Narrative:

Operations conducted at maximum efficiency at mdw, ie, aircraft departing while we were on short, short final, aircraft behind us also at minimum distance. We landed and were instructed to turn left from runway 31C onto runway 22L. Then we were instructed to turn left at first taxiway F. Taxiway F parallels runways 13R/31L. The distance between runway 13R and taxiway if is minimal with runway 13R about the same width as the taxiway 13R was mistaken for the taxiway F. A short turn was begun down runway 13R. We no sooner made the turn when we realized we turned incorrectly and stopped. About that time, the controller informed us that we were on an active runway. We were further instructed to continue down runway 13R, make a right on taxiway Y with a left on taxiway F. We complied and taxied taxiway F to the FBO. This runway incursion was a result of: 1) initial preoccupation with expediting the runway exit on runway 22L. 2) the PNF giving directions to make 'the first left,' which was runway 13R. 3) the PF, being me, had not sufficiently familiarized himself with the airport layout. 4) other contributing factors: runways 13R/31L is the same width as the txwys and at a glance may be mistaken as a taxiway on the chart, particularly at night light in the cockpit. 5) ATC pressing 'back to back' operations with no high speed runway exits (like mdw). Using runways for txwys has inherent problems, eg, runway markings are not standard. If there was a runway 13R/31L sign at the intersection of runways 22L/4R, I did not see it. If it was there, I was too busy 'expediting' to see it in the short distance between runway 31C and runways 31L/13R. 6) haste makes waste. I will not again allow a controller to 'hurry me.'

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Original NASA ASRS Text

Title: G4 CAPT EXITED LNDG RWY ONTO ANOTHER RWY INSTEAD OF THE CLRED TXWY.

Narrative: OPS CONDUCTED AT MAX EFFICIENCY AT MDW, IE, ACFT DEPARTING WHILE WE WERE ON SHORT, SHORT FINAL, ACFT BEHIND US ALSO AT MINIMUM DISTANCE. WE LANDED AND WERE INSTRUCTED TO TURN L FROM RWY 31C ONTO RWY 22L. THEN WE WERE INSTRUCTED TO TURN L AT FIRST TXWY F. TXWY F PARALLELS RWYS 13R/31L. THE DISTANCE BTWN RWY 13R AND TXWY IF IS MINIMAL WITH RWY 13R ABOUT THE SAME WIDTH AS THE TXWY 13R WAS MISTAKEN FOR THE TXWY F. A SHORT TURN WAS BEGUN DOWN RWY 13R. WE NO SOONER MADE THE TURN WHEN WE REALIZED WE TURNED INCORRECTLY AND STOPPED. ABOUT THAT TIME, THE CTLR INFORMED US THAT WE WERE ON AN ACTIVE RWY. WE WERE FURTHER INSTRUCTED TO CONTINUE DOWN RWY 13R, MAKE A R ON TXWY Y WITH A L ON TXWY F. WE COMPLIED AND TAXIED TXWY F TO THE FBO. THIS RWY INCURSION WAS A RESULT OF: 1) INITIAL PREOCCUPATION WITH EXPEDITING THE RWY EXIT ON RWY 22L. 2) THE PNF GIVING DIRECTIONS TO MAKE 'THE FIRST L,' WHICH WAS RWY 13R. 3) THE PF, BEING ME, HAD NOT SUFFICIENTLY FAMILIARIZED HIMSELF WITH THE ARPT LAYOUT. 4) OTHER CONTRIBUTING FACTORS: RWYS 13R/31L IS THE SAME WIDTH AS THE TXWYS AND AT A GLANCE MAY BE MISTAKEN AS A TXWY ON THE CHART, PARTICULARLY AT NIGHT LIGHT IN THE COCKPIT. 5) ATC PRESSING 'BACK TO BACK' OPS WITH NO HIGH SPD RWY EXITS (LIKE MDW). USING RWYS FOR TXWYS HAS INHERENT PROBS, EG, RWY MARKINGS ARE NOT STANDARD. IF THERE WAS A RWY 13R/31L SIGN AT THE INTXN OF RWYS 22L/4R, I DID NOT SEE IT. IF IT WAS THERE, I WAS TOO BUSY 'EXPEDITING' TO SEE IT IN THE SHORT DISTANCE BTWN RWY 31C AND RWYS 31L/13R. 6) HASTE MAKES WASTE. I WILL NOT AGAIN ALLOW A CTLR TO 'HURRY ME.'

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.