Narrative:

After being cleared along the arrival into hnl airport; my aircraft; was cleared to land initially on per the published procedure. As the tower became aware of another aircraft's intent to land; a PA28; permission was also granted for this aircraft to land at hnl. To make traffic flow more smoothly; the controller amended my clearance from the right runway to now land on the left runway. The tower controller then cleared the PA28 to land on the right runway.with me now landing on the left; there was no confusion about the simultaneous parallel runway operations that were to then be taking place. With that situational awareness; I initiated a transmission to the tower controller; '[call sign] understands other traffic will now be landing. Right; we will be landing left.' knowing this situation in advance; I was cognizant that a runway hold-short/cross instruction would likely be necessary after landing given that the parking ramp was located on the other side of the runway.as my suspicions were confirmed; the tower controller exercised a command for my flight to 'exit runway via echo and hold short for landing traffic'. Acknowledging this instruction; I replied with the appropriate read-back and complied by stopping the aircraft short of the first hold line on the taxiway. After being given permission to proceed by crossing the right runway the controller advised that he believed I had actually crossed the hold short line and that it was the first line I should have held at.the subsequent PA28 landing was then instructed to initiate a side step maneuver and land the left runway to prevent a possible runway incursion. Despite being told that I crossed the hold short line; the indications on the pavement clearly indicated the first hold short line was the correct holding position by the white lettering on a solid red background which I had; indeed; held at by completing a full stop before the line.from the pilots perception; an unnecessary hazard was created by possibly confusing the inbound piper pilot to sidestep. With the two hold short lines being positioned so close together as to notify pilots of both runway entries; I believe it may have appeared from the controller's perspective that my aircraft was positioned; in such a way; so that it looked as if I had crossed the holding position without actually doing so. Given the context that I; the PIC of [my aircraft]; notified tower on two occasions of our awareness of the inbound parallel traffic and further confirmation of the holding instructions; the misconstrued position of my aircraft being located over the hold-short line was not indeed true but nevertheless created an undue hazard by the tower controller then executing a last minute change to another aircraft on final approach.to prevent such future incidents; it is the pilots recommendation that the holding positions be separated in such a way so that both; one; the tower controller can avoid confusing which hold-short position an aircraft is actually stopped at; and thereby issuing unnecessary further instructions to other aircraft. And two; so that pilots do not actually confuse the two holding positions by way of their proximity to one another. Whether these issues are created by the tower misconstruing the position of an aircraft relative to a holding line or the pilot confusing the two holding positions; both would benefit from better separation of these runway markings.it may also serve well to install runway cross alert lights; a tower notification system of aircraft crossing a holding position via a 'trip wire' type of alert systems; and also the controller providing a 'heads up' verbal instruction to notify inbound pilots prior to landing of possible close proximity holding instructions for the parallel runways. When exiting runways; particularly when they are positioned close together so that landing aircraft will not be clear of one active runway before entering another active runway; it may serve to the pilots benefit if they have this forward notice. This is especially true when considering pilots who may be unfamiliar with simultaneous parallel runway operations that are immediately next to one another.

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Original NASA ASRS Text

Title: C172 pilot reported being told by Tower that they had crossed a hold short line. The reporter does not believe he crossed the line.

Narrative: After being cleared along the arrival into HNL airport; my aircraft; was cleared to land initially on per the published procedure. As the Tower became aware of another aircraft's intent to land; a PA28; permission was also granted for this aircraft to land at HNL. To make traffic flow more smoothly; the controller amended my clearance from the right runway to now land on the left runway. The Tower controller then cleared the PA28 to land on the right runway.With me now landing on the left; there was no confusion about the simultaneous parallel runway operations that were to then be taking place. With that situational awareness; I initiated a transmission to the tower controller; '[call sign] understands other traffic will now be landing. Right; we will be landing Left.' Knowing this situation in advance; I was cognizant that a runway hold-short/cross instruction would likely be necessary after landing given that the parking ramp was located on the other side of the runway.As my suspicions were confirmed; the tower controller exercised a command for my flight to 'exit runway via echo and hold short for landing traffic'. Acknowledging this instruction; I replied with the appropriate read-back and complied by stopping the aircraft short of the first hold line on the taxiway. After being given permission to proceed by crossing the right runway the controller advised that he believed I had actually crossed the hold short line and that it was the first line I should have held at.The subsequent PA28 landing was then instructed to initiate a side step maneuver and land the left runway to prevent a possible runway incursion. Despite being told that I crossed the hold short line; the indications on the pavement clearly indicated the first hold short line was the correct holding position by the white lettering on a solid red background which I had; indeed; held at by completing a full stop before the line.From the Pilots perception; an unnecessary hazard was created by possibly confusing the inbound piper pilot to sidestep. With the two hold short lines being positioned so close together as to notify pilots of both runway entries; I believe it may have appeared from the controller's perspective that my aircraft was positioned; in such a way; so that it looked as if I had crossed the holding position without actually doing so. Given the context that I; the PIC of [my aircraft]; notified tower on two occasions of our awareness of the inbound parallel traffic and further confirmation of the holding instructions; the misconstrued position of my aircraft being located over the hold-short line was not indeed true but nevertheless created an undue hazard by the tower controller then executing a last minute change to another aircraft on final approach.To prevent such future incidents; it is the pilots recommendation that the holding positions be separated in such a way so that both; one; The tower controller can avoid confusing which hold-short position an aircraft is actually stopped at; and thereby issuing unnecessary further instructions to other aircraft. And two; so that pilots do not actually confuse the two holding positions by way of their proximity to one another. Whether these issues are created by the tower misconstruing the position of an aircraft relative to a holding line or the pilot confusing the two holding positions; both would benefit from better separation of these runway markings.It may also serve well to install runway cross alert lights; a tower notification system of aircraft crossing a holding position via a 'trip wire' type of alert systems; and also the controller providing a 'heads up' verbal instruction to notify inbound pilots prior to landing of possible close proximity holding instructions for the parallel runways. When exiting runways; particularly when they are positioned close together so that landing aircraft will not be clear of one active runway before entering another active runway; it may serve to the pilots benefit if they have this forward notice. This is especially true when considering pilots who may be unfamiliar with simultaneous parallel runway operations that are immediately next to one another.

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.