Narrative:

In cruise flight enroute to pdx along V495; in smooth air; we felt a sudden jolt; the aircraft slowed and yawed to the right; and the right main gear extension light came on and stayed on. We advised victoria terminal and asked them to stand by. We reduced power and slowed to below the safe gear retraction speed; extended the gear; verified three down and green; and then retracted the gear. The nose and left main came up as normal; but the right main extension light stayed on. We decided to make a precautionary landing and chose sea based on its size and available emergency equipment. We told victoria terminal; which handed us off to whidbey approach. Whidbey approach advised us customs of our diversion. We made a normal visual approach and landed safely using soft-field technique on runway 34C at sea. Seattle ground arranged for us to park at a gate and for us customs to meet us there. After finishing with customs; we contacted seattle ramp and then seattle ground; asking to taxi to the FBO to seek a mechanic. Seattle ground instructed us to 'taxi via taxiway quebec. Cross runway 34 right and monitor tower.'we switched to tower frequency and taxied to quebec. As we approached the runway 34 right hold line (which is 'hs 1' on the sea airport diagram); tower cleared a departing airliner; which was holding in position on 34 right; to takeoff on 34 right. We stopped short of the hold line and told tower; 'aircraft X holding short of 34 right.' tower acknowledged; and I replied; 'tower; for your information; ground had cleared us to cross 34 right.' tower repeated the instruction to hold short; and I acknowledged. After the departing aircraft was clear of the runway; tower called us and said; 'aircraft X; cross runway 34 right; cross runway 34 center; taxi to the FBO.' my right-seat passenger reminded me of FAA order jo 7110.65; and so I taxied to and held short of 34C; then contacted tower again to verify that we were cleared to cross 34C. Tower confirmed; and we proceeded without further incident.I believe that the main factor contributing to this occurrence was the disruption to ATC's workflow caused by our need to taxi from the gate area to the GA area; an operation which probably almost never happens. Ground and tower controllers appeared not to be in clear communication with each other; resulting in the potential for a runway incursion.

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Original NASA ASRS Text

Title: Pilot reported of being told to cross a runway by Ground Control and to monitor Tower. Pilot held short of crossing runway while an aircraft departed. Pilot called Tower and received crossing instructions; pilot told Tower that Ground had earlier given them crossing clearance. Pilot crossed two runways as instructed and taxied to parking.

Narrative: In cruise flight enroute to PDX along V495; in smooth air; we felt a sudden jolt; the aircraft slowed and yawed to the right; and the right main gear extension light came on and stayed on. We advised Victoria Terminal and asked them to stand by. We reduced power and slowed to below the safe gear retraction speed; extended the gear; verified three down and green; and then retracted the gear. The nose and left main came up as normal; but the right main extension light stayed on. We decided to make a precautionary landing and chose SEA based on its size and available emergency equipment. We told Victoria Terminal; which handed us off to Whidbey Approach. Whidbey Approach advised US Customs of our diversion. We made a normal visual approach and landed safely using soft-field technique on runway 34C at SEA. Seattle Ground arranged for us to park at a gate and for US Customs to meet us there. After finishing with Customs; we contacted Seattle Ramp and then Seattle Ground; asking to taxi to the FBO to seek a mechanic. Seattle Ground instructed us to 'taxi via Taxiway Quebec. Cross Runway 34 Right and monitor Tower.'We switched to Tower frequency and taxied to Quebec. As we approached the Runway 34 Right hold line (which is 'HS 1' on the SEA airport diagram); Tower cleared a departing airliner; which was holding in position on 34 Right; to takeoff on 34 Right. We stopped short of the hold line and told tower; 'Aircraft X holding short of 34 Right.' Tower acknowledged; and I replied; 'Tower; for your information; Ground had cleared us to cross 34 Right.' Tower repeated the instruction to hold short; and I acknowledged. After the departing aircraft was clear of the runway; Tower called us and said; 'Aircraft X; cross Runway 34 Right; cross Runway 34 Center; taxi to the FBO.' My right-seat passenger reminded me of FAA Order JO 7110.65; and so I taxied to and held short of 34C; then contacted Tower again to verify that we were cleared to cross 34C. Tower confirmed; and we proceeded without further incident.I believe that the main factor contributing to this occurrence was the disruption to ATC's workflow caused by our need to taxi from the gate area to the GA area; an operation which probably almost never happens. Ground and tower controllers appeared not to be in clear communication with each other; resulting in the potential for a runway incursion.

Data retrieved from NASA's ASRS site 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.