Narrative:

[We had] landed at tpa; winds were 260@07; a quartering tailwind. We had requested runway 1R; and were denied due to noise abatement; and were issued 1L for landing. The following was our taxi instructions. Taxi via victor 5; victor; juliette and hold short of charlie.we were holding short of charlie for aircraft Y and aircraft Z to taxi by us on charlie. Landing traffic on 1R; which we assumed we were holding for; was a pilatus and then a slow-moving single engine cessna 182. We were headed east; holding short of charlie; and presumably 1R. We were in a definitive position to cross 1R; and only 1R. After approximately 4 minutes ground issued us instructions to cross runway 10 and hold short of 1R at sierra. When I read back instructions it was acceptable; however; we confused 10 with 1R; the runway directly in front of us; where we had been waiting for landing traffic. Physically; we were not in position to make a turn to even cross 10 due to turn limitations. We had been issued; looking back at it now; unorthodox instructions which did not make logical sense to us. Unorthodox in the sense that we were planning and had been set up to cross straight ahead; hence the wait there for all landing traffic to have that runway in use. I had written down the taxi clearances and asked twice to repeat the instructions because the verbiage was quick and was getting confusing.when we crossed runway 1R; both crew verbally and visually cleared the runway; which was vacant; and proceeded to stop at echo on the other side to make sure we were cleared to cross the inactive runway 10-28; and ground indicated we had crossed 'the wrong runway'. The controller did not say '[call sign]; stop.'we slowly and safely crossed the runway. He said I cleared you to cross runway 10. We understood this as cross runway 1R (both sound identical). At no time was there a dangerous or impending conflict of aircraft on the ground. We had even made note of the lahso in front of us; which was not a factor.there were a series of events that led up the confusing and what seemed like rapid instructions from ground controller.initially we planned for 1R in our FMS; the best runway for our operation; and were refused due to 'noise abatement'. Our progress would be delayed later by holding short of that runway for two other aircraft. They could land there; but we couldn't; where this scenario never would have taken place. We hope that noise requirements never take the place of operating aircraft safely.changing the FMS to reflect 1L; which also brought up concerns of the quartering tailwind; and if we had limitations due to our 10 knot limitation on that.after clearing 1L; and then trying to read back correctly instructions to hold short of runway 10 and 1R; the numbers and our position didn't make logical sense. 'Why would he send us the long way; or why would we cross here only to hold there'?the aircraft could not physically make the 'hard right turn at charlie; to cross runway 10.' could the controller not see we could not turn; pointing due east; and were subsequently in an errant position to cross runway 1R?taxing a jet aircraft; at unfamiliar airports; where the location of taxi signs cannot always be seen easily can be a difficult task sometimes. As we plan and execute our taxi instructions; and then the repetitive use of 10 and 1R; to be compounded with multiple hold shorts and crossings; can be easily confused. The most important aspect of this confusing situation is that both crew; visually and verbally made sure that the runway was clear. Both crew noted that the landing aircraft was clear of the runway; and both aircraft Y and aircraft Z were not on the runway or in any way inhibited by our crossing the runway or proceeding straight ahead in the direction we were facing. my asking the controller twice to repeat the instructions should also indicate there are elements that the crew are not comprehending in the taxi clearances. The supervisor later told me my read backs were acceptable; but obviously I was confused on the clearance and possibly on our way to a wrong turn.he also indicated the controller was busy; and we agree he was. Tpa was in the process of turning around the airport to a south operation; and the process was being hurried to depart aircraft and move them off the ground.we are a stage ii is-bao (international standard for business aircraft operations) certified crew; and even though [our] aircraft has the warning/caution system when approaching a runway; it does not know which runway you will cross. Pilots must maintain high awareness when approaching any runway. The most efficient; time saving route may not be the route cleared by ATC. The lesson learned here is to stop the aircraft; and query the controller on specific instructions. Then both pilots locate the route on the taxi chart; and when satisfied there this no doubt on routing proceed slowly to the ramp; or request a progressive taxi. And always visually clear runways prior to crossing; to include turning on additional lighting in low light situations.

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Original NASA ASRS Text

Title: Corporate pilot reported a runway incursion after receipt of confusing taxi instruction from ATC.

Narrative: [We had] landed at TPA; winds were 260@07; a quartering tailwind. We had requested runway 1R; and were denied due to noise abatement; and were issued 1L for landing. The following was our taxi instructions. Taxi via Victor 5; Victor; Juliette and hold short of Charlie.We were holding short of Charlie for Aircraft Y and Aircraft Z to taxi by us on Charlie. Landing traffic on 1R; which we assumed we were holding for; was a Pilatus and then a slow-moving single engine Cessna 182. We were headed east; holding short of Charlie; and presumably 1R. We were in a definitive position to cross 1R; and only 1R. After approximately 4 minutes ground issued us instructions to cross runway 10 and hold short of 1R at Sierra. When I read back instructions it was acceptable; however; we confused 10 with 1R; the runway directly in front of us; where we had been waiting for landing traffic. Physically; we were not in position to make a turn to even cross 10 due to turn limitations. We had been issued; looking back at it now; unorthodox instructions which did not make logical sense to us. Unorthodox in the sense that we were planning and had been set up to cross straight ahead; hence the wait there for all landing traffic to have that runway in use. I had written down the taxi clearances and asked twice to repeat the instructions because the verbiage was quick and was getting confusing.When we crossed runway 1R; both crew verbally and visually cleared the runway; which was vacant; and proceeded to stop at Echo on the other side to make sure we were cleared to cross the inactive runway 10-28; and ground indicated we had crossed 'the wrong runway'. The controller did not say '[call sign]; Stop.'We slowly and safely crossed the runway. He said I cleared you to cross runway 10. We understood this as cross runway 1R (Both sound identical). At no time was there a dangerous or impending conflict of aircraft on the ground. We had even made note of the LAHSO in front of us; which was not a factor.There were a series of events that led up the confusing and what seemed like rapid instructions from ground controller.Initially we planned for 1R in our FMS; the best runway for our operation; and were refused due to 'noise abatement'. Our progress would be delayed later by holding short of that runway for two other aircraft. They could land there; but we couldn't; where this scenario never would have taken place. We hope that noise requirements never take the place of operating aircraft safely.Changing the FMS to reflect 1L; which also brought up concerns of the quartering tailwind; and if we had limitations due to our 10 knot limitation on that.After clearing 1L; and then trying to read back correctly instructions to hold short of runway 10 and 1R; the numbers and our position didn't make logical sense. 'Why would he send us the long way; or why would we cross here only to hold there'?The aircraft could not physically make the 'hard right turn at Charlie; to cross runway 10.' Could the controller not see we could not turn; pointing due east; and were subsequently in an errant position to cross runway 1R?Taxing a jet aircraft; at unfamiliar airports; where the location of taxi signs cannot always be seen easily can be a difficult task sometimes. As we plan and execute our taxi instructions; and then the repetitive use of 10 and 1R; to be compounded with multiple hold shorts and crossings; can be easily confused. The most important aspect of this confusing situation is that both crew; visually and verbally made sure that the runway was clear. Both crew noted that the landing aircraft was clear of the runway; and both Aircraft Y and Aircraft Z were not on the runway or in any way inhibited by our crossing the runway or proceeding straight ahead in the direction we were facing. My asking the controller twice to repeat the instructions should also indicate there are elements that the crew are not comprehending in the taxi clearances. The supervisor later told me my read backs were acceptable; but obviously I was confused on the clearance and possibly on our way to a wrong turn.He also indicated the controller was busy; and we agree he was. TPA was in the process of turning around the airport to a south operation; and the process was being hurried to depart aircraft and move them off the ground.We are a Stage II IS-BAO (International Standard for Business Aircraft Operations) certified crew; and even though [our] aircraft has the warning/caution system when approaching a runway; it does not know which runway you will cross. Pilots must maintain high awareness when approaching any runway. The most efficient; time saving route may not be the route cleared by ATC. The lesson learned here is to stop the aircraft; and query the controller on specific instructions. Then both pilots locate the route on the taxi chart; and when satisfied there this no doubt on routing proceed slowly to the ramp; or request a progressive taxi. And always visually clear runways prior to crossing; to include turning on additional lighting in low light situations.

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.