Narrative:

After landing in miami on runway 9R we were asked by the tower controller what was our gate. After leaving the runway the controller called us back and we all understood that he said 'cross runway 12 and stay with me.' I did not stop the airplane because to us, we were clear to cross runway 12. While crossing runway 12 we noticed the landing lights (all on) of an airplane that was at the end of runway 12. There we had a few seconds of confusion. An air carrier Y airplane was told to abort, but we were already on the north side of runway 12. Holding in position waiting for an airplane that was taxing wbound to pass by and for a frequency change. At that time the controller said that he had not cleared us to cross the runway 12 and he switched us to ground control frequency. Ground control cleared us to gate via p-w-Y-north. Moments later the ground controller called us back and told us to copy a phone number and to call that number from the gate. I called the number, I spoke to tower supervisor. We talked about what had happened. He told me that to his understanding we had a runway incursion, that an investigation was probably on the way. He asked my license number and my phone numbers. He said he was going to call me later. About 45 mins later he called at my company's headquarters, he spoke to me and my chief pilot. He informed me and the chief pilot that an investigation was initiated. I've been operating in and out of miami airport for more than 20 yrs without any previous incidents. In my 20 plus yrs of airline operation in all seats (flight engineer, co-pilot, captain) and almost around the world, this is the first time that I have had this type of incident, because I understand how critical it could be to cross an active runway. The best of my knowledge we were clear to cross runway 12. Supplemental information from acn 520885: we were cleared for an ILS approach at runway 9R. A contributing factor may have been fatigue. We had been flying since XA00 the night before. Despite the fact that our duty time was only above 10 hours, that we were operating at abnormal hours diminished attention span. Tower never acknowledged a readback from us also created a confusion. Since we assumed the instructions to be to cross 12 and remain with the tower, I believe that the concentration in our behalf at the moment should have been a little better. And the controller's acknowledgement of a correct readback would have also helped in correcting our wrongdoing.

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Original NASA ASRS Text

Title: B727-200 CREW IS ACCUSED OF A RWY INCURSION AFTER LNDG AT MIA.

Narrative: AFTER LNDG IN MIAMI ON RWY 9R WE WERE ASKED BY THE TWR CTLR WHAT WAS OUR GATE. AFTER LEAVING THE RWY THE CTLR CALLED US BACK AND WE ALL UNDERSTOOD THAT HE SAID 'CROSS RWY 12 AND STAY WITH ME.' I DID NOT STOP THE AIRPLANE BECAUSE TO US, WE WERE CLR TO CROSS RWY 12. WHILE CROSSING RWY 12 WE NOTICED THE LNDG LIGHTS (ALL ON) OF AN AIRPLANE THAT WAS AT THE END OF RWY 12. THERE WE HAD A FEW SECONDS OF CONFUSION. AN ACR Y AIRPLANE WAS TOLD TO ABORT, BUT WE WERE ALREADY ON THE N SIDE OF RWY 12. HOLDING IN POSITION WAITING FOR AN AIRPLANE THAT WAS TAXING WBOUND TO PASS BY AND FOR A FREQ CHANGE. AT THAT TIME THE CTLR SAID THAT HE HAD NOT CLRED US TO CROSS THE RWY 12 AND HE SWITCHED US TO GND CTL FREQ. GND CTL CLRED US TO GATE VIA P-W-Y-N. MOMENTS LATER THE GND CTLR CALLED US BACK AND TOLD US TO COPY A PHONE NUMBER AND TO CALL THAT NUMBER FROM THE GATE. I CALLED THE NUMBER, I SPOKE TO TWR SUPVR. WE TALKED ABOUT WHAT HAD HAPPENED. HE TOLD ME THAT TO HIS UNDERSTANDING WE HAD A RWY INCURSION, THAT AN INVESTIGATION WAS PROBABLY ON THE WAY. HE ASKED MY LICENSE NUMBER AND MY PHONE NUMBERS. HE SAID HE WAS GOING TO CALL ME LATER. ABOUT 45 MINS LATER HE CALLED AT MY COMPANY'S HEADQUARTERS, HE SPOKE TO ME AND MY CHIEF PLT. HE INFORMED ME AND THE CHIEF PLT THAT AN INVESTIGATION WAS INITIATED. I'VE BEEN OPERATING IN AND OUT OF MIAMI ARPT FOR MORE THAN 20 YRS WITHOUT ANY PREVIOUS INCIDENTS. IN MY 20 PLUS YRS OF AIRLINE OP IN ALL SEATS (FLT ENGINEER, CO-PLT, CAPT) AND ALMOST AROUND THE WORLD, THIS IS THE FIRST TIME THAT I HAVE HAD THIS TYPE OF INCIDENT, BECAUSE I UNDERSTAND HOW CRITICAL IT COULD BE TO CROSS AN ACTIVE RWY. THE BEST OF MY KNOWLEDGE WE WERE CLR TO CROSS RWY 12. SUPPLEMENTAL INFO FROM ACN 520885: WE WERE CLRED FOR AN ILS APCH AT RWY 9R. A CONTRIBUTING FACTOR MAY HAVE BEEN FATIGUE. WE HAD BEEN FLYING SINCE XA00 THE NIGHT BEFORE. DESPITE THE FACT THAT OUR DUTY TIME WAS ONLY ABOVE 10 HRS, THAT WE WERE OPERATING AT ABNORMAL HRS DIMINISHED ATTENTION SPAN. TWR NEVER ACKNOWLEDGED A READBACK FROM US ALSO CREATED A CONFUSION. SINCE WE ASSUMED THE INSTRUCTIONS TO BE TO CROSS 12 AND REMAIN WITH THE TWR, I BELIEVE THAT THE CONCENTRATION IN OUR BEHALF AT THE MOMENT SHOULD HAVE BEEN A LITTLE BETTER. AND THE CTLR'S ACKNOWLEDGEMENT OF A CORRECT READBACK WOULD HAVE ALSO HELPED IN CORRECTING OUR WRONGDOING.

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.