Narrative:

Flight as normal from cmh, oh, to cvg, oh. Total block time of trip was 41 mins. I was scheduled reserve and was to do out and back (cvg-cmh-cvg). The captain I was paired up with had been on duty since early that morning. I think I asked and he said around XA30 report time. I, myself, only a couple weeks out of IOE training in a new aircraft. I had only approximately 75 hours in the aircraft and in a new airport environment. The current operation of the airline was new to me. I was previously flying cargo operations and was not accustomed to passenger gate ramps. The airport controllers and ramp control procedures are somewhat routine in the xfer of control after exiting and departing to certain runways. The situation occurred after we exited the runway and were proceeding to the ramp/gate. Tower handed us off to ground control after clearing the runway. We landed on runway 18L in cvg. The instructions that I understood were to taxi north on taxiway T, left on taxiway J, hold short of taxiway G, then ramp tower. We proceeded on taxiway J and at taxiway G we contacted our ramp tower. Ramp tower instructed us to enter taxiway J5. During taxi in to gate, the ramp tower instructed us to contact ground again. Ground control called and was upset that we did not hold short of taxiway G and stay with him on frequency. Ground had given us instruction to hold short of taxiway G and that was it. We, as a crew, due to our operation, misunderstood the instruction. Normally after clearing the runway, especially on runway 18R/36L (a closer runway), tower will have us just enter the ramp and call ramp control, bypassing ground control altogether. Since this was a late flight, there was no visible traffic during our taxi back to the ramp. The procedure we used seemed appropriate at the time. However, I will clarify next time. I think the contributing factors were: one tired crew member that was the most familiar with operations in the area/aircraft. One inexperienced crew member in the airport environment (cvg). Nonstandard procedures used at times by the controllers at the airport, which created bad habits for us. That there was no visible traffic in any direction near the taxiway, and that taxiway G was beside the entrance to our ramp. It is very common to contact ramp control in that local area. Better awareness on both crew and controller will help in the future as well as standardization.

Related reports:

Google
 

Original NASA ASRS Text

Title: A CL65 TAXIES IN TO THE RAMP AREA DURING A NIGHT OP, FAILING TO HOLD SHORT OF TXWY G PER GND CTLR'S INSTRUCTIONS AT CVG, OH.

Narrative: FLT AS NORMAL FROM CMH, OH, TO CVG, OH. TOTAL BLOCK TIME OF TRIP WAS 41 MINS. I WAS SCHEDULED RESERVE AND WAS TO DO OUT AND BACK (CVG-CMH-CVG). THE CAPT I WAS PAIRED UP WITH HAD BEEN ON DUTY SINCE EARLY THAT MORNING. I THINK I ASKED AND HE SAID AROUND XA30 RPT TIME. I, MYSELF, ONLY A COUPLE WKS OUT OF IOE TRAINING IN A NEW ACFT. I HAD ONLY APPROX 75 HRS IN THE ACFT AND IN A NEW ARPT ENVIRONMENT. THE CURRENT OP OF THE AIRLINE WAS NEW TO ME. I WAS PREVIOUSLY FLYING CARGO OPS AND WAS NOT ACCUSTOMED TO PAX GATE RAMPS. THE ARPT CTLRS AND RAMP CTL PROCS ARE SOMEWHAT ROUTINE IN THE XFER OF CTL AFTER EXITING AND DEPARTING TO CERTAIN RWYS. THE SIT OCCURRED AFTER WE EXITED THE RWY AND WERE PROCEEDING TO THE RAMP/GATE. TWR HANDED US OFF TO GND CTL AFTER CLRING THE RWY. WE LANDED ON RWY 18L IN CVG. THE INSTRUCTIONS THAT I UNDERSTOOD WERE TO TAXI N ON TXWY T, L ON TXWY J, HOLD SHORT OF TXWY G, THEN RAMP TWR. WE PROCEEDED ON TXWY J AND AT TXWY G WE CONTACTED OUR RAMP TWR. RAMP TWR INSTRUCTED US TO ENTER TXWY J5. DURING TAXI IN TO GATE, THE RAMP TWR INSTRUCTED US TO CONTACT GND AGAIN. GND CTL CALLED AND WAS UPSET THAT WE DID NOT HOLD SHORT OF TXWY G AND STAY WITH HIM ON FREQ. GND HAD GIVEN US INSTRUCTION TO HOLD SHORT OF TXWY G AND THAT WAS IT. WE, AS A CREW, DUE TO OUR OP, MISUNDERSTOOD THE INSTRUCTION. NORMALLY AFTER CLRING THE RWY, ESPECIALLY ON RWY 18R/36L (A CLOSER RWY), TWR WILL HAVE US JUST ENTER THE RAMP AND CALL RAMP CTL, BYPASSING GND CTL ALTOGETHER. SINCE THIS WAS A LATE FLT, THERE WAS NO VISIBLE TFC DURING OUR TAXI BACK TO THE RAMP. THE PROC WE USED SEEMED APPROPRIATE AT THE TIME. HOWEVER, I WILL CLARIFY NEXT TIME. I THINK THE CONTRIBUTING FACTORS WERE: ONE TIRED CREW MEMBER THAT WAS THE MOST FAMILIAR WITH OPS IN THE AREA/ACFT. ONE INEXPERIENCED CREW MEMBER IN THE ARPT ENVIRONMENT (CVG). NONSTANDARD PROCS USED AT TIMES BY THE CTLRS AT THE ARPT, WHICH CREATED BAD HABITS FOR US. THAT THERE WAS NO VISIBLE TFC IN ANY DIRECTION NEAR THE TXWY, AND THAT TXWY G WAS BESIDE THE ENTRANCE TO OUR RAMP. IT IS VERY COMMON TO CONTACT RAMP CTL IN THAT LCL AREA. BETTER AWARENESS ON BOTH CREW AND CTLR WILL HELP IN THE FUTURE AS WELL AS STANDARDIZATION.

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.