Narrative:

I am a line pilot for a part 135 cargo operation. I fly to ZZZ, us, on a regular basis. Whenever I land on runway 22, I always get instructed to exit onto either runway 32 or runway 36 and then turn left onto taxiway C then to parking. But today, I was cleared to land some distance away because traffic was light. After landing, the tower did not issue any instructions on where he wanted me to exit the runway like he usually does because he was trying to establish radio contact with an aircraft having trouble receiving. So, as I continue to roll down the runway, I pass runway 32 because I know from the ATIS that runway 14 is being used for departures. So I elect to continue down to runway 36 and turn off to access taxiway C like I have done many times in the past. When I exited runway 22 onto runway 36, the tower had not yet issued any instructions. So I called the tower and told him that I was clear of runway 22 and needed to go to parking. That is when he informed me that I had just taxied onto a closed runway. After he chewed on my back side for a mins, he told me to continue down runway 36 to taxiway C and taxi to the ramp. He did not ask me to call the tower and nothing else was said. When I got my briefing from the ZZZ1 FSS, the briefer told me that runway 18 and runway 36 were closed then came back and said that the NOTAM was for the day before, that the runway should be open. The ATIS on the other hand did state that runway 18 and runway 36 were closed. For some reason this did not register in my mind. No excuses, I made a mistake. I don't know why, but the first time I listened to the ATIS, I did not hear that runway 18 and runway 36 were closed. After parking, I tuned in the ATIS again and there it was plain as day. I guess I just heard what I wanted to hear. Lessons learned: 1) when listening to the ATIS, pay attention to all the details -- not just the wind, runway in use, altimeter, and the identify, etc. 2)if the tower doesn't issue instructions after landing, ask. Do not assume you will do the same thing you've done every other day of the week. 3) better yet, instead of just listening to the ATIS, write it down. At least hear what you're listening to. I am a professional pilot and take great pride in what I do. I try very hard not to make stupid mistakes like this. When listening to the ATIS on beautiful VFR days, it's easy to only hear what you want to hear. When it's low IFR, you pay a lot more attention to details. I fly single pilot many times hard IFR and always with no autoplt. Sometimes the workload is very high, but I will make time to write down all the details even if I have to listen to it 10 times over. To help remedy this problem, I'm going to situation down and make me a card for ATIS information and have it laminated. Then all I have to do is fill in the numbers and it will have a 'remarks' section for details out of the norm. This will make it a lot easier on those high workload days. This is one mistake I won't make again.

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Original NASA ASRS Text

Title: C402 PLT TURNED OFF LNDG RWY ONTO A CLOSED RWY AT ZZZ, US.

Narrative: I AM A LINE PLT FOR A PART 135 CARGO OP. I FLY TO ZZZ, US, ON A REGULAR BASIS. WHENEVER I LAND ON RWY 22, I ALWAYS GET INSTRUCTED TO EXIT ONTO EITHER RWY 32 OR RWY 36 AND THEN TURN L ONTO TXWY C THEN TO PARKING. BUT TODAY, I WAS CLRED TO LAND SOME DISTANCE AWAY BECAUSE TFC WAS LIGHT. AFTER LNDG, THE TWR DID NOT ISSUE ANY INSTRUCTIONS ON WHERE HE WANTED ME TO EXIT THE RWY LIKE HE USUALLY DOES BECAUSE HE WAS TRYING TO ESTABLISH RADIO CONTACT WITH AN ACFT HAVING TROUBLE RECEIVING. SO, AS I CONTINUE TO ROLL DOWN THE RWY, I PASS RWY 32 BECAUSE I KNOW FROM THE ATIS THAT RWY 14 IS BEING USED FOR DEPS. SO I ELECT TO CONTINUE DOWN TO RWY 36 AND TURN OFF TO ACCESS TXWY C LIKE I HAVE DONE MANY TIMES IN THE PAST. WHEN I EXITED RWY 22 ONTO RWY 36, THE TWR HAD NOT YET ISSUED ANY INSTRUCTIONS. SO I CALLED THE TWR AND TOLD HIM THAT I WAS CLR OF RWY 22 AND NEEDED TO GO TO PARKING. THAT IS WHEN HE INFORMED ME THAT I HAD JUST TAXIED ONTO A CLOSED RWY. AFTER HE CHEWED ON MY BACK SIDE FOR A MINS, HE TOLD ME TO CONTINUE DOWN RWY 36 TO TXWY C AND TAXI TO THE RAMP. HE DID NOT ASK ME TO CALL THE TWR AND NOTHING ELSE WAS SAID. WHEN I GOT MY BRIEFING FROM THE ZZZ1 FSS, THE BRIEFER TOLD ME THAT RWY 18 AND RWY 36 WERE CLOSED THEN CAME BACK AND SAID THAT THE NOTAM WAS FOR THE DAY BEFORE, THAT THE RWY SHOULD BE OPEN. THE ATIS ON THE OTHER HAND DID STATE THAT RWY 18 AND RWY 36 WERE CLOSED. FOR SOME REASON THIS DID NOT REGISTER IN MY MIND. NO EXCUSES, I MADE A MISTAKE. I DON'T KNOW WHY, BUT THE FIRST TIME I LISTENED TO THE ATIS, I DID NOT HEAR THAT RWY 18 AND RWY 36 WERE CLOSED. AFTER PARKING, I TUNED IN THE ATIS AGAIN AND THERE IT WAS PLAIN AS DAY. I GUESS I JUST HEARD WHAT I WANTED TO HEAR. LESSONS LEARNED: 1) WHEN LISTENING TO THE ATIS, PAY ATTN TO ALL THE DETAILS -- NOT JUST THE WIND, RWY IN USE, ALTIMETER, AND THE IDENT, ETC. 2)IF THE TWR DOESN'T ISSUE INSTRUCTIONS AFTER LNDG, ASK. DO NOT ASSUME YOU WILL DO THE SAME THING YOU'VE DONE EVERY OTHER DAY OF THE WK. 3) BETTER YET, INSTEAD OF JUST LISTENING TO THE ATIS, WRITE IT DOWN. AT LEAST HEAR WHAT YOU'RE LISTENING TO. I AM A PROFESSIONAL PLT AND TAKE GREAT PRIDE IN WHAT I DO. I TRY VERY HARD NOT TO MAKE STUPID MISTAKES LIKE THIS. WHEN LISTENING TO THE ATIS ON BEAUTIFUL VFR DAYS, IT'S EASY TO ONLY HEAR WHAT YOU WANT TO HEAR. WHEN IT'S LOW IFR, YOU PAY A LOT MORE ATTN TO DETAILS. I FLY SINGLE PLT MANY TIMES HARD IFR AND ALWAYS WITH NO AUTOPLT. SOMETIMES THE WORKLOAD IS VERY HIGH, BUT I WILL MAKE TIME TO WRITE DOWN ALL THE DETAILS EVEN IF I HAVE TO LISTEN TO IT 10 TIMES OVER. TO HELP REMEDY THIS PROB, I'M GOING TO SIT DOWN AND MAKE ME A CARD FOR ATIS INFO AND HAVE IT LAMINATED. THEN ALL I HAVE TO DO IS FILL IN THE NUMBERS AND IT WILL HAVE A 'REMARKS' SECTION FOR DETAILS OUT OF THE NORM. THIS WILL MAKE IT A LOT EASIER ON THOSE HIGH WORKLOAD DAYS. THIS IS ONE MISTAKE I WON'T MAKE AGAIN.

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.