Narrative:

The los angeles coast approach control handed me off to the john wayne orange county airport tower. My position at this time was southwest of the airport with uci (university calif irvine) off my right wing. Upon contact with the tower I notified them that I was a specified number of miles, identified by the mileage noted on my LORAN, and southwest the tower instructed me to fly a 45 to the downwind over 'uci'. At that time I did not know what the initials stood for. Traffic with the tower was heavy and before I could break in and ask I was rapidly approaching the departure flight path of runway 19L. I turned the aircraft sharply before entering the departure flight path and proceeded on a downwind left base. The tower instructed me to turn base for runway 19R and I repeated 'cleared for 19R'. At the time I thought it odd that my flight path would cross through the landing traffic for 19L. At this time I heard the tower identify jet traffic on an 8 mi final for 19R. I noted that the LORAN indicated 2 NM from the end of the runway when the tower instructed me to turn final for 19R and I repeated 'cleared for 19R'. Just as I touched down the tower instructed me to turn off at the first exit which was just a few yds ahead of me. I replied that 'my brakes were not good enough to stop in that distance and exit the runway. The tower then instructed me to exit as quickly as possible because of the jet traffic on a short final. I exited the runway onto a highspeed turnoff and there was not any traffic on the taxiway. Rather than continue excessive braking to stop the aircraft before entering the taxiway, I continued west toward my destination on the airport. Upon reaching the FBO of my choice the ground control cleared me to contact the facility on 122.95. This was accomplished and I was notified that there was not any space available. I returned to ground and requested instructions to proceed to the nearest FBO with available space. My position at this time was within the boundaries of the FBO where I had just made an approximately 120 turn toward the taxiway. Ground gave me a couple of choices and I turned the aircraft slightly, while still in the FBO parking area, to pinpoint the location of the suggested space available areas. The controller became audibly excited and gave me instructions 'hold your position!' this was followed with instructions to call a telephone number which was later identified as the tower supervisor, mr 'a'. The telephone contact with mr 'a' identified 3 allegations of procedure in approach to the airport, landing on the wrong runway and not holding short of the taxiway after landing. During our brief conversation I pointed out the problem with lack of familiarity with the local area and the momentary confusion with the uci designation for turning '45 to the downwind'. Mr 'a' was adamant that I had landed on the wrong runway 19R. 3 times during my contact with the tower I repeated the runway '19R'. The most serious infraction that I committed was the entry to the taxiway without permission according to mr 'a'. As explained earlier my immediate concern was to exit the area as quickly as possible to allow other traffic to clear the runway behind me. There were 2 other qualified pilots on board listening to the xmissions from the tower during the approach. Each in turn commented that they would have complied with the tower in the same way that I did under the circumstances. The concern that I have in this is the obvious strain, tension, and pressure that was exhibited in the voices of the controllers, not only with me, but other traffic as well.

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Original NASA ASRS Text

Title: PLT OF LIGHT TWIN LNDG AT SANTA ANA HAS MISUNDERSTANDING WITH LCL CTLR, TAXIES WITHOUT AUTHORIZATION.

Narrative: THE LOS ANGELES COAST APCH CTL HANDED ME OFF TO THE JOHN WAYNE ORANGE COUNTY ARPT TWR. MY POSITION AT THIS TIME WAS SW OF THE ARPT WITH UCI (UNIVERSITY CALIF IRVINE) OFF MY RIGHT WING. UPON CONTACT WITH THE TWR I NOTIFIED THEM THAT I WAS A SPECIFIED NUMBER OF MILES, IDENTIFIED BY THE MILEAGE NOTED ON MY LORAN, AND SW THE TWR INSTRUCTED ME TO FLY A 45 TO THE DOWNWIND OVER 'UCI'. AT THAT TIME I DID NOT KNOW WHAT THE INITIALS STOOD FOR. TFC WITH THE TWR WAS HEAVY AND BEFORE I COULD BREAK IN AND ASK I WAS RAPIDLY APCHING THE DEP FLT PATH OF RWY 19L. I TURNED THE ACFT SHARPLY BEFORE ENTERING THE DEP FLT PATH AND PROCEEDED ON A DOWNWIND LEFT BASE. THE TWR INSTRUCTED ME TO TURN BASE FOR RWY 19R AND I REPEATED 'CLRED FOR 19R'. AT THE TIME I THOUGHT IT ODD THAT MY FLT PATH WOULD CROSS THROUGH THE LNDG TFC FOR 19L. AT THIS TIME I HEARD THE TWR IDENTIFY JET TFC ON AN 8 MI FINAL FOR 19R. I NOTED THAT THE LORAN INDICATED 2 NM FROM THE END OF THE RWY WHEN THE TWR INSTRUCTED ME TO TURN FINAL FOR 19R AND I REPEATED 'CLRED FOR 19R'. JUST AS I TOUCHED DOWN THE TWR INSTRUCTED ME TO TURN OFF AT THE FIRST EXIT WHICH WAS JUST A FEW YDS AHEAD OF ME. I REPLIED THAT 'MY BRAKES WERE NOT GOOD ENOUGH TO STOP IN THAT DISTANCE AND EXIT THE RWY. THE TWR THEN INSTRUCTED ME TO EXIT AS QUICKLY AS POSSIBLE BECAUSE OF THE JET TFC ON A SHORT FINAL. I EXITED THE RWY ONTO A HIGHSPEED TURNOFF AND THERE WAS NOT ANY TFC ON THE TXWY. RATHER THAN CONTINUE EXCESSIVE BRAKING TO STOP THE ACFT BEFORE ENTERING THE TXWY, I CONTINUED W TOWARD MY DEST ON THE ARPT. UPON REACHING THE FBO OF MY CHOICE THE GND CTL CLRED ME TO CONTACT THE FAC ON 122.95. THIS WAS ACCOMPLISHED AND I WAS NOTIFIED THAT THERE WAS NOT ANY SPACE AVAILABLE. I RETURNED TO GND AND REQUESTED INSTRUCTIONS TO PROCEED TO THE NEAREST FBO WITH AVAILABLE SPACE. MY POSITION AT THIS TIME WAS WITHIN THE BOUNDARIES OF THE FBO WHERE I HAD JUST MADE AN APPROX 120 TURN TOWARD THE TXWY. GND GAVE ME A COUPLE OF CHOICES AND I TURNED THE ACFT SLIGHTLY, WHILE STILL IN THE FBO PARKING AREA, TO PINPOINT THE LOCATION OF THE SUGGESTED SPACE AVAILABLE AREAS. THE CTLR BECAME AUDIBLY EXCITED AND GAVE ME INSTRUCTIONS 'HOLD YOUR POSITION!' THIS WAS FOLLOWED WITH INSTRUCTIONS TO CALL A TELEPHONE NUMBER WHICH WAS LATER IDENTIFIED AS THE TWR SUPVR, MR 'A'. THE TELEPHONE CONTACT WITH MR 'A' IDENTIFIED 3 ALLEGATIONS OF PROC IN APCH TO THE ARPT, LNDG ON THE WRONG RWY AND NOT HOLDING SHORT OF THE TXWY AFTER LNDG. DURING OUR BRIEF CONVERSATION I POINTED OUT THE PROBLEM WITH LACK OF FAMILIARITY WITH THE LOCAL AREA AND THE MOMENTARY CONFUSION WITH THE UCI DESIGNATION FOR TURNING '45 TO THE DOWNWIND'. MR 'A' WAS ADAMANT THAT I HAD LANDED ON THE WRONG RWY 19R. 3 TIMES DURING MY CONTACT WITH THE TWR I REPEATED THE RWY '19R'. THE MOST SERIOUS INFRACTION THAT I COMMITTED WAS THE ENTRY TO THE TXWY WITHOUT PERMISSION ACCORDING TO MR 'A'. AS EXPLAINED EARLIER MY IMMEDIATE CONCERN WAS TO EXIT THE AREA AS QUICKLY AS POSSIBLE TO ALLOW OTHER TFC TO CLEAR THE RWY BEHIND ME. THERE WERE 2 OTHER QUALIFIED PLTS ON BOARD LISTENING TO THE XMISSIONS FROM THE TWR DURING THE APCH. EACH IN TURN COMMENTED THAT THEY WOULD HAVE COMPLIED WITH THE TWR IN THE SAME WAY THAT I DID UNDER THE CIRCUMSTANCES. THE CONCERN THAT I HAVE IN THIS IS THE OBVIOUS STRAIN, TENSION, AND PRESSURE THAT WAS EXHIBITED IN THE VOICES OF THE CTLRS, NOT ONLY WITH ME, BUT OTHER TFC AS WELL.

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.