Narrative:

After landing in cyyz on runway 6R; the captain was PF; we cleared the runway at intersection D3. As we were clearing runway 6R the tower controller told us to hold short of runway 6L. The first officer acknowledged the instruction and I glanced at my airport diagram; we both understood. The controller then cleared an aircraft for takeoff from runway 6L. As we approached the hold short line the first officer said 'hold short' and I looked and saw the aircraft lining up at the end of runway 6L. He again said 'hold short!' I then realized I looked at the diagram incorrectly; interpreted the next perpendicular surface to us as a parallel taxiway in-between runways 6L and 6R. Immediately I aggressively stopped the aircraft. As I did the tower controller said 'confirm you are holding short' the first officer replied we are holding short. When I looked down our nosewheel was across the hold short line. The aircraft on runway 6L then departed. After the aircraft departed the controller cleared us across the runway to hold short of the ramp at dq. No further xmissions; questions or requests were issued from the tower controller regarding my (captain) error. In my approach briefing I stated we would be making a left turn off the runway but did not mention if the next parallel slab of pavement was an active runway or a taxiway. This error occurred because I misinterped the airport diagram as I was exiting the runway after landing while trying to slow the aircraft to a safe taxi speed. I had a picture in my mind that there was a parallel taxiway in between runways 6L and 6R. So when I was approaching the runway 6L hold short line I did not look close because I was looking at the other side of runway 6L thinking I was going to cross a taxiway first then get to my hold short point. I thought I was crossing the hold short for the runway I was exiting onto a parallel taxiway and then going to hold short of runway 6L. Luckily my first officer brought it to my attention early enough to get the aircraft stopped and keep most of the aircraft behind the hold short point. To ensure this does not happen again I am going to include in all my approach briefings; what type of pavement we will be exiting onto after we turn off the runway (ie; active; closed runway or taxiway). Also I will be reviewing my airport diagrams much more thoroughly prior to landing to verify my mental picture matches what is actually available. Supplemental information from acn 804420: while exiting the runway upon landing rollout in yyz; tower instructed to taxi left onto taxiway D3 and hold short of runway 6L. I read back the instruction and as I remember captain repeated or at least understood the instruction. After leaving the runway I began my after landing flows and looked down to my left to FLIP my commercial charts to the airport diagram. As I looked up again; we were approaching the hold short line for runway 6L on D3. I judged by our speed that we were not going to hold short; short of the hold line. I verbally enforced to captain that we were to hold short of runway 6L; while depressing the brake pedals on my own. He immediately made an aggressive stop at which time tower controller asked us if we were holding short. I answered in the affirmative and he made no more mention of the matter. When we came to stop; our nose gear was maybe 20-30 ft over the line. We were still well clear of the active but indeed over the line. After the departing traffic took off on runway 6L; we were cleared across with no further incident. After the fact captain expressed confusion to me over the runway taxiway layout. He believed that there was a parallel taxiway before runway 6L. Even though I had no physical control of the aircraft; I could have cemented my attention to our actions and flipped the chart later. Even though it happened so fast; and I was trying to be prepared for a seamless taxi-in; I should have been paying closer attention to our taxi progress. I only wish I had caught it 1 or 2 seconds earlier; I could have prevented our nosewheel from crossing the hold short line.

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Original NASA ASRS Text

Title: AN ACR CREW INCURRED CYYZ RWY 6L BECAUSE THE CAPT LOST SITUATIONAL AWARENESS. THE ACFT CROSSED THE HOLD LINE BUT THE CREW DID NOT TELL ATC.

Narrative: AFTER LNDG IN CYYZ ON RWY 6R; THE CAPT WAS PF; WE CLRED THE RWY AT INTXN D3. AS WE WERE CLRING RWY 6R THE TWR CTLR TOLD US TO HOLD SHORT OF RWY 6L. THE FO ACKNOWLEDGED THE INSTRUCTION AND I GLANCED AT MY ARPT DIAGRAM; WE BOTH UNDERSTOOD. THE CTLR THEN CLRED AN ACFT FOR TKOF FROM RWY 6L. AS WE APCHED THE HOLD SHORT LINE THE FO SAID 'HOLD SHORT' AND I LOOKED AND SAW THE ACFT LINING UP AT THE END OF RWY 6L. HE AGAIN SAID 'HOLD SHORT!' I THEN REALIZED I LOOKED AT THE DIAGRAM INCORRECTLY; INTERPED THE NEXT PERPENDICULAR SURFACE TO US AS A PARALLEL TXWY IN-BTWN RWYS 6L AND 6R. IMMEDIATELY I AGGRESSIVELY STOPPED THE ACFT. AS I DID THE TWR CTLR SAID 'CONFIRM YOU ARE HOLDING SHORT' THE FO REPLIED WE ARE HOLDING SHORT. WHEN I LOOKED DOWN OUR NOSEWHEEL WAS ACROSS THE HOLD SHORT LINE. THE ACFT ON RWY 6L THEN DEPARTED. AFTER THE ACFT DEPARTED THE CTLR CLRED US ACROSS THE RWY TO HOLD SHORT OF THE RAMP AT DQ. NO FURTHER XMISSIONS; QUESTIONS OR REQUESTS WERE ISSUED FROM THE TWR CTLR REGARDING MY (CAPT) ERROR. IN MY APCH BRIEFING I STATED WE WOULD BE MAKING A L TURN OFF THE RWY BUT DID NOT MENTION IF THE NEXT PARALLEL SLAB OF PAVEMENT WAS AN ACTIVE RWY OR A TXWY. THIS ERROR OCCURRED BECAUSE I MISINTERPED THE ARPT DIAGRAM AS I WAS EXITING THE RWY AFTER LNDG WHILE TRYING TO SLOW THE ACFT TO A SAFE TAXI SPD. I HAD A PICTURE IN MY MIND THAT THERE WAS A PARALLEL TXWY IN BTWN RWYS 6L AND 6R. SO WHEN I WAS APCHING THE RWY 6L HOLD SHORT LINE I DID NOT LOOK CLOSE BECAUSE I WAS LOOKING AT THE OTHER SIDE OF RWY 6L THINKING I WAS GOING TO CROSS A TXWY FIRST THEN GET TO MY HOLD SHORT POINT. I THOUGHT I WAS XING THE HOLD SHORT FOR THE RWY I WAS EXITING ONTO A PARALLEL TXWY AND THEN GOING TO HOLD SHORT OF RWY 6L. LUCKILY MY FO BROUGHT IT TO MY ATTN EARLY ENOUGH TO GET THE ACFT STOPPED AND KEEP MOST OF THE ACFT BEHIND THE HOLD SHORT POINT. TO ENSURE THIS DOES NOT HAPPEN AGAIN I AM GOING TO INCLUDE IN ALL MY APCH BRIEFINGS; WHAT TYPE OF PAVEMENT WE WILL BE EXITING ONTO AFTER WE TURN OFF THE RWY (IE; ACTIVE; CLOSED RWY OR TXWY). ALSO I WILL BE REVIEWING MY ARPT DIAGRAMS MUCH MORE THOROUGHLY PRIOR TO LNDG TO VERIFY MY MENTAL PICTURE MATCHES WHAT IS ACTUALLY AVAILABLE. SUPPLEMENTAL INFO FROM ACN 804420: WHILE EXITING THE RWY UPON LNDG ROLLOUT IN YYZ; TWR INSTRUCTED TO TAXI L ONTO TXWY D3 AND HOLD SHORT OF RWY 6L. I READ BACK THE INSTRUCTION AND AS I REMEMBER CAPT REPEATED OR AT LEAST UNDERSTOOD THE INSTRUCTION. AFTER LEAVING THE RWY I BEGAN MY AFTER LNDG FLOWS AND LOOKED DOWN TO MY L TO FLIP MY COMMERCIAL CHARTS TO THE ARPT DIAGRAM. AS I LOOKED UP AGAIN; WE WERE APCHING THE HOLD SHORT LINE FOR RWY 6L ON D3. I JUDGED BY OUR SPD THAT WE WERE NOT GOING TO HOLD SHORT; SHORT OF THE HOLD LINE. I VERBALLY ENFORCED TO CAPT THAT WE WERE TO HOLD SHORT OF RWY 6L; WHILE DEPRESSING THE BRAKE PEDALS ON MY OWN. HE IMMEDIATELY MADE AN AGGRESSIVE STOP AT WHICH TIME TWR CTLR ASKED US IF WE WERE HOLDING SHORT. I ANSWERED IN THE AFFIRMATIVE AND HE MADE NO MORE MENTION OF THE MATTER. WHEN WE CAME TO STOP; OUR NOSE GEAR WAS MAYBE 20-30 FT OVER THE LINE. WE WERE STILL WELL CLR OF THE ACTIVE BUT INDEED OVER THE LINE. AFTER THE DEPARTING TFC TOOK OFF ON RWY 6L; WE WERE CLRED ACROSS WITH NO FURTHER INCIDENT. AFTER THE FACT CAPT EXPRESSED CONFUSION TO ME OVER THE RWY TXWY LAYOUT. HE BELIEVED THAT THERE WAS A PARALLEL TXWY BEFORE RWY 6L. EVEN THOUGH I HAD NO PHYSICAL CTL OF THE ACFT; I COULD HAVE CEMENTED MY ATTN TO OUR ACTIONS AND FLIPPED THE CHART LATER. EVEN THOUGH IT HAPPENED SO FAST; AND I WAS TRYING TO BE PREPARED FOR A SEAMLESS TAXI-IN; I SHOULD HAVE BEEN PAYING CLOSER ATTN TO OUR TAXI PROGRESS. I ONLY WISH I HAD CAUGHT IT 1 OR 2 SECONDS EARLIER; I COULD HAVE PREVENTED OUR NOSEWHEEL FROM XING THE HOLD SHORT LINE.

Data retrieved from NASA's ASRS site as of May 2009 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.