Narrative:

The captain; at the gate; said that he's planning on runway 22L for departure; and asked me to set that up. I stated that I'd like to set up for runway 28R because by the time we find out which runway we will actually get; I've got more time to set up for runway 22L; than for runway 28R. Captain said; 'we always get runway 22L going this direction; so let's set that up.' so; myself (first officer) and the captain briefed; at the gate; how we 'thought' the taxi out was going to happen; and the departure runway of 22L. Probably taxi out onto alpha to be turned around somewhere onto bravo; then to victor to runway 22L. When we pushed and talked to ground; we received a clearance alpha-alpha 10-bravo-november for runway 28R N5 departure. As soon as we got that clearance; the captain asked that I stay 'heads up' with him until we get to november because of the complicated taxi. As soon as we were on november; I programmed the FMS for runway 28R with what was now a tailwind. As I got done and was ready to brief the captain; we were cleared by tower to line up and wait runway 28R at N5. I looked up and saw N5 to my right as we had passed it. I let ATC know that we had passed N5. We were then told to hold position; then later told to line up and wait on runway 28R at ee; then cleared for departure.unprepared for a tailwind (previous ATIS was a headwind; new ATIS was issued after we pushed) on runway 28R. FMS not programmed for the closest runway to our departure gate at ord. Operations at ord does not allow one to stop and reprogram an FMS when a runway has changed; this is needed to be done on the 'roll' at ord (very few airports are like this; most have areas where you can pull off for a moment and get the FMS in order). Aircraft taxiing at each other on november (one line turning onto the runway via N5 and the other line turning onto ll) causes each line to turn their taxi lights off at night; so as to not blind each other; this contributes because there is no hold line past N5 and it looks like a black hole when an aircraft is there.[suggest] runway assignment given with the ATC route clearance. N5 on november and dd on november are usual turns for departure on runway 10L and 28R. I would suggest having some sort of a hold line in the pavement for those nights and possibly days that this runway is being used. If it is impossible to have the runway assignment given before push back; provide an area to reprogram the FMS; so both heads can be up while taxiing.

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Original NASA ASRS Text

Title: B737 First Officer reported that workload and airport markings resulted in missing a taxi turn.

Narrative: The Captain; at the Gate; said that he's planning on Runway 22L for departure; and asked me to set that up. I stated that I'd like to set up for Runway 28R because by the time we find out which runway we will actually get; I've got more time to set up for Runway 22L; than for Runway 28R. Captain said; 'We always get Runway 22L going this direction; so let's set that up.' So; myself (First Officer) and the Captain briefed; at the gate; how we 'thought' the taxi out was going to happen; and the departure Runway of 22L. Probably taxi out onto Alpha to be turned around somewhere onto Bravo; then to Victor to Runway 22L. When we pushed and talked to ground; we received a clearance Alpha-Alpha 10-Bravo-November for Runway 28R N5 Departure. As soon as we got that clearance; the Captain asked that I stay 'heads up' with him until we get to November because of the complicated taxi. As soon as we were on November; I programmed the FMS for Runway 28R with what was now a tailwind. As I got done and was ready to brief the Captain; we were cleared by Tower to line up and wait Runway 28R at N5. I looked up and saw N5 to my right as we had passed it. I let ATC know that we had passed N5. We were then told to hold position; then later told to line up and wait on Runway 28R at EE; then cleared for departure.Unprepared for a tailwind (previous ATIS was a headwind; new ATIS was issued after we pushed) on Runway 28R. FMS not programmed for the closest runway to our departure gate at ORD. Operations at ORD does not allow one to stop and reprogram an FMS when a runway has changed; this is needed to be done on the 'roll' at ORD (very few airports are like this; most have areas where you can pull off for a moment and get the FMS in order). Aircraft taxiing at each other on November (one line turning onto the runway via N5 and the other line turning onto LL) causes each line to turn their taxi lights off at night; so as to not blind each other; this contributes because there is no hold line past N5 and it looks like a black hole when an aircraft is there.[Suggest] runway assignment given with the ATC route clearance. N5 on November and DD on November are usual turns for departure on Runway 10L and 28R. I would suggest having some sort of a hold line in the pavement for those nights and possibly days that this runway is being used. If it is impossible to have the runway assignment given before push back; provide an area to reprogram the FMS; so both heads can be up while taxiing.

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.