Narrative:

After landing on runway 25R I was taxing from the north side of runway 25R to the ramp on the south side. This required crossing runway 25R and runway 25L; both active runways. In a non-standard procedure ATC required a different frequency for ground and each runway being crossed. After being cleared by tower on frequency 120.2 to cross runway 25R at intersection A9 I was instructed to contact ground on 121.8 between runways 25R and 25L and hold at runway 25L at B9. During the taxi across runway 25R ground instructed me to cross runway 25R and monitor tower on frequency 118.4. I read back 'cleared to cross 25R; monitor tower 118.4'. There were no further instructions from ground. After changing to tower; 118.4; I checked to my left if runway 25L was clear and it was not!!! A low wing aircraft was on takeoff roll about to enter the area where I would cross the runway. I performed a hard stop just short of the hold short line. During this entire time neither tower nor ground controllers made any transmission to me. I stopped monitoring tower and told them of the mistake they had made. I was informed they didn't make a mistake but I did and they were filing a violation report. The attitude of the local controllers was unprofessional and not constructive. The ground controller accepted my read back without any correction and I proceeded as cleared and confirmed. I did not call the tower since I was instructed to only monitor the tower. This incident started with an improper spacing on approach by the runway 25R controller. There was a much slower aircraft on approach ahead of me. Tower instructed me to slow to minimum approach speed; which I did; so that the slower traffic could clear the runway. The aircraft ahead of me did not clear the runway on to the south taxiway adequately which caused tower to instruct me to turn right (north) off the runway. That in turn resulted in additional taxi time and more importantly two additional frequency changes. The controllers at dvt need significant additional training. Radio transmissions were not in accordance with the aim and the judgment exhibited by the tower controller was very poor in terms of aircraft spacing. The ground controller did not disagree with my read back of his instructions and created a dangerous situation. In addition the cumbersome; error prone constant frequency changing creates numerous opportunities for error. The only action that prevented a major accident was my independent confirmation of the runway being cleared.

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Original NASA ASRS Text

Title: An M20 pilot reported a near collision with an aircraft taking off on Runway 25L at DVT after receiving what he perceived as a clearance to cross Runway 25L at A9; although in actuality it was not.

Narrative: After landing on Runway 25R I was taxing from the north side of Runway 25R to the ramp on the south side. This required crossing Runway 25R and Runway 25L; both active runways. In a non-standard procedure ATC required a different frequency for Ground and each runway being crossed. After being cleared by Tower on frequency 120.2 to cross Runway 25R at Intersection A9 I was instructed to contact Ground on 121.8 between Runways 25R and 25L and hold at Runway 25L at B9. During the taxi across Runway 25R Ground instructed me to cross Runway 25R and monitor Tower on frequency 118.4. I read back 'Cleared to cross 25R; monitor Tower 118.4'. There were no further instructions from Ground. After changing to Tower; 118.4; I checked to my left if Runway 25L was clear AND IT WAS NOT!!! A low wing aircraft was on takeoff roll about to enter the area where I would cross the runway. I performed a hard stop just short of the hold short line. During this entire time neither Tower nor Ground Controllers made any transmission to me. I stopped monitoring Tower and told them of the mistake they had made. I was informed they didn't make a mistake but I did and they were filing a violation report. The attitude of the Local Controllers was unprofessional and not constructive. The Ground Controller accepted my read back without any correction and I proceeded as cleared and confirmed. I did not call the Tower since I was instructed to only monitor the Tower. This incident started with an improper spacing on approach by the Runway 25R Controller. There was a much slower aircraft on approach ahead of me. Tower instructed me to slow to minimum approach speed; which I did; so that the slower traffic could clear the runway. The aircraft ahead of me did not clear the runway on to the south taxiway adequately which caused Tower to instruct me to turn right (north) off the runway. That in turn resulted in additional taxi time and more importantly two additional frequency changes. The Controllers at DVT need significant additional training. Radio transmissions were not in accordance with the AIM and the judgment exhibited by the Tower Controller was very poor in terms of aircraft spacing. The Ground Controller did not disagree with my read back of his instructions and created a dangerous situation. In addition the cumbersome; error prone constant frequency changing creates numerous opportunities for error. The only action that prevented a major accident was my independent confirmation of the runway being cleared.

Data retrieved from NASA's ASRS site as of April 2012 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.