Narrative:

While taxiing in llbg we were issued the following taxi clearance; taxi to runway 08 via kilo hold short of foxtrot. The taxi chart did not appear to accurately reflect the physical layout of the post runway construction near the takeoff end of runway 30; so we asked for verification that taxiway F had a sign to identify it after we proceeded west bound on taxiway K. Ground confirmed that a sign marked F. We saw the sign and stopped to hold short of taxiway F on K. After stopping ground control directed us to hold our position; followed almost immediately with directions to move up to the hold short line. Llbg was landing runway 21 and we could see an aircraft on final and the runway 21 hold short line. Both I and the other crewmember interpreted the new clearance as to move forward to the runway hold short line short of runway 21. After moving forward approximately 60-100 ft; ground again told us to hold position; followed by a statement that we had passed the taxiway F hold short line by 60 meters. The next taxi clearance was to continue on taxiway K hold short of K4. K4 is not depicted on the chart; but did have a sign at the airport clearly marking its position. We were conducting single engine taxi and the beginning of the taxi instruction with respect to holding short taxiway F coincided with the beginning of starting the right engine and moving toward the runway hold short line. At no time was there conflict with landing or taxiing aircraft. There was absolutely a difference in expectation between what the controller expected base and his instructions and what we interpreted as being directed with respect to where to stop the aircraft in the vicinity of taxiway F while taxiing of K. Ground charts that completely and accurately label and depict taxiway and runway layout. Better clarity/standardization in controller to pilot communications and vice versa. I will be back in llbg soon and hope to see the exact area where the difference in expectation occurred and possibly even get the same taxi clearance. I did not have the benefit of being able to look behind the aircraft after the conflict was verbalized by ground control. If that occurs I will be in a better position to answer this question.

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Original NASA ASRS Text

Title: A crew taxiing on LLBG Taxiway K from Apron J could not identify several holding points and crossing taxiways resulting in a runway incursion. The Captain stated the commercial airport chart and pilot to controller communications were contributing factors.

Narrative: While taxiing in LLBG we were issued the following taxi clearance; taxi to Runway 08 via Kilo hold short of Foxtrot. The taxi chart did not appear to accurately reflect the physical layout of the post runway construction near the takeoff end of Runway 30; so we asked for verification that Taxiway F had a sign to identify it after we proceeded west bound on Taxiway K. Ground confirmed that a sign marked F. We saw the sign and stopped to hold short of Taxiway F on K. After stopping Ground Control directed us to hold our position; followed almost immediately with directions to move up to the hold short line. LLBG was landing Runway 21 and we could see an aircraft on final and the Runway 21 hold short line. Both I and the other crewmember interpreted the new clearance as to move forward to the runway hold short line short of Runway 21. After moving forward approximately 60-100 FT; Ground again told us to hold position; followed by a statement that we had passed the Taxiway F hold short line by 60 meters. The next taxi clearance was to continue on Taxiway K hold short of K4. K4 is not depicted on the chart; but did have a sign at the airport clearly marking its position. We were conducting single engine taxi and the beginning of the taxi instruction with respect to holding short Taxiway F coincided with the beginning of starting the right engine and moving toward the runway hold short line. At no time was there conflict with landing or taxiing aircraft. There was absolutely a difference in expectation between what the Controller expected base and his instructions and what we interpreted as being directed with respect to where to stop the aircraft in the vicinity of Taxiway F while taxiing of K. Ground charts that completely and accurately label and depict taxiway and runway layout. Better clarity/standardization in controller to pilot communications and vice versa. I will be back in LLBG soon and hope to see the exact area where the difference in expectation occurred and possibly even get the same taxi clearance. I did not have the benefit of being able to look behind the aircraft after the conflict was verbalized by Ground Control. If that occurs I will be in a better position to answer this question.

Data retrieved from NASA's ASRS site 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.