Narrative:

On arrival at the airport; our aircraft [was] not in ready position as requested. Were told by line personnel prop planes often moved to make way for jets. Fog not in forecast; delayed VFR departure to make appointment. When conditions became VFR; we thought we could depart VFR and started engines and requested taxi clearance. Ground said airport still IFR. Requested IFR clearance to VFR on top and were advised they were unable to request IFR clearance. Ground said I could call unicom on 122.95 or 'our company' to request IFR. Shut down engines and called FSS on cell phone from airplane. After going through their automated menu; the briefer said there was another number to call to file IFR. Called the second number and gave info and were told clearance should be printing out at dwh in a few seconds. Called ground on portable radio and were told clearance request was not done correctly.ground then advised airport about to go VFR and asked if we wanted to depart VFR. Started engines and did run-up on ramp. Requested taxi clearance and flight following with ground and were told to taxi to runway 17R via charlie. Requested directions and understood we were to go right past the falcon parked on the ramp. I do not recall hearing any hold short instructions. Proceeded perhaps 100' past the falcon and encountered an intersection and noted the sign on the left indicated we were on charlie. To our right was what appeared to be a closed taxiway with X's. Continued to taxi and turned right on what I thought was runway 17L being used as a taxiway. After taxiing about 300 feet on what turned out to be runway 17R; I was called by ground control and told to contact the tower; which I did. I exited the runway at taxiway alpha and stopped to await further instructions. The tower told us they were required to submit a possible pilot deviation and that I might receive a call from the FSDO. We were then cleared for takeoff and flew home.I allowed a series of frustrating events to affect my situational awareness. I have determined that when I become aware that events are affecting my judgement or performance; I will exit the airplane and take a break. And I will verify taxi instructions on the airport diagram before moving the airplane. If I am even the least bit uncertain of my clearance; I will call for progressive taxi instructions. I just completed the AOPA runway safety course and have changed my preflight routine to consider ground operations to be as important as those in the air. The signage at dwh is inadequate. There should also be mandatory hold short instructions in all taxi clearances for runway 17R at charlie.

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Original NASA ASRS Text

Title: GA pilot reported a runway incursion due to disorientation from confusing signage and markings at DWH.

Narrative: On arrival at the airport; our aircraft [was] not in ready position as requested. Were told by line personnel prop planes often moved to make way for jets. Fog not in forecast; delayed VFR departure to make appointment. When conditions became VFR; we thought we could depart VFR and started engines and requested taxi clearance. Ground said airport still IFR. Requested IFR clearance to VFR on top and were advised they were unable to request IFR clearance. Ground said I could call Unicom on 122.95 or 'our company' to request IFR. Shut down engines and called FSS on cell phone from airplane. After going through their automated menu; the Briefer said there was another number to call to file IFR. Called the second number and gave info and were told clearance should be printing out at DWH in a few seconds. Called Ground on portable radio and were told clearance request was not done correctly.Ground then advised airport about to go VFR and asked if we wanted to depart VFR. Started engines and did run-up on ramp. Requested taxi clearance and flight following with Ground and were told to taxi to Runway 17R via Charlie. Requested directions and understood we were to go right past the Falcon parked on the ramp. I do not recall hearing any hold short instructions. Proceeded perhaps 100' past the Falcon and encountered an intersection and noted the sign on the left indicated we were on Charlie. To our right was what appeared to be a closed taxiway with X's. Continued to taxi and turned right on what I thought was Runway 17L being used as a taxiway. After taxiing about 300 feet on what turned out to be Runway 17R; I was called by Ground Control and told to contact the Tower; which I did. I exited the runway at taxiway Alpha and stopped to await further instructions. The Tower told us they were required to submit a possible pilot deviation and that I might receive a call from the FSDO. We were then cleared for takeoff and flew home.I allowed a series of frustrating events to affect my situational awareness. I have determined that when I become aware that events are affecting my judgement or performance; I will exit the airplane and take a break. And I will verify taxi instructions on the airport diagram before moving the airplane. If I am even the least bit uncertain of my clearance; I will call for progressive taxi instructions. I just completed the AOPA Runway Safety course and have changed my preflight routine to consider ground operations to be as important as those in the air. The signage at DWH is inadequate. There should also be mandatory hold short instructions in all taxi clearances for Runway 17R at Charlie.

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.