Narrative:

Upon departure and liftoff, we discovered our airspeed indicator was not working at all. We relayed this to tower, requested a return to land, were cleared and did so. After an inspection on the ramp of the pitot-tube and bleeding the pitot-static lines, we picked up a new clearance and taxied back to the active (runway 30) via delta, runway 5, bravo. After our engine runup, we asked ground control if it would be possible to do a high speed taxi to check the airspeed indicator before lifting off again. Ground was very helpful, and we hared a clearance to taxi back on bravo to runway 5, cross runway 30, and use the remainder of runway 5 for our requested high speed taxi. I do not recall whether I repeated the clearance or not. As I always generally file IFR and fly in the 'system', I try to make it a point to repeat all clrncs for safety and clarity sake. I might mention that we received these instructions after some discussion with ground control about where we could do the high speed taxi and how much length we would need. (The discussion was more like the ground controller thinking out loud about where we could do this. This may have led to some confusion). We proceeded to taxi down bravo to runway 5, turned right, xed 30 at which time the ground controller informed us that we had not been cleared to cross the active, runway 30. We said we thought we had been cleared, but if we hadn't, we apologized. West/O any further comment, the controller then proceeded to instruct us to taxi to foxtrot, then to alpha and use taxiway alpha northward to do our high speed taxi. The airspeed indicator was working at which time ground cleared us to the departure end of runway 30 via alpha then bravo. After being cleared, we lifted off and the rest of the flight was uneventful.

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Original NASA ASRS Text

Title: UNAUTH RWY CROSSING ENTRY.

Narrative: UPON DEP AND LIFTOFF, WE DISCOVERED OUR AIRSPD INDICATOR WAS NOT WORKING AT ALL. WE RELAYED THIS TO TWR, REQUESTED A RETURN TO LAND, WERE CLRED AND DID SO. AFTER AN INSPECTION ON THE RAMP OF THE PITOT-TUBE AND BLEEDING THE PITOT-STATIC LINES, WE PICKED UP A NEW CLRNC AND TAXIED BACK TO THE ACTIVE (RWY 30) VIA DELTA, RWY 5, BRAVO. AFTER OUR ENG RUNUP, WE ASKED GND CTL IF IT WOULD BE POSSIBLE TO DO A HIGH SPD TAXI TO CHK THE AIRSPD INDICATOR BEFORE LIFTING OFF AGAIN. GND WAS VERY HELPFUL, AND WE HARED A CLRNC TO TAXI BACK ON BRAVO TO RWY 5, CROSS RWY 30, AND USE THE REMAINDER OF RWY 5 FOR OUR REQUESTED HIGH SPD TAXI. I DO NOT RECALL WHETHER I REPEATED THE CLRNC OR NOT. AS I ALWAYS GENERALLY FILE IFR AND FLY IN THE 'SYS', I TRY TO MAKE IT A POINT TO REPEAT ALL CLRNCS FOR SAFETY AND CLARITY SAKE. I MIGHT MENTION THAT WE RECEIVED THESE INSTRUCTIONS AFTER SOME DISCUSSION WITH GND CTL ABOUT WHERE WE COULD DO THE HIGH SPD TAXI AND HOW MUCH LENGTH WE WOULD NEED. (THE DISCUSSION WAS MORE LIKE THE GND CTLR THINKING OUT LOUD ABOUT WHERE WE COULD DO THIS. THIS MAY HAVE LED TO SOME CONFUSION). WE PROCEEDED TO TAXI DOWN BRAVO TO RWY 5, TURNED R, XED 30 AT WHICH TIME THE GND CTLR INFORMED US THAT WE HAD NOT BEEN CLRED TO CROSS THE ACTIVE, RWY 30. WE SAID WE THOUGHT WE HAD BEEN CLRED, BUT IF WE HADN'T, WE APOLOGIZED. W/O ANY FURTHER COMMENT, THE CTLR THEN PROCEEDED TO INSTRUCT US TO TAXI TO FOXTROT, THEN TO ALPHA AND USE TXWY ALPHA NORTHWARD TO DO OUR HIGH SPD TAXI. THE AIRSPD INDICATOR WAS WORKING AT WHICH TIME GND CLRED US TO THE DEP END OF RWY 30 VIA ALPHA THEN BRAVO. AFTER BEING CLRED, WE LIFTED OFF AND THE REST OF THE FLT WAS UNEVENTFUL.

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