Commercial Fixed Wing
Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Confusion; Distraction; Situational Awareness
Deviation / Discrepancy - Procedural Clearance; Ground Event / Encounter Weather / Turbulence; Ground Incursion Runway; Ground Incursion Taxiway
Air Traffic Control Issued New Clearance; Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Became Reoriented
Airport; Human Factors
ATIS reported active Runway 28 with winds 300 at 23 kts gusting to 37 kts and potential for low level windshear and light snow. Prior to push; the First Officer briefed performance data departure brief for windshear with engine anti-ice on; Runway 28 with less than 1/8 in. wet snow. Captain directed deice type 1 given a break in the light snow and increased visibility while awaiting push. Aircraft pushed back onto deice pad; type 1 was applied; ground crews confirmed clean aircraft surfaces; and engine starts were completed. Ground Control provided initial taxi instructions 'Taxi Runway 28 via Alpha; cleared cross Runway 33'. After making the left hand turn from Quebec to Alpha taxiway; Ground Control informed us of a wind shift from 300 to 320 degrees; a 27 kts. crosswind for planned Runway 28 departure; and offered Runway 33 instead. We accepted the Runway change given the nearly 40 kts. gust aligned with Runway 33.Captain elected to continue taxiing on Alpha given the concern of additional snow; while the First Officer completed the Runway change in the FMS and briefed the updated departure heading of 330. Approaching the intersection of Alpha and Mike taxiways Ground Control directed 'Taxi M; cross Runway 28'. Remembering the initial taxi instruction of Alpha cross Runway 33; the Captain mistakenly continued straight instead of turning right on M; leading to a Runway incursion on Runway 33. The First Officer was distracted in verifying all Runway change steps had been completed and did not recognize the error until holding short of Runway 28 on Alpha. The First Officer called tower and reported position; at which point crew reoriented; finished the Runway change discussion; and departed Runway 33 without issue. The root cause was misapplication of previous taxi clearance by the Captain; combined with insufficient First Officer backup due to the Runway change tasks. I would suggest adding the intersection of Mike and Alpha taxiways as a potential hot spot worth pre briefing prior to push back. Stopping the aircraft on Alpha to complete all necessary Runway change steps and briefings would have allowed the First Officer to be more proactive with taxi instructions.
After receiving Type I deicing  we called ground for taxi. Winds were very strong and ATIS advised ILS in use to Runway 28 and Runway 28 for departure. This was briefed and expected. Ground Control cleared us to taxi from the  ramp to Runway 28 via Alpha; cleared to cross Runway 33. Halfway down taxiway Alpha; ground gave new winds and offered Rwy 33 for departure. It was a 27 knots crosswind for Runway 28 so we accepted. New taxi instructions were taxi to Runway 33 via M; cleared to cross Runway 28.There was no SID to change or rebrief so I slowed the jet while the First Officer ran the numbers; changed the runway in the FMS and greened up the speeds which were the same. This all occurred before the missed right turn on taxiway Mike. I turned on the turnoff lights and said; clear left; clear to cross; lights are on and rolled across Runway 33. Approaching the end of Alpha; we switched to tower frequency and was asked our position. We said we were about to make the turn onto Lima; short of Runway 33. The error was brought to our attention. We advised we were holding short of Runway 33 at Lima and we were ready for departure. We were cleared for Take-off; with no further dialog regarding the error. Runway 33 was not closed but it was not the active runway and we followed our original taxi instructions.There were several things going on that contributed to the error. De-icing and holdover considerations; wind shear advisories in effect forcing non-standard takeoff procedures and a late runway change with taxi instructions similar to the original. Failure of both pilots following along the 10-9 chart at night with blowing snow.We reviewed the expected taxi route from the ramp to the expected departure Runway (28). There were no Hot Spots to brief and getting there via Alpha is very simple. I think we could benefit from a Hot Spots circle and reference on the 10-9 chart here in SYR. We may have felt a little rushed as we blocked out late and were trying to get airborne before the snow started again.
An Air Carrier crew reported taxiing the wrong direction which resulted in a runway incursion.