Narrative:

During taxi to the active runway; the flying pilot inadvertently crossed a non-active runway contrary to the clearance issued by the ground controller. Upon realizing his mistake he immediately stopped on the holding side of the taxiway intersection clear of the runway and contacted ATC. The controller's reply was; 'oh; ok; just continue to taxi to runway 17.' she obviously was not monitoring our taxi; nor was she concerned about the incident. Contributing factors in the event were the unusual; lengthy clearance from ATC; failure of ATC to monitor our progress on our taxi; having a rear seat elderly passenger question the flying pilot (PIC) and non-flying pilot (me) about the headset and the intercom during the taxi; non-standard taxiway markings; and a quick change in who was to be the pilot-in-command prior to out taxi from the hangar. First factor: the taxi clearance for us to go from the south maintenance facility to the active runway on the other side of the airfield was unusual in having multiple stipulations; 'cross runway 27; hold short runway 23; continue taxi to runway 17;' when we were the only aircraft moving on the airport or in the traffic pattern. On my taxi to the maintenance facility after landing only moments [earlier]; I had requested a 'progressive taxi;' during which the controller seemed to be slightly behind in tracking my progress from the runway to the maintenance shop. At that time as well; I was the only aircraft moving on the airport or in the traffic pattern. Second factor: when the rear seat passenger started asking questions about a headset; I attempted to help him. As a non-flying pilot I figured this would be helpful to the flying pilot; although in hindsight all of us being on the same channel on the intercom would have been distracting to the flying pilot. Third factor: during the post-flight briefing; the flying pilot and I do not believe the taxiway paint markings meet the current standard as discussed during our recurrent training sessions or recent operational experience at other similar sized airports. Fourth factor: a quick change in who was the pilot-in-command for the flight. I had planned on flying this particular leg of the trip and filed the flight plan with me as the pilot-in-command. However; during the quick turn around when the flying pilot and his friend boarded the plane; we agreed he would be the pilot-in-command since he owns the same make/model airplane and has more experience in that make/model and his passenger friend would be more at ease with him at the controls instead of me at the controls as he had just met me as they boarded the plane.

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Original NASA ASRS Text

Title: Two BE35 pilots report a runway incursion at AZO during taxi to Runway 17 via Taxiway D to hold short of Runway 23; which is not complied with for a variety of reasons.

Narrative: During taxi to the active runway; the flying pilot inadvertently crossed a non-active runway contrary to the clearance issued by the Ground Controller. Upon realizing his mistake he immediately stopped on the holding side of the taxiway intersection clear of the runway and contacted ATC. The Controller's reply was; 'oh; ok; just continue to taxi to Runway 17.' She obviously was not monitoring our taxi; nor was she concerned about the incident. Contributing factors in the event were the unusual; lengthy clearance from ATC; failure of ATC to monitor our progress on our taxi; having a rear seat elderly passenger question the flying pilot (PIC) and non-flying pilot (me) about the headset and the intercom during the taxi; non-standard taxiway markings; and a quick change in who was to be the pilot-in-command prior to out taxi from the hangar. First factor: the taxi clearance for us to go from the south maintenance facility to the active runway on the other side of the airfield was unusual in having multiple stipulations; 'cross Runway 27; hold short Runway 23; continue taxi to Runway 17;' when we were the only aircraft moving on the airport or in the traffic pattern. On my taxi to the maintenance facility after landing only moments [earlier]; I had requested a 'progressive taxi;' during which the Controller seemed to be slightly behind in tracking my progress from the runway to the maintenance shop. At that time as well; I was the only aircraft moving on the airport or in the traffic pattern. Second factor: when the rear seat passenger started asking questions about a headset; I attempted to help him. As a non-flying pilot I figured this would be helpful to the flying pilot; although in hindsight all of us being on the same channel on the intercom would have been distracting to the flying pilot. Third factor: during the post-flight briefing; the flying pilot and I do not believe the taxiway paint markings meet the current standard as discussed during our recurrent training sessions or recent operational experience at other similar sized airports. Fourth factor: a quick change in who was the pilot-in-command for the flight. I had planned on flying this particular leg of the trip and filed the flight plan with me as the pilot-in-command. However; during the quick turn around when the flying pilot and his friend boarded the plane; we agreed he would be the pilot-in-command since he owns the same make/model airplane and has more experience in that make/model and his passenger friend would be more at ease with him at the controls instead of me at the controls as he had just met me as they boarded the plane.

Data retrieved from NASA's ASRS site as of July 2013 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.