Date: 202003
Local time of day: 1201-1800
Location: DCA.Airport, DC
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Tower DCA
Aircraft component: Cargo Door
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness; Confusion; Communication Breakdown
Second reporter function: Pilot Not Flying; First Officer
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Less Severe; Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Clearance; Ground Incursion Runway
Detector: Person Air Traffic Control
When detected: Taxi
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented; Flight Crew Rejected Takeoff
Contributing factors: Airport; Human Factors
Primary problem: Human Factors

Narrative: We were given clearance to take off Runway 15 and given notification of traffic 2 miles final Runway 19 into DCA. At around 80 knots we received the EICAS master warning message DOOR CRG FWD OPEN. We rejected the takeoff and began to slow on centerline while maintaining control of the aircraft. We notified Tower and were given instructions to turn right onto Taxiway M and hold short Runway 19. We exited Runway 15 at about 20-25 knots. Given those instructions it was my understanding that there was ample room on Taxiway M to exit the active Runway 15. I planned to exit the runway; stop on M; and handle the situation. However; there is no room on Taxiway M in between Runway 15 and Runway 19 to stop while remaining clear of both active runways. By the time this was realized while turning the aircraft and noticing the poor runway markings; we came to a stop with our nose approximately five feet over the hold-short line for Runway 19. Tower instructed the landing aircraft to go around and we were given clearance to cross Runway 19. Ground gave me a phone number to call and while talking with the individual I expressed my concern with how that instruction was almost impossible to comply with. Given that we need to clear the threshold of 15 to be clear of the active runway there; it is impossible to be clear of both active runways at Taxiway M. The situation was made even more difficult given it was a rejected takeoff; creating a high-stress workload. The individual on the phone stated he understood that it is hard to do and that they have known that for some time. I accepted responsibility for the mistake. The cause of the incursion was a high-stress workload caused by a rejected takeoff and possible emergency situation. This combined with ambiguous instructions from Tower and poorly labeled runway markings created enough confusion for me to cross over the hold-short line for Runway 19. Looking back; it would have been much easier; either through ATC instruction or by crew suggestion; to instead roll to the end of Runway 15 (about 1500-2000 feet beyond Taxiway M) and exit at F. There is ample room there and even a runup pad to pull to the side. The short distance at Taxiway M does not provide enough room for an aircraft to clear Runway 15 and be compliant; while simultaneously holding short of Runway 19. Exiting the runway a bit slower (despite the high-speed cutaway) would have given me more time to assess the given distance.


Second narrative: Both runways 15 and 19 were in use for takeoffs. Were we waiting for our space in the queue for takeoff. We were given takeoff clearance for 15. At around 80 kts during the takeoff roll; the DOOR CRG FWD OPEN warning appeared on the EICAS. Both pilots recognized the condition. The flying pilot immediately rejected the takeoff and maintained control of the aircraft during the rejection. During the rejection; I made a call to Tower that we were rejecting. Tower asked for the reason. I replied with the warning we saw. Tower gave us instruction at that point to turn right on Taxiway M and hold short Runway 19. We both called out Taxiway M. The Captain began the turnoff and I looked to verify the warning and make sure there were no other serious indications that needed immediate attention. Based on the angle of turnoff from Runway 15 to M; I did not recognize the normal runway/holdshort markings for Runway 19. I noticed out of the corner of my eye that we were getting close to Runway 19 and called out 'Hold; Hold; Hold.' The Captain immediately stopped and that was when we recognized that our nose was over the Runway 19 hold short line by about 5 feet. Based on the clearance received; the Captain was attempting to clear the active Runway 15 onto Taxiway M and hold short Runway 19. However; there is not enough space to exit Runway 15 on M and hold short of Runway 19 while remaining clear of both active runways. This was realized too late as our nose had already crossed the Runway 19 holdshort. Tower directed the aircraft on short final to Runway 19 to Go-Around. When clear; we were given clearance to cross Runway 19. On the other side of Runway 19; we informed Ground we needed to return to the ramp area to have our doors checked. On the taxi back; Ground gave us a number to call and the Captain talked to Tower. The Captain expressed his concerns over the situation to Tower and Tower acknowledged it is a difficult/complicated situation because of the very short Taxiway M section between Runways 15 and 19. The crew was immediately placed into a high-stress/high-workload situation having just rejected a takeoff because of a warning and possible emergency situation. The combination of the limited distance on M between 15 and 19; the belief that we needed to clear Runway 15 while complying with the given instruction; and the stress of the rejected takeoff; created enough confusion that lead to the nose of the aircraft crossing over the holdshort for Runway 19. Because of the warning and possible emergency; it would've been better to take things a little slower. As a crew; we could've continued the roll on Runway 15 to the next turnoff rather than quickly trying to clear the active runway with the given instruction from Tower. There was nobody behind us who had received takeoff clearance so the extra 20 seconds to rollout to the next turnoff would have been beneficial for many reasons. Since most crews; like us; are probably unaware of the short distance between Runway 15 and 19 on Taxiway M; heads-up from Tower that you can't clear Runway 15 while turning off on Taxiway M and hold short of Runway 19 would have been helpful. I would suggest that the area on M between Runway 15 and 19 is marked as a hotspot on the airport diagram with a writeup stating that it is not possible to clear one of those runways on to Taxiway M and hold short of the other runway.


Synopsis: Air carrier flight crew reported a runway incursion after a rejected takeoff. Flight crew stated poorly labeled runway markings at DCA airport contributed to the event.