Narrative:

2 ATIS broadcasts #! And #2 -- both issued at XA54Z. #1 ATIS showed runways 30L/4 for active runways and #2 ATIS showed runways 12L/right as active. We were set up for departure on runway 30L with ATIS #1 and were told to get ATIS #2. Taxi instructions were 'taxi to runway 12L on the inner to taxiway D, taxiway C, hold short of runway 12R. These were acknowledged and read back, then queried, and acknowledged again. Because we were told to taxi on the inner to taxiway D, then taxiway C, we saw taxiway D marked past runway 6/24 on the airfield diagram and thought that taxiway C was beyond runway 6/24 and that we had a clearance to cross runway 6/24 to get to taxiway C. At this same time, approaching the taxiway D pad, we were met head-on by 4 F-15's, and were concerned with wingtip clearance. We missed taxiway C because of our concern about the F-15's and therefore inadvertently taxied across inactive runway 6/24. Also, another contributing factor was the first officer dividing HSI time between taxi routing and getting new performance numbers and changing flight instruments to reflect a runway 12L departure. Also, there was a 5TH F-15 heading towards us on taxiway C at a high speed and if we would have stopped, there may have been a meeting of metal, as we didn't know his intentions. The F-15 activity was not mentioned to us by ATC during any of our communications.

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Original NASA ASRS Text

Title: B737-300 CREW HAD RWY INCURSION ON RWY 6-24, AFTER MISSING A TURN ON TXWY C AT STL. THE ATCT GND CTLR ALLOWED 5 MIL ACFT AND THE B737 TO GET MIXED UP IN A CONFINED AREA ON THE TXWY D PAD AREA.

Narrative: 2 ATIS BROADCASTS #! AND #2 -- BOTH ISSUED AT XA54Z. #1 ATIS SHOWED RWYS 30L/4 FOR ACTIVE RWYS AND #2 ATIS SHOWED RWYS 12L/R AS ACTIVE. WE WERE SET UP FOR DEP ON RWY 30L WITH ATIS #1 AND WERE TOLD TO GET ATIS #2. TAXI INSTRUCTIONS WERE 'TAXI TO RWY 12L ON THE INNER TO TXWY D, TXWY C, HOLD SHORT OF RWY 12R. THESE WERE ACKNOWLEDGED AND READ BACK, THEN QUERIED, AND ACKNOWLEDGED AGAIN. BECAUSE WE WERE TOLD TO TAXI ON THE INNER TO TXWY D, THEN TXWY C, WE SAW TXWY D MARKED PAST RWY 6/24 ON THE AIRFIELD DIAGRAM AND THOUGHT THAT TXWY C WAS BEYOND RWY 6/24 AND THAT WE HAD A CLRNC TO CROSS RWY 6/24 TO GET TO TXWY C. AT THIS SAME TIME, APCHING THE TXWY D PAD, WE WERE MET HEAD-ON BY 4 F-15'S, AND WERE CONCERNED WITH WINGTIP CLRNC. WE MISSED TXWY C BECAUSE OF OUR CONCERN ABOUT THE F-15'S AND THEREFORE INADVERTENTLY TAXIED ACROSS INACTIVE RWY 6/24. ALSO, ANOTHER CONTRIBUTING FACTOR WAS THE FO DIVIDING HSI TIME BTWN TAXI ROUTING AND GETTING NEW PERFORMANCE NUMBERS AND CHANGING FLT INSTS TO REFLECT A RWY 12L DEP. ALSO, THERE WAS A 5TH F-15 HEADING TOWARDS US ON TXWY C AT A HIGH SPD AND IF WE WOULD HAVE STOPPED, THERE MAY HAVE BEEN A MEETING OF METAL, AS WE DIDN'T KNOW HIS INTENTIONS. THE F-15 ACTIVITY WAS NOT MENTIONED TO US BY ATC DURING ANY OF OUR COMS.

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.