Narrative:

Landing runway 15L at yyz. During the rollout the tower gave us taxi via txwys B2, right, and ag. Taxiway B2 is a high speed taxiway so I had to do a reverse high speed exit. We had originally briefed a taxiway south turn. After I made the taxiway B2 turn, I began looking for the taxiway right turn to the right. I glanced at the chart and confirmed that taxiway right did intersect taxiway B2. As we entered the intersection, I started right and rechked the taxi chart. At that point, I saw that right turns into taxiway 'at' on the chart. I slowed the aircraft to almost a stop since I was now confused and not sure of my position. Since I was in the intersection, the signage was not immediately visible. The controller saw us slowing and helped us out with instructions to continue straight ahead (on taxiway B2) and turn right onto taxiway right. As we continued the signage appeared and taxiway right was clearly identifiable. The rest of the taxi routing was uneventful. The cause of this problem is several: 1) I did not remotely anticipate a reverse high speed turnoff, that is a very rare occurrence. 2) fatigue. Being assigned something as complicated as a full route for taxi clearance during xfer of controls is difficult when not tired, but late at night it is very challenging. 3) the mislabeling of the airport chart (442 taxi chart taxiway 'at' leads into the ramp, taxiway right feeds into taxiway 'at'. The other feeder txwys are labeled clearly as ramp feeders. Taxiway 'at' should be denoted on the taxiway on/near the ramp just like the other 'a' series ramp feeder txwys are. That mislabeling contributed significantly to my losing of situational awareness. The signs, taxiway layout, and changes did not match, making for a confusing situation. In my opinion, this type of event can be prevented by not assigning/accepting reverse high speed exit and having the airport chart properly labeled and clarified. Callback conversation with reporter revealed the following information: the reporter said that the airport signs are correct. His only problem was with the way that the txwys are depicted on the commercial airport chart. He thinks situation would be much better if the chart showed the ramp entry txwys in exactly the same way and location.

Related reports:

Google
 

Original NASA ASRS Text

Title: A CL65 PLT IS CONCERNED WITH THE WAY THE RAMP ENTRY TXWYS ARE DEPICTED ON THE COMMERCIAL ARPT CHART.

Narrative: LNDG RWY 15L AT YYZ. DURING THE ROLLOUT THE TWR GAVE US TAXI VIA TXWYS B2, R, AND AG. TXWY B2 IS A HIGH SPD TXWY SO I HAD TO DO A REVERSE HIGH SPD EXIT. WE HAD ORIGINALLY BRIEFED A TXWY S TURN. AFTER I MADE THE TXWY B2 TURN, I BEGAN LOOKING FOR THE TXWY R TURN TO THE R. I GLANCED AT THE CHART AND CONFIRMED THAT TXWY R DID INTERSECT TXWY B2. AS WE ENTERED THE INTXN, I STARTED R AND RECHKED THE TAXI CHART. AT THAT POINT, I SAW THAT R TURNS INTO TXWY 'AT' ON THE CHART. I SLOWED THE ACFT TO ALMOST A STOP SINCE I WAS NOW CONFUSED AND NOT SURE OF MY POS. SINCE I WAS IN THE INTXN, THE SIGNAGE WAS NOT IMMEDIATELY VISIBLE. THE CTLR SAW US SLOWING AND HELPED US OUT WITH INSTRUCTIONS TO CONTINUE STRAIGHT AHEAD (ON TXWY B2) AND TURN R ONTO TXWY R. AS WE CONTINUED THE SIGNAGE APPEARED AND TXWY R WAS CLRLY IDENTIFIABLE. THE REST OF THE TAXI ROUTING WAS UNEVENTFUL. THE CAUSE OF THIS PROB IS SEVERAL: 1) I DID NOT REMOTELY ANTICIPATE A REVERSE HIGH SPD TURNOFF, THAT IS A VERY RARE OCCURRENCE. 2) FATIGUE. BEING ASSIGNED SOMETHING AS COMPLICATED AS A FULL RTE FOR TAXI CLRNC DURING XFER OF CTLS IS DIFFICULT WHEN NOT TIRED, BUT LATE AT NIGHT IT IS VERY CHALLENGING. 3) THE MISLABELING OF THE ARPT CHART (442 TAXI CHART TXWY 'AT' LEADS INTO THE RAMP, TXWY R FEEDS INTO TXWY 'AT'. THE OTHER FEEDER TXWYS ARE LABELED CLRLY AS RAMP FEEDERS. TXWY 'AT' SHOULD BE DENOTED ON THE TXWY ON/NEAR THE RAMP JUST LIKE THE OTHER 'A' SERIES RAMP FEEDER TXWYS ARE. THAT MISLABELING CONTRIBUTED SIGNIFICANTLY TO MY LOSING OF SITUATIONAL AWARENESS. THE SIGNS, TXWY LAYOUT, AND CHANGES DID NOT MATCH, MAKING FOR A CONFUSING SIT. IN MY OPINION, THIS TYPE OF EVENT CAN BE PREVENTED BY NOT ASSIGNING/ACCEPTING REVERSE HIGH SPD EXIT AND HAVING THE ARPT CHART PROPERLY LABELED AND CLARIFIED. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: THE RPTR SAID THAT THE ARPT SIGNS ARE CORRECT. HIS ONLY PROB WAS WITH THE WAY THAT THE TXWYS ARE DEPICTED ON THE COMMERCIAL ARPT CHART. HE THINKS SIT WOULD BE MUCH BETTER IF THE CHART SHOWED THE RAMP ENTRY TXWYS IN EXACTLY THE SAME WAY AND LOCATION.

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.