Narrative:

I got my clearance for uca, and called for clearance to taxi. As soon as I had the engines running my clearance was to taxi to runway 34 at bgm (southeast diagram on reverse side). In my haste to stay on schedule, I proceeded out to runway 28 and inadvertently passed the hold short line for runway 34. I was the only one moving at the airport, and no one, to my knowledge, was on any approach at bgm. The ground controller who was working both ground and tower frequencys, told me to continue across runway 34, and I departed runway 28 for uca. If I was paying more attention to my responsibilities in the cockpit and worried less about the schedule, I am convinced this occurrence would not have happened. Being a new captain (140 hours PIC) has many responsibilities. I now see that a schedule, although it is important, it not anywhere near as important than the safety of the passengers not only in my plane, but anyone else who may be around airplanes. This is a one time event, and will not be repeated. Supplemental information from acn 204133. To prevent a recurrence pilots must be on the alert to conditions that induce relaxation of policies, procedures, and general awareness of operation being conducted. This event possessed just such conditions - last leg of day, empty airplane, quiet, empty airport, a time when pilots must make an extra effort to remain alert, and to conduct operation with the same attention to detail as they would during the first flight of the day.

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Original NASA ASRS Text

Title: COMMUTER ON LAST FLT OF DAY PASSES HOLD LINE, STOPS BEYOND BUT ON RWY.

Narrative: I GOT MY CLRNC FOR UCA, AND CALLED FOR CLRNC TO TAXI. AS SOON AS I HAD THE ENGS RUNNING MY CLRNC WAS TO TAXI TO RWY 34 AT BGM (SE DIAGRAM ON REVERSE SIDE). IN MY HASTE TO STAY ON SCHEDULE, I PROCEEDED OUT TO RWY 28 AND INADVERTENTLY PASSED THE HOLD SHORT LINE FOR RWY 34. I WAS THE ONLY ONE MOVING AT THE ARPT, AND NO ONE, TO MY KNOWLEDGE, WAS ON ANY APCH AT BGM. THE GND CTLR WHO WAS WORKING BOTH GND AND TWR FREQS, TOLD ME TO CONTINUE ACROSS RWY 34, AND I DEPARTED RWY 28 FOR UCA. IF I WAS PAYING MORE ATTN TO MY RESPONSIBILITIES IN THE COCKPIT AND WORRIED LESS ABOUT THE SCHEDULE, I AM CONVINCED THIS OCCURRENCE WOULD NOT HAVE HAPPENED. BEING A NEW CAPT (140 HRS PIC) HAS MANY RESPONSIBILITIES. I NOW SEE THAT A SCHEDULE, ALTHOUGH IT IS IMPORTANT, IT NOT ANYWHERE NEAR AS IMPORTANT THAN THE SAFETY OF THE PAXS NOT ONLY IN MY PLANE, BUT ANYONE ELSE WHO MAY BE AROUND AIRPLANES. THIS IS A ONE TIME EVENT, AND WILL NOT BE REPEATED. SUPPLEMENTAL INFO FROM ACN 204133. TO PREVENT A RECURRENCE PLTS MUST BE ON THE ALERT TO CONDITIONS THAT INDUCE RELAXATION OF POLICIES, PROCS, AND GENERAL AWARENESS OF OP BEING CONDUCTED. THIS EVENT POSSESSED JUST SUCH CONDITIONS - LAST LEG OF DAY, EMPTY AIRPLANE, QUIET, EMPTY ARPT, A TIME WHEN PLTS MUST MAKE AN EXTRA EFFORT TO REMAIN ALERT, AND TO CONDUCT OP WITH THE SAME ATTN TO DETAIL AS THEY WOULD DURING THE FIRST FLT OF THE DAY.

Data retrieved from NASA's ASRS site as of July 2007 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.