Hurry'n up flight crew finds themselves on a runway when they shouldn't have been. 2 one-man shows.

Attributes
ACN	296360
Time
Date	199502
Day	Fri
Local Time Of Day	1201 To 1800
Place
Locale Reference	airport : shv
State Reference	LA
Altitude	agl bound lower : 0 agl bound upper : 0
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Operator	common carrier : air carrier
Make Model Name	Commercial Fixed Wing
Operating Under FAR Part	Part 135
Navigation In Use	Other
Flight Phase	ground other : taxi
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : first officer
Qualification	pilot : cfi pilot : atp
Experience	flight time last 90 days : 280 flight time total : 2400 flight time type : 330
ASRS Report	296360
Person 2
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : atp
Experience	flight time last 90 days : 250 flight time total : 5400 flight time type : 1000
ASRS Report	296644
Events
Anomaly	incursion : runway non adherence : clearance non adherence : published procedure non adherence : far other anomaly other
Independent Detector	other controllera other flight crewa
Resolutory Action	controller : issued new clearance flight crew : exited adverse environment
Consequence	faa : reviewed incident with flight crew
Supplementary
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation

Narrative:

It was our first leg of a shift. Plane came late from previous shift so we were late and trying to catch up. Captain elected to do the paperwork and take the clearance so I did the preflight and boarded the passenger. During the weight and balance calculations captain discovered that the weight and balance computer was inoperative, so he had to do manual weight and balance which took more time and made us fall more behind the schedule. While I briefed the passenger captain started the engines and started the before taxi check. When I got to my station we ran the rest of the checklist and captain got the taxi clearance. At that point my radio switch for #1 radio was off so I didn't hear the taxi clearance. I asked where we were going and captain said runway 32. We started to taxi and captain called for taxi/before takeoff check. I proceeded on reading and doing the checklist in a normal manner. On middle of the field we were to cross a taxiway and runway 5-23. I discontinued the checklist and cleared my side and called 'clear right.' just before we entered runway 5-23 captain slammed on brakes and stopped the airplane. When we came to a stop our nose was about 1-2 ft in the runway. Captain called ground and told them that we need to clear the runway and we got a clearance to cross the runway. Later captain told me that we were told to hold short runway 5- 23. Tower supervisor asked us to call him and captain explained him the situation. No further investigation was done by ATC. Contributing factors: we were late, too busy trying to catch up. Manual weight and balance made us more late I didn't monitor taxi clearance. Captain didn't give me the full taxi clearance. Luckily no accident or incident was caused by this human error. Supplemental information from acn 296641: I looked to my side and noticed an aircraft on approximately 1 1/2-2 mi final. I promptly applied maximum braking. Departure control advised us to call them upon arrival at new orleans which I did and talked to the supervisor. Who understood that the incident was not intentional and he indicated that he did not want to violate us and requested more vigilance and caution when runway 32 and runway 23 are simultaneously in use.

Original NASA ASRS Text

Title: HURRY'N UP FLC FINDS THEMSELVES ON A RWY WHEN THEY SHOULDN'T HAVE BEEN. 2 ONE-MAN SHOWS.

Narrative: IT WAS OUR FIRST LEG OF A SHIFT. PLANE CAME LATE FROM PREVIOUS SHIFT SO WE WERE LATE AND TRYING TO CATCH UP. CAPT ELECTED TO DO THE PAPERWORK AND TAKE THE CLRNC SO I DID THE PREFLT AND BOARDED THE PAX. DURING THE WT AND BAL CALCULATIONS CAPT DISCOVERED THAT THE WT AND BAL COMPUTER WAS INOP, SO HE HAD TO DO MANUAL WT AND BAL WHICH TOOK MORE TIME AND MADE US FALL MORE BEHIND THE SCHEDULE. WHILE I BRIEFED THE PAX CAPT STARTED THE ENGS AND STARTED THE BEFORE TAXI CHK. WHEN I GOT TO MY STATION WE RAN THE REST OF THE CHKLIST AND CAPT GOT THE TAXI CLRNC. AT THAT POINT MY RADIO SWITCH FOR #1 RADIO WAS OFF SO I DIDN'T HEAR THE TAXI CLRNC. I ASKED WHERE WE WERE GOING AND CAPT SAID RWY 32. WE STARTED TO TAXI AND CAPT CALLED FOR TAXI/BEFORE TKOF CHK. I PROCEEDED ON READING AND DOING THE CHKLIST IN A NORMAL MANNER. ON MIDDLE OF THE FIELD WE WERE TO CROSS A TXWY AND RWY 5-23. I DISCONTINUED THE CHKLIST AND CLRED MY SIDE AND CALLED 'CLR R.' JUST BEFORE WE ENTERED RWY 5-23 CAPT SLAMMED ON BRAKES AND STOPPED THE AIRPLANE. WHEN WE CAME TO A STOP OUR NOSE WAS ABOUT 1-2 FT IN THE RWY. CAPT CALLED GND AND TOLD THEM THAT WE NEED TO CLR THE RWY AND WE GOT A CLRNC TO CROSS THE RWY. LATER CAPT TOLD ME THAT WE WERE TOLD TO HOLD SHORT RWY 5- 23. TWR SUPVR ASKED US TO CALL HIM AND CAPT EXPLAINED HIM THE SIT. NO FURTHER INVESTIGATION WAS DONE BY ATC. CONTRIBUTING FACTORS: WE WERE LATE, TOO BUSY TRYING TO CATCH UP. MANUAL WT AND BAL MADE US MORE LATE I DIDN'T MONITOR TAXI CLRNC. CAPT DIDN'T GIVE ME THE FULL TAXI CLRNC. LUCKILY NO ACCIDENT OR INCIDENT WAS CAUSED BY THIS HUMAN ERROR. SUPPLEMENTAL INFO FROM ACN 296641: I LOOKED TO MY SIDE AND NOTICED AN ACFT ON APPROX 1 1/2-2 MI FINAL. I PROMPTLY APPLIED MAX BRAKING. DEP CTL ADVISED US TO CALL THEM UPON ARR AT NEW ORLEANS WHICH I DID AND TALKED TO THE SUPVR. WHO UNDERSTOOD THAT THE INCIDENT WAS NOT INTENTIONAL AND HE INDICATED THAT HE DID NOT WANT TO VIOLATE US AND REQUESTED MORE VIGILANCE AND CAUTION WHEN RWY 32 AND RWY 23 ARE SIMULTANEOUSLY IN USE.

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.