Narrative:

After shooting the ILS runway 5 approach at buf, I landed on runway 5. While still on the runway tower cleared me to taxi to FBO on his frequency by making a left turn off at taxiway D and to hold short of runway 14, apparently. I proceeded as instructed. Inadvertently and not deliberately I entered runway 14 at taxiway Q. The pilot of the small transport (high wing, fixed wing, twin turboprop) who was on his takeoff roll rotated and climbed out over me (my position at that time was on runway 14). Right before I was able to see the small transport tower told me I was told to hold short. When he did, my position was already the runway. After the incident tower told me to continue, which I did. Corrective actions: at the time of the incident there was no time for me to take any. Human performance considerations: although I was properly rested before flight, continuous IFR operations at night, single pilot operations in a high demanding airplane west/O autoplt, just coming out of an ILS approach under IMC, do influence human performance. ATC issued my taxi clearance and holding instructions while I was still rolling out from my landing, where workload is high and where I could not copy these holding instructions on paper and in this case, slipped my mind, if given, because I cannot recall. (This, what I believe really caused the problem.) future prevention of similar incidents: mechanical by the installation of a traffic light system, similar as used at street intxns. A verification by ATC later on that the flight crew positively did receive instructions as important as these, especially when a long taxi is involved as in this situation. Not giving important instructions by ATC to the flight crew when the airplane is still engaged in landing and after landing operations.

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Original NASA ASRS Text

Title: REPORTER ACFT INADVERTENTLY TAXIED ONTO ACTIVE RWY AND INTO PATH OF DEPARTING TRAFFIC WHICH PASSED OVERHEAD.

Narrative: AFTER SHOOTING THE ILS RWY 5 APCH AT BUF, I LANDED ON RWY 5. WHILE STILL ON THE RWY TWR CLRED ME TO TAXI TO FBO ON HIS FREQ BY MAKING A LEFT TURN OFF AT TXWY D AND TO HOLD SHORT OF RWY 14, APPARENTLY. I PROCEEDED AS INSTRUCTED. INADVERTENTLY AND NOT DELIBERATELY I ENTERED RWY 14 AT TXWY Q. THE PLT OF THE SMT (HIGH WING, FIXED WING, TWIN TURBOPROP) WHO WAS ON HIS TKOF ROLL ROTATED AND CLBED OUT OVER ME (MY POS AT THAT TIME WAS ON RWY 14). RIGHT BEFORE I WAS ABLE TO SEE THE SMT TWR TOLD ME I WAS TOLD TO HOLD SHORT. WHEN HE DID, MY POS WAS ALREADY THE RWY. AFTER THE INCIDENT TWR TOLD ME TO CONTINUE, WHICH I DID. CORRECTIVE ACTIONS: AT THE TIME OF THE INCIDENT THERE WAS NO TIME FOR ME TO TAKE ANY. HUMAN PERFORMANCE CONSIDERATIONS: ALTHOUGH I WAS PROPERLY RESTED BEFORE FLT, CONTINUOUS IFR OPS AT NIGHT, SINGLE PLT OPS IN A HIGH DEMANDING AIRPLANE W/O AUTOPLT, JUST COMING OUT OF AN ILS APCH UNDER IMC, DO INFLUENCE HUMAN PERFORMANCE. ATC ISSUED MY TAXI CLRNC AND HOLDING INSTRUCTIONS WHILE I WAS STILL ROLLING OUT FROM MY LNDG, WHERE WORKLOAD IS HIGH AND WHERE I COULD NOT COPY THESE HOLDING INSTRUCTIONS ON PAPER AND IN THIS CASE, SLIPPED MY MIND, IF GIVEN, BECAUSE I CANNOT RECALL. (THIS, WHAT I BELIEVE REALLY CAUSED THE PROB.) FUTURE PREVENTION OF SIMILAR INCIDENTS: MECHANICAL BY THE INSTALLATION OF A TFC LIGHT SYS, SIMILAR AS USED AT STREET INTXNS. A VERIFICATION BY ATC LATER ON THAT THE FLT CREW POSITIVELY DID RECEIVE INSTRUCTIONS AS IMPORTANT AS THESE, ESPECIALLY WHEN A LONG TAXI IS INVOLVED AS IN THIS SITUATION. NOT GIVING IMPORTANT INSTRUCTIONS BY ATC TO THE FLT CREW WHEN THE AIRPLANE IS STILL ENGAGED IN LNDG AND AFTER LNDG OPS.

Data retrieved from NASA's ASRS site as of August 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.