Narrative:

I was ready to depart mob on an IMC flight plan. After run-up at the active runway threshold; I experienced a partial communications failure. I could receive; but could not transmit. After repeated attempts to reach both mob ground and tower; I began to troubleshoot my equipment to re-establish 2-WAY communications. During this time; 2 commercial aircraft arrived and were thus blocked behind me (there was no way for me to clear the taxiway) as I tried to contact either/both ground and tower staff. I then began to watch the tower for a light gun signal; but none was offered. During this entire time I was monitoring both ground and tower frequencys (there are 2 radios in the aircraft). I did receive occasional xmissions from ground to re-establish contact; but no instructions were provided. After several mins of trying to re-establish 2-WAY communications; I decided that I would need additional time and effort to try to repair my transmitter. As I was not receiving any instructions from either ground or tower (and still no light gun signals); I knew that I could not continue to hold the commercial traffic behind me on the taxiway. As such; and constantly monitoring both ground and tower communications; I decided; as PIC; to move my aircraft out of a blocking position so other aircraft could depart. Visibility was unlimited and skies were clear below 12000 ft. Monitoring both tower and ground; and visually monitoring the approach path for runway 14; I elected to proceed directly cross the runway to the continuation of the taxiway on which I was holding short. The time to cross was less than 10 seconds. During this time; there were no other aircraft in the approach pattern; nor were any xmissions received from any aircraft that were even in the vicinity of the airport. Immediately upon my clearing the taxiway; both commercial flts were cleared for takeoff. After re-establishing transmitting capabilities; I contacted ground who advised me to call the local TRACON. I provided my contact information; and was then cleared for departure. I completed the trip under the IFR flight plan with no further communications problems. In hindsight; there were several things that I could have attempted to potentially avoid crossing the active runway without clearance: 1) taxi off the paved surface to allow the other flts to leave. 2) continue to wait until receiving ground or tower instructions; leaving the commercial flts stranded behind me. 3) continue troubleshooting; but this would prevent me from possibly seeing light gun signals as my attention would be divided between inside and outside the aircraft. No incoming flts were affected; and no traffic was required to take any evasive action or was ever in even any remote danger of an near midair collision. Upon arrival at home base I had the airplane inspected. The problem was a short in the push-to-talk switch. It has been corrected.

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Original NASA ASRS Text

Title: C182 HAS LOST COM HOLDING SHORT FOR TKOF; VISUALLY CLRS APCH TO RWY; HAS A RWY INCURSION BY XING RWY TO CLR THE TXWY BEHIND HIM AND RE-ESTABLISHES COM.

Narrative: I WAS READY TO DEPART MOB ON AN IMC FLT PLAN. AFTER RUN-UP AT THE ACTIVE RWY THRESHOLD; I EXPERIENCED A PARTIAL COMS FAILURE. I COULD RECEIVE; BUT COULD NOT XMIT. AFTER REPEATED ATTEMPTS TO REACH BOTH MOB GND AND TWR; I BEGAN TO TROUBLESHOOT MY EQUIP TO RE-ESTABLISH 2-WAY COMS. DURING THIS TIME; 2 COMMERCIAL ACFT ARRIVED AND WERE THUS BLOCKED BEHIND ME (THERE WAS NO WAY FOR ME TO CLR THE TXWY) AS I TRIED TO CONTACT EITHER/BOTH GND AND TWR STAFF. I THEN BEGAN TO WATCH THE TWR FOR A LIGHT GUN SIGNAL; BUT NONE WAS OFFERED. DURING THIS ENTIRE TIME I WAS MONITORING BOTH GND AND TWR FREQS (THERE ARE 2 RADIOS IN THE ACFT). I DID RECEIVE OCCASIONAL XMISSIONS FROM GND TO RE-ESTABLISH CONTACT; BUT NO INSTRUCTIONS WERE PROVIDED. AFTER SEVERAL MINS OF TRYING TO RE-ESTABLISH 2-WAY COMS; I DECIDED THAT I WOULD NEED ADDITIONAL TIME AND EFFORT TO TRY TO REPAIR MY XMITTER. AS I WAS NOT RECEIVING ANY INSTRUCTIONS FROM EITHER GND OR TWR (AND STILL NO LIGHT GUN SIGNALS); I KNEW THAT I COULD NOT CONTINUE TO HOLD THE COMMERCIAL TFC BEHIND ME ON THE TXWY. AS SUCH; AND CONSTANTLY MONITORING BOTH GND AND TWR COMS; I DECIDED; AS PIC; TO MOVE MY ACFT OUT OF A BLOCKING POS SO OTHER ACFT COULD DEPART. VISIBILITY WAS UNLIMITED AND SKIES WERE CLR BELOW 12000 FT. MONITORING BOTH TWR AND GND; AND VISUALLY MONITORING THE APCH PATH FOR RWY 14; I ELECTED TO PROCEED DIRECTLY CROSS THE RWY TO THE CONTINUATION OF THE TXWY ON WHICH I WAS HOLDING SHORT. THE TIME TO CROSS WAS LESS THAN 10 SECONDS. DURING THIS TIME; THERE WERE NO OTHER ACFT IN THE APCH PATTERN; NOR WERE ANY XMISSIONS RECEIVED FROM ANY ACFT THAT WERE EVEN IN THE VICINITY OF THE ARPT. IMMEDIATELY UPON MY CLRING THE TXWY; BOTH COMMERCIAL FLTS WERE CLRED FOR TKOF. AFTER RE-ESTABLISHING XMITTING CAPABILITIES; I CONTACTED GND WHO ADVISED ME TO CALL THE LCL TRACON. I PROVIDED MY CONTACT INFO; AND WAS THEN CLRED FOR DEP. I COMPLETED THE TRIP UNDER THE IFR FLT PLAN WITH NO FURTHER COMS PROBS. IN HINDSIGHT; THERE WERE SEVERAL THINGS THAT I COULD HAVE ATTEMPTED TO POTENTIALLY AVOID XING THE ACTIVE RWY WITHOUT CLRNC: 1) TAXI OFF THE PAVED SURFACE TO ALLOW THE OTHER FLTS TO LEAVE. 2) CONTINUE TO WAIT UNTIL RECEIVING GND OR TWR INSTRUCTIONS; LEAVING THE COMMERCIAL FLTS STRANDED BEHIND ME. 3) CONTINUE TROUBLESHOOTING; BUT THIS WOULD PREVENT ME FROM POSSIBLY SEEING LIGHT GUN SIGNALS AS MY ATTN WOULD BE DIVIDED BTWN INSIDE AND OUTSIDE THE ACFT. NO INCOMING FLTS WERE AFFECTED; AND NO TFC WAS REQUIRED TO TAKE ANY EVASIVE ACTION OR WAS EVER IN EVEN ANY REMOTE DANGER OF AN NMAC. UPON ARR AT HOME BASE I HAD THE AIRPLANE INSPECTED. THE PROB WAS A SHORT IN THE PUSH-TO-TALK SWITCH. IT HAS BEEN CORRECTED.

Data retrieved from NASA's ASRS site as of January 2009 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.