' and made a left turn. Immediately upon making the turn I noticed the white lights and realized that we were on runway 18/36. A left turn to taxiway 'B' was made immediately and our position reported to ground control. The remaining taxi was normal with not further incident. In reviewing this incident there seems to be three areas that stand out. In time of poor visibility, I realize that my airport diagram must be visible to me for immediate reference. Airport markings should be better designed for times of poor visibility. The only marking noted was the 'B' taxiway off of runway 36. I would strongly recommend red stop lights as at jfk for all txwys that intersect runways at mid-field.

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Original NASA ASRS Text

Title: ACR IN DENSE FOG TAXIES ON ACTIVE RWY.

Narrative: TWR VISIBILITY 1/2 MI 24R VISIBILITY RPTED RVR 600. 24L VISIBILITY ACTUALLY WAS ABOUT 4000' ON THE APCH END. ZERO DEP END? TEMP 29F. PATCHES OF VERY DENSE FOG THROUGHOUT THE ARPT. BRAKING ACTION WAS RPTED FAIR TO POOR. WE WERE SLOWED EARLY BECAUSE OF SPACING WITH A TURBO-PROP ACFT IN FRONT OF US. THAT ACFT WAS ALSO SLOW IN CLRING THE RWY. RPTEDLY DUE TO THE BRAKING ACTION. THIS CAUSED A CONCERN FOR SPACING WITH THE JET ACFT BEHIND US. PRIOR TO LNDG, I REVIEWED THE APCH PLATE AND THE AIRFIELD DIAGRAM. MY PLANNED TURN OFF POINT WAS TXWY 'G' ON RWY 24. THE F/O FLYING MADE A FIRM T/D WITH FULL 40 FLAPS. LATER I REALIZED THIS DISSIPATED MUCH OF THE LNDG ENERGY. AFTER T/D, I TOOK CTL OF THE ACFT, AS PER NORMAL PROCS. OUT OF MY PERIPHERAL VISION WE PASSED AN INTXN THAT I TOOK TO BE TXWY 'D'. THE FOLLOWING INTXN WE MADE AFTER SOME ACFT SLIPPING. I TOOK IT TO BE TXWY 'G'. UPON TURN OFF, WE WERE IN VERY DENSE FOG WITH LITTLE VISIBILITY. GND CTL CLRED US TO TAXI VIA 'D' HOLD SHORT OF 'A'. I TAXI BACK TO WHAT I THOUGHT WAS 'D' AND MADE A L TURN. IMMEDIATELY UPON MAKING THE TURN I NOTICED THE WHITE LIGHTS AND REALIZED THAT WE WERE ON RWY 18/36. A L TURN TO TXWY 'B' WAS MADE IMMEDIATELY AND OUR POS RPTED TO GND CTL. THE REMAINING TAXI WAS NORMAL WITH NOT FURTHER INCIDENT. IN REVIEWING THIS INCIDENT THERE SEEMS TO BE THREE AREAS THAT STAND OUT. IN TIME OF POOR VISIBILITY, I REALIZE THAT MY ARPT DIAGRAM MUST BE VISIBLE TO ME FOR IMMEDIATE REFERENCE. ARPT MARKINGS SHOULD BE BETTER DESIGNED FOR TIMES OF POOR VISIBILITY. THE ONLY MARKING NOTED WAS THE 'B' TXWY OFF OF RWY 36. I WOULD STRONGLY RECOMMEND RED STOP LIGHTS AS AT JFK FOR ALL TXWYS THAT INTERSECT RWYS AT MID-FIELD.

Data retrieved from NASA's ASRS site as of July 2007 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.