Narrative:

Airlines flight sfo to lax may/xx/94. This was the second leg of B767/757 supervised operating experience as a captain. This was my first leg as a captain on the B757. I was occupying the left seat and a line check airman was in the right seat. After some problems getting approach clearance from ATC we were cleared to land on runway 24R at lax. I was somewhat 'uptight' with my first landing on the aircraft as captain. After landing we turned off the runway onto taxiway 65 and were following a B737. At some point after exit we were told to hold short of runway 24L. I called for the after landing checklist and deliberately taxied while the check airman became involved in the checklists and radio calls to ramp control. It had been several yrs since my last time at this airport and I did not realize the close proximity of the 2 runways to each other. I was concentrating on taxiing on the centerline and soon realized we were approaching the runway. I brought the aircraft to an abrupt stop. Almost immediately after we stopped, the tower called and asked if we were 'holding short.' at this time the check captain looked up and then quickly stated that we 'have intruded.' before tower answered we heard an aircraft declare 'aborting takeoff.' at this time we were still on taxiway 65 and not on the runway. Shortly thereafter tower cleared us to cross runway 24L. At no time did our aircraft enter onto runway 24L until we were cleared to cross by tower. After crossing the runway, we were told by ground control to contact the tower by telephone. We were told by phone that a deviation would be filed by tower. I believe that several factors contributed to cause this occurrence. The chief factor is the extremely close proximity of the 2 runways and the complicated 'small print' taxiing procedures in use at lax. The next main factor was that I was both inexperienced on this aircraft and unfamiliar with the distances between runways. In retrospect, I should have waited to call for after landing checklist until after we were clear of all active runways rather than distracting the check airman whose experience with the aircraft and airport could have aided me greatly at this point. Another factor was that the check airman's terminology probably was taken to assume that we were in fact on the runway which we were not. Supplemental information from acn 271311: I feel that several factors probably contributed to this occurrence. New captain unfamiliarity with the airport, effectiveness of the brakes and high idle thrust of the B757 and, possibly concentrating on stopping short of the runway instead of the hold line. Allowing myself to be distraction by the first officer duties following the landing and, some complacency with regard to the captain. He had flown B757 as first officer, was a line check airman on the B737 and had performed most proficiently during our trip.

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Original NASA ASRS Text

Title: ACR B-757 EXPERIENCES A RWY INCURSION, CAUSES ACR ON TKOF RUN TO ABORT THEIR TKOF. NON ADHERENCE TO ATC INSTRUCTION.

Narrative: AIRLINES FLT SFO TO LAX MAY/XX/94. THIS WAS THE SECOND LEG OF B767/757 SUPERVISED OPERATING EXPERIENCE AS A CAPT. THIS WAS MY FIRST LEG AS A CAPT ON THE B757. I WAS OCCUPYING THE L SEAT AND A LINE CHK AIRMAN WAS IN THE R SEAT. AFTER SOME PROBS GETTING APCH CLRNC FROM ATC WE WERE CLRED TO LAND ON RWY 24R AT LAX. I WAS SOMEWHAT 'UPTIGHT' WITH MY FIRST LNDG ON THE ACFT AS CAPT. AFTER LNDG WE TURNED OFF THE RWY ONTO TXWY 65 AND WERE FOLLOWING A B737. AT SOME POINT AFTER EXIT WE WERE TOLD TO HOLD SHORT OF RWY 24L. I CALLED FOR THE AFTER LNDG CHKLIST AND DELIBERATELY TAXIED WHILE THE CHK AIRMAN BECAME INVOLVED IN THE CHKLISTS AND RADIO CALLS TO RAMP CTL. IT HAD BEEN SEVERAL YRS SINCE MY LAST TIME AT THIS ARPT AND I DID NOT REALIZE THE CLOSE PROX OF THE 2 RWYS TO EACH OTHER. I WAS CONCENTRATING ON TAXIING ON THE CTRLINE AND SOON REALIZED WE WERE APCHING THE RWY. I BROUGHT THE ACFT TO AN ABRUPT STOP. ALMOST IMMEDIATELY AFTER WE STOPPED, THE TWR CALLED AND ASKED IF WE WERE 'HOLDING SHORT.' AT THIS TIME THE CHK CAPT LOOKED UP AND THEN QUICKLY STATED THAT WE 'HAVE INTRUDED.' BEFORE TWR ANSWERED WE HEARD AN ACFT DECLARE 'ABORTING TKOF.' AT THIS TIME WE WERE STILL ON TXWY 65 AND NOT ON THE RWY. SHORTLY THEREAFTER TWR CLRED US TO CROSS RWY 24L. AT NO TIME DID OUR ACFT ENTER ONTO RWY 24L UNTIL WE WERE CLRED TO CROSS BY TWR. AFTER XING THE RWY, WE WERE TOLD BY GND CTL TO CONTACT THE TWR BY TELEPHONE. WE WERE TOLD BY PHONE THAT A DEV WOULD BE FILED BY TWR. I BELIEVE THAT SEVERAL FACTORS CONTRIBUTED TO CAUSE THIS OCCURRENCE. THE CHIEF FACTOR IS THE EXTREMELY CLOSE PROX OF THE 2 RWYS AND THE COMPLICATED 'SMALL PRINT' TAXIING PROCS IN USE AT LAX. THE NEXT MAIN FACTOR WAS THAT I WAS BOTH INEXPERIENCED ON THIS ACFT AND UNFAMILIAR WITH THE DISTANCES BTWN RWYS. IN RETROSPECT, I SHOULD HAVE WAITED TO CALL FOR AFTER LNDG CHKLIST UNTIL AFTER WE WERE CLR OF ALL ACTIVE RWYS RATHER THAN DISTRACTING THE CHK AIRMAN WHOSE EXPERIENCE WITH THE ACFT AND ARPT COULD HAVE AIDED ME GREATLY AT THIS POINT. ANOTHER FACTOR WAS THAT THE CHK AIRMAN'S TERMINOLOGY PROBABLY WAS TAKEN TO ASSUME THAT WE WERE IN FACT ON THE RWY WHICH WE WERE NOT. SUPPLEMENTAL INFO FROM ACN 271311: I FEEL THAT SEVERAL FACTORS PROBABLY CONTRIBUTED TO THIS OCCURRENCE. NEW CAPT UNFAMILIARITY WITH THE ARPT, EFFECTIVENESS OF THE BRAKES AND HIGH IDLE THRUST OF THE B757 AND, POSSIBLY CONCENTRATING ON STOPPING SHORT OF THE RWY INSTEAD OF THE HOLD LINE. ALLOWING MYSELF TO BE DISTR BY THE FO DUTIES FOLLOWING THE LNDG AND, SOME COMPLACENCY WITH REGARD TO THE CAPT. HE HAD FLOWN B757 AS FO, WAS A LINE CHK AIRMAN ON THE B737 AND HAD PERFORMED MOST PROFICIENTLY DURING OUR TRIP.

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.