Narrative:

This event occurred following a high-workload visual approach (150 KIAS or greater assigned until 2 mi left base) to runway 25 at santa barbara municipal (sba). Approximately 5 aircraft were in the landing sequence for visual approachs to runway 25, with at least 1 aircraft holding for takeoff. The approach and landing was uneventful. During rollout, I heard local call for an rj departure to be ready for position and hold. Based on high traffic flow, I planned to exit the runway at the earliest opportunity. Sba has a 3 runway confign, with runway 25, runway 14L and runway 14R in use at the time. All 3 runways intersect midfield. On recollection of previous experience at sba, I believed that parallel txwys existed to the east of runway 14L and to the west of runway 14R. On continuing the landing roll past the crossing runways, I exited runway 25 to the north, on what I believed was the western taxiway. It was actually runway 14R, as no parallel taxiway exists on the west side of that runway. The local controller directed that I immediately taxi clear of runway 14R, and I complied as directed. No loss of separation with any traffic on runway 14R was apparent, nor was any noted by local or ground controllers. During descent, I had conducted a pre-brief of the VOR or GPS runway 25 approach, in accordance with my approach risk factors checklist. I could have avoided this event through a pre-brief of the sba airport diagram along with the approach procedure, and identify of the planned taxiway based on landing distance requirements. I have added a 'planned taxiway' item to the approach risk factors checklist. This is particularly relevant at unfamiliar airports with complex runway configns and high traffic.

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Original NASA ASRS Text

Title: BE35 PLT HAS RWY INCURSION AT SBA

Narrative: THIS EVENT OCCURRED FOLLOWING A HIGH-WORKLOAD VISUAL APCH (150 KIAS OR GREATER ASSIGNED UNTIL 2 MI L BASE) TO RWY 25 AT SANTA BARBARA MUNICIPAL (SBA). APPROX 5 ACFT WERE IN THE LNDG SEQUENCE FOR VISUAL APCHS TO RWY 25, WITH AT LEAST 1 ACFT HOLDING FOR TKOF. THE APCH AND LNDG WAS UNEVENTFUL. DURING ROLLOUT, I HEARD LCL CALL FOR AN RJ DEP TO BE READY FOR POS AND HOLD. BASED ON HIGH TFC FLOW, I PLANNED TO EXIT THE RWY AT THE EARLIEST OPPORTUNITY. SBA HAS A 3 RWY CONFIGN, WITH RWY 25, RWY 14L AND RWY 14R IN USE AT THE TIME. ALL 3 RWYS INTERSECT MIDFIELD. ON RECOLLECTION OF PREVIOUS EXPERIENCE AT SBA, I BELIEVED THAT PARALLEL TXWYS EXISTED TO THE E OF RWY 14L AND TO THE W OF RWY 14R. ON CONTINUING THE LNDG ROLL PAST THE XING RWYS, I EXITED RWY 25 TO THE N, ON WHAT I BELIEVED WAS THE WESTERN TXWY. IT WAS ACTUALLY RWY 14R, AS NO PARALLEL TXWY EXISTS ON THE W SIDE OF THAT RWY. THE LCL CTLR DIRECTED THAT I IMMEDIATELY TAXI CLR OF RWY 14R, AND I COMPLIED AS DIRECTED. NO LOSS OF SEPARATION WITH ANY TFC ON RWY 14R WAS APPARENT, NOR WAS ANY NOTED BY LCL OR GND CTLRS. DURING DSCNT, I HAD CONDUCTED A PRE-BRIEF OF THE VOR OR GPS RWY 25 APCH, IN ACCORDANCE WITH MY APCH RISK FACTORS CHKLIST. I COULD HAVE AVOIDED THIS EVENT THROUGH A PRE-BRIEF OF THE SBA ARPT DIAGRAM ALONG WITH THE APCH PROC, AND IDENT OF THE PLANNED TXWY BASED ON LNDG DISTANCE REQUIREMENTS. I HAVE ADDED A 'PLANNED TXWY' ITEM TO THE APCH RISK FACTORS CHKLIST. THIS IS PARTICULARLY RELEVANT AT UNFAMILIAR ARPTS WITH COMPLEX RWY CONFIGNS AND HIGH TFC.

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.