Narrative:

Out of the ramp; we were given clearance by atl ground control to taxi to runway 28 via taxiway mike; hold short 27R at taxiway dixie. While on taxiway mike; we were following 3 other aircraft (2 B717's and one airbus) who were also awaiting clearance to cross 27R at taxiway dixie. After a number of 27R departures; ATC cleared both B717's and the airbus directly in front of us to cross 27R and hold short 27L at taxiway juliet. We were now the number 1 aircraft holding short of 27R at dixie. After a few more 27R departures; we were given clearance to 'quickly cross 27R and hold short of 27L at november 10.' at this point we crossed 27R inadvertently ending up on taxiway kilo instead of taxiway dixie. As we crossed taxiway november between the runways we saw the hold short line for runway 27L approaching and began to slow; unable to find the half right that was to be november 10. (It wasn't there because we were on taxiway K and not D) it was at this point that ATC firmly instructed us to 'stop.' we came to a stop on taxiway kilo approximately halfway between taxiway november and runway 27L. At this point ATC instructed us to make a left turn on taxiway november and hold short of runway 27L at the approach end. I replied that we were unable to do this and suggested that we were able to turn around on taxiway kilo and proceed on taxiway november. ATC then replied 'negative! I want you to make the left turn on november!' after a few more exchanges; I believe the controller gained a grasp as to exactly what happened and the exact location of the aircraft. We were allowed to make the 180 on taxiway kilo and proceed to turn right on taxiway november to hold short of runway 27L at the approach end. We were following 3 aircraft which were given clearance to cross runway 27R and hold short of 27L at taxiway juliet. Incidentally the taxi line on taxiway mike leading up to the hold short line of 27R approaches at a diagonal. While awaiting our clearance to cross 27R; we were situated on this same diagonal. When we ultimately received our clearance to cross 27R it was with a different clearance. (Hold short of 27L at N10) unfortunately; we continued to follow the line we were on rather than to continue to make the complete turn onto dixie. We followed our current taxiway line; and continued along the exact path the aircraft in front of us had followed. When we were told to stop and to subsequently turn left on taxiway november by the controller; I fear that he was looking at his asde-X display rather than out the window. The fact that he repeated these instructions even after we told him we were unable to turn left on taxiway november given our aircraft's position gives further evidence to support this theory. Additionally; until I started taking screen shots for this report; I hadn't noticed the painted sign square in the middle of the taxiway dixie and mike intersection showing the direction of taxiway kilo. I feel that the sign is almost invisible to first officers during taxi; and may not be apparent even to captains taxiing aircraft situated lower to the ground and while following the taxi line off of mike to hold short of the runway at taxiway dixie. I suggest that when controllers observe an errant aircraft on their asde-X display; they look out the window to ascertain the exact position of the aircraft before issuing further instructions (weather conditions permitting). Additionally; it would be a good idea for controllers to use a standard taxi routing for all aircraft crossing the 27 complex on the way to runway 28 to prevent confusion. In my airway manual; I have the standard departure taxi routes depicted; but have yet to hear them issued to an aircraft taxiing out. Finally; if possible; I suggest that something be done with the signage at the mike/dixie/27R intersection to better depict the orientation of taxiway kilo and dixie. Such signage needs to be visible to both pilots of all aircraft types while taxiing.

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Original NASA ASRS Text

Title: An air carrier First Officer described deviating from Taxiway D onto Taxiway K after crossing Runway 27R. Signage at several points was confusing and the Reporter comments on his perception of them.

Narrative: Out of the ramp; we were given clearance by ATL Ground Control to taxi to Runway 28 via Taxiway Mike; hold short 27R at Taxiway Dixie. While on Taxiway Mike; we were following 3 other aircraft (2 B717's and one Airbus) who were also awaiting clearance to cross 27R at Taxiway Dixie. After a number of 27R departures; ATC cleared both B717's and the Airbus directly in front of us to cross 27R and hold short 27L at Taxiway Juliet. We were now the number 1 aircraft holding short of 27R at Dixie. After a few more 27R departures; we were given clearance to 'quickly cross 27R and hold short of 27L at November 10.' At this point we crossed 27R inadvertently ending up on Taxiway Kilo instead of Taxiway Dixie. As we crossed Taxiway November between the runways we saw the hold short line for Runway 27L approaching and began to slow; unable to find the half right that was to be November 10. (It wasn't there because we were on Taxiway K and not D) It was at this point that ATC firmly instructed us to 'STOP.' We came to a stop on Taxiway Kilo approximately halfway between Taxiway November and Runway 27L. At this point ATC instructed us to make a left turn on Taxiway November and hold short of Runway 27L at the approach end. I replied that we were unable to do this and suggested that we were able to turn around on Taxiway Kilo and proceed on Taxiway November. ATC then replied 'Negative! I want you to make the left turn on November!' After a few more exchanges; I believe the Controller gained a grasp as to exactly what happened and the exact location of the aircraft. We were allowed to make the 180 on Taxiway Kilo and proceed to turn right on Taxiway November to hold short of Runway 27L at the approach end. We were following 3 aircraft which were given clearance to cross Runway 27R and hold short of 27L at Taxiway Juliet. Incidentally the taxi line on Taxiway Mike leading up to the hold short line of 27R approaches at a diagonal. While awaiting our clearance to cross 27R; we were situated on this same diagonal. When we ultimately received our clearance to cross 27R it was with a different clearance. (Hold short of 27L at N10) Unfortunately; we continued to follow the line we were on rather than to continue to make the complete turn onto Dixie. We followed our current taxiway line; and continued along the exact path the aircraft in front of us had followed. When we were told to stop and to subsequently turn left on Taxiway November by the Controller; I fear that he was looking at his ASDE-X display rather than out the window. The fact that he repeated these instructions even after we told him we were unable to turn left on Taxiway November given our aircraft's position gives further evidence to support this theory. Additionally; until I started taking screen shots for this report; I hadn't noticed the painted sign square in the middle of the Taxiway Dixie and Mike Intersection showing the direction of Taxiway Kilo. I feel that the sign is almost invisible to First Officers during taxi; and may not be apparent even to Captains taxiing aircraft situated lower to the ground and while following the taxi line off of Mike to hold short of the runway at Taxiway Dixie. I suggest that when controllers observe an errant aircraft on their ASDE-X display; they look out the window to ascertain the exact position of the aircraft before issuing further instructions (weather conditions permitting). Additionally; it would be a good idea for controllers to use a standard taxi routing for all aircraft crossing the 27 complex on the way to Runway 28 to prevent confusion. In my airway manual; I have the standard departure taxi routes depicted; but have yet to hear them issued to an aircraft taxiing out. Finally; if possible; I suggest that something be done with the signage at the Mike/Dixie/27R intersection to better depict the orientation of Taxiway Kilo and Dixie. Such signage needs to be visible to both pilots of all aircraft types while taxiing.

Data retrieved from NASA's ASRS site as of April 2012 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.