Narrative:

Taxiing out at night from the FBO, I missed the turn from taxiway D to taxiway east for runway 9R. I held prior to the hold bars for runway 9R at taxiway E2. Even in daylight, the intxns around runways 31 and 9R are confusing for non local pilots, and at night they are very difficult. I believe there is a signage problem for taxiway east from taxiway D. In any case, I could see the hold line, and runway edge lights. I stopped and asked for a progressive taxi. I was instructed on the tower frequency to make the next right turn. I reported seeing a hold line and I suggested I needed to make a 180 degree turn. Make next right turn instruction was repeated. I then crossed the hold line and made the right turn onto runway 9R, the active runway. (Before progressing, I did a careful look for traffic and as we were on tower frequency for taxi I was reasonably certain no one was on approach.) the tower then realized I was on runway 9R, and instructed me to make the next right turn-back (taxiway E1) and back to taxiway east. While I was uneasy about progressing across the hold line, I followed instructions on the remote chance I was crossing the approach end of runway 31, although I had serious doubts. In addition, the hold line looked dull, as if it had been tarred over, and I thought a taxiway might have been moved. This occurred after a full day of flying (this was my 5TH of 5 legs, the first 4 being IFR), in complex airspace made more complex by an earlier tfr (expired 2 hours earlier) and WX issues. I'm reasonably certain that fatigue played a part in my not opting to argue further before complying with the tower. Complicating all this, a larger aircraft was trying to make a tight time off clearance (which they missed) and they were rushing. At XA00 the tower broadcasted an announcement that tmb tower was closed for the night, with no instructions for me to report the incursion (which after all was at the tower's progressive taxi instruction) or for the other craft trying to get a new clearance. Again, this was complicated by sigmets over central florida and WX west of tmb. A few mins after takeoff, miami approach called me in-flight, with WX and information about tmb. Miami approach was on a landline and couldn't respond as I talked with the other plane on the ground about the tower closing, the CTAF frequency, and mutual apologies for me delaying them by asking for a progressive and they for trying to make too tight a clearance time. I guess miami was working on their amended clearance and time off. Miami heard our confusion and thought I was still on the ground, but they did call me while I was climbing out on a runway heading for a VFR flight along the coast north to lna (well east of the storms) and we worked out flight following for the trip. While taxiing out, the primary flight display quit with error 2, which indicates I didn't come to a full stop when it requested me to do so. (The sequence is wait, ok to taxi, then stop while I calibrate, then ok for flight.) it naturally wanted me to stop while on runway 9R during the incursion. The result was that I needed to hold short runway 9R #1 for takeoff, holding up the other plane for 90 seconds while the pfd recalibrated. They were gracious and did explain they would have missed their time off anyway, and they accepted too tight a clearance. All in all, it was unsettling to have an incursion, followed by the tower closing while you are #1 for takeoff.

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Original NASA ASRS Text

Title: AN SR22 PLT BECAME CONFUSED WHILE TAXIING AND ASKED FOR PROGRESSIVE TAXI INSTRUCTIONS. INSTRUCTIONS ISSUED AND REPEATED BY GND CAUSED THE ACFT TO ENTER AN ACTIVE RWY.

Narrative: TAXIING OUT AT NIGHT FROM THE FBO, I MISSED THE TURN FROM TXWY D TO TXWY E FOR RWY 9R. I HELD PRIOR TO THE HOLD BARS FOR RWY 9R AT TXWY E2. EVEN IN DAYLIGHT, THE INTXNS AROUND RWYS 31 AND 9R ARE CONFUSING FOR NON LCL PLTS, AND AT NIGHT THEY ARE VERY DIFFICULT. I BELIEVE THERE IS A SIGNAGE PROB FOR TXWY E FROM TXWY D. IN ANY CASE, I COULD SEE THE HOLD LINE, AND RWY EDGE LIGHTS. I STOPPED AND ASKED FOR A PROGRESSIVE TAXI. I WAS INSTRUCTED ON THE TWR FREQ TO MAKE THE NEXT R TURN. I RPTED SEEING A HOLD LINE AND I SUGGESTED I NEEDED TO MAKE A 180 DEG TURN. MAKE NEXT R TURN INSTRUCTION WAS REPEATED. I THEN CROSSED THE HOLD LINE AND MADE THE R TURN ONTO RWY 9R, THE ACTIVE RWY. (BEFORE PROGRESSING, I DID A CAREFUL LOOK FOR TFC AND AS WE WERE ON TWR FREQ FOR TAXI I WAS REASONABLY CERTAIN NO ONE WAS ON APCH.) THE TWR THEN REALIZED I WAS ON RWY 9R, AND INSTRUCTED ME TO MAKE THE NEXT R TURN-BACK (TXWY E1) AND BACK TO TXWY E. WHILE I WAS UNEASY ABOUT PROGRESSING ACROSS THE HOLD LINE, I FOLLOWED INSTRUCTIONS ON THE REMOTE CHANCE I WAS XING THE APCH END OF RWY 31, ALTHOUGH I HAD SERIOUS DOUBTS. IN ADDITION, THE HOLD LINE LOOKED DULL, AS IF IT HAD BEEN TARRED OVER, AND I THOUGHT A TXWY MIGHT HAVE BEEN MOVED. THIS OCCURRED AFTER A FULL DAY OF FLYING (THIS WAS MY 5TH OF 5 LEGS, THE FIRST 4 BEING IFR), IN COMPLEX AIRSPACE MADE MORE COMPLEX BY AN EARLIER TFR (EXPIRED 2 HRS EARLIER) AND WX ISSUES. I'M REASONABLY CERTAIN THAT FATIGUE PLAYED A PART IN MY NOT OPTING TO ARGUE FURTHER BEFORE COMPLYING WITH THE TWR. COMPLICATING ALL THIS, A LARGER ACFT WAS TRYING TO MAKE A TIGHT TIME OFF CLRNC (WHICH THEY MISSED) AND THEY WERE RUSHING. AT XA00 THE TWR BROADCASTED AN ANNOUNCEMENT THAT TMB TWR WAS CLOSED FOR THE NIGHT, WITH NO INSTRUCTIONS FOR ME TO RPT THE INCURSION (WHICH AFTER ALL WAS AT THE TWR'S PROGRESSIVE TAXI INSTRUCTION) OR FOR THE OTHER CRAFT TRYING TO GET A NEW CLRNC. AGAIN, THIS WAS COMPLICATED BY SIGMETS OVER CENTRAL FLORIDA AND WX W OF TMB. A FEW MINS AFTER TKOF, MIAMI APCH CALLED ME INFLT, WITH WX AND INFO ABOUT TMB. MIAMI APCH WAS ON A LANDLINE AND COULDN'T RESPOND AS I TALKED WITH THE OTHER PLANE ON THE GND ABOUT THE TWR CLOSING, THE CTAF FREQ, AND MUTUAL APOLOGIES FOR ME DELAYING THEM BY ASKING FOR A PROGRESSIVE AND THEY FOR TRYING TO MAKE TOO TIGHT A CLRNC TIME. I GUESS MIAMI WAS WORKING ON THEIR AMENDED CLRNC AND TIME OFF. MIAMI HEARD OUR CONFUSION AND THOUGHT I WAS STILL ON THE GND, BUT THEY DID CALL ME WHILE I WAS CLBING OUT ON A RWY HDG FOR A VFR FLT ALONG THE COAST N TO LNA (WELL E OF THE STORMS) AND WE WORKED OUT FLT FOLLOWING FOR THE TRIP. WHILE TAXIING OUT, THE PRIMARY FLT DISPLAY QUIT WITH ERROR 2, WHICH INDICATES I DIDN'T COME TO A FULL STOP WHEN IT REQUESTED ME TO DO SO. (THE SEQUENCE IS WAIT, OK TO TAXI, THEN STOP WHILE I CALIBRATE, THEN OK FOR FLT.) IT NATURALLY WANTED ME TO STOP WHILE ON RWY 9R DURING THE INCURSION. THE RESULT WAS THAT I NEEDED TO HOLD SHORT RWY 9R #1 FOR TKOF, HOLDING UP THE OTHER PLANE FOR 90 SECONDS WHILE THE PFD RECALIBRATED. THEY WERE GRACIOUS AND DID EXPLAIN THEY WOULD HAVE MISSED THEIR TIME OFF ANYWAY, AND THEY ACCEPTED TOO TIGHT A CLRNC. ALL IN ALL, IT WAS UNSETTLING TO HAVE AN INCURSION, FOLLOWED BY THE TWR CLOSING WHILE YOU ARE #1 FOR TKOF.

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.