Narrative:

We completed the after start check and were initially cleared to taxi to runway 32 via taxiway K. Tower informed us that we would be departing behind an air carrier Y B747 that was using full length. We almost always depart from runway 32 at taxiway K since full length is only 100+ ft longer. We were reclred to taxi via taxiway G and hold short of runway 6L. We were running the taxi check at that time and as I looked up to find taxiway G, I saw that we were passing abeam the sign and had missed the turn. We were reclred to taxi to full length runway 32 via left turn on taxiway right and then a right on runway 6L, another right into position and hold runway 32. I turned left on taxiway right, and as the B747 departed, his jet blast momentarily decreased my visibility due to blowing snow and fog. I was disoriented as I started my right turn only to discover that I had crossed runway 6L and turned onto runway 6R. Tower quickly informed us that we were on runway 6R and to continue ahead on runway 6R and make a right turn at taxiway H, followed by another right at taxiway K. We were then cleared for takeoff on runway 32 at taxiway K and the remainder of the flight was nominal. Causal factors: assuming that I would receive the 'standard' taxi clearance, I did not have the airport diagram available and should have had the first officer pull it out when the clearance was revised. We were both very fatigued due to the late hour XX45 body time, we had flown 3.5 hours up from sea and the return 3.5 hours back to sea would have us arriving at XX15. I had prebriefed our propensity for error and encouraged the first officer to speak up if anything looked wrong. She was, however, fairly inexperienced and may have been reluctant to let me know any anomalies because I am an instructor pilot/check airman. The first officer fell asleep several times on the return leg to sea indicating that fatigue had played a significant role in our situation.

Related reports:

Google
 

Original NASA ASRS Text

Title: CAPT OF AN MD80 BECAME DISORIENTED DURING TAXI OUT RESULTING IN XING ONE PARALLEL RWY AND TURNING ON TO THE OTHER BEFORE GND CTL INTERVENED AND ISSUED A NEW TAXI CLRNC.

Narrative: WE COMPLETED THE AFTER START CHK AND WERE INITIALLY CLRED TO TAXI TO RWY 32 VIA TXWY K. TWR INFORMED US THAT WE WOULD BE DEPARTING BEHIND AN ACR Y B747 THAT WAS USING FULL LENGTH. WE ALMOST ALWAYS DEPART FROM RWY 32 AT TXWY K SINCE FULL LENGTH IS ONLY 100+ FT LONGER. WE WERE RECLRED TO TAXI VIA TXWY G AND HOLD SHORT OF RWY 6L. WE WERE RUNNING THE TAXI CHK AT THAT TIME AND AS I LOOKED UP TO FIND TXWY G, I SAW THAT WE WERE PASSING ABEAM THE SIGN AND HAD MISSED THE TURN. WE WERE RECLRED TO TAXI TO FULL LENGTH RWY 32 VIA L TURN ON TXWY R AND THEN A R ON RWY 6L, ANOTHER R INTO POS AND HOLD RWY 32. I TURNED L ON TXWY R, AND AS THE B747 DEPARTED, HIS JET BLAST MOMENTARILY DECREASED MY VISIBILITY DUE TO BLOWING SNOW AND FOG. I WAS DISORIENTED AS I STARTED MY R TURN ONLY TO DISCOVER THAT I HAD CROSSED RWY 6L AND TURNED ONTO RWY 6R. TWR QUICKLY INFORMED US THAT WE WERE ON RWY 6R AND TO CONTINUE AHEAD ON RWY 6R AND MAKE A R TURN AT TXWY H, FOLLOWED BY ANOTHER R AT TXWY K. WE WERE THEN CLRED FOR TKOF ON RWY 32 AT TXWY K AND THE REMAINDER OF THE FLT WAS NOMINAL. CAUSAL FACTORS: ASSUMING THAT I WOULD RECEIVE THE 'STANDARD' TAXI CLRNC, I DID NOT HAVE THE ARPT DIAGRAM AVAILABLE AND SHOULD HAVE HAD THE FO PULL IT OUT WHEN THE CLRNC WAS REVISED. WE WERE BOTH VERY FATIGUED DUE TO THE LATE HR XX45 BODY TIME, WE HAD FLOWN 3.5 HRS UP FROM SEA AND THE RETURN 3.5 HRS BACK TO SEA WOULD HAVE US ARRIVING AT XX15. I HAD PREBRIEFED OUR PROPENSITY FOR ERROR AND ENCOURAGED THE FO TO SPEAK UP IF ANYTHING LOOKED WRONG. SHE WAS, HOWEVER, FAIRLY INEXPERIENCED AND MAY HAVE BEEN RELUCTANT TO LET ME KNOW ANY ANOMALIES BECAUSE I AM AN INSTRUCTOR PLT/CHK AIRMAN. THE FO FELL ASLEEP SEVERAL TIMES ON THE RETURN LEG TO SEA INDICATING THAT FATIGUE HAD PLAYED A SIGNIFICANT ROLE IN OUR SIT.

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.