Narrative:

Taxied to incorrect runway while dealing with poor radio quality. Went to ZZZ to update databases in newly installed avionics and after recent completed annual. Had no intentions of flying and only slightly considered starting the engine to see that the engine monitor was working. Didn't want to go flying because: the winds were gusty; above my personal minimums. [The] new avionics were going to be a distraction as a single pilot. Didn't want to involve instructor to abide to social distancing. Recent flight time was low: have only had 1 hour of solo time in my aircraft. No hours in [a month] for avionics repair and annual. [I] had comms trouble before with a malfunctioning secondary edm (engine data management) - considered that perhaps comms interference was caused by bad edm.a young passenger was with me and was a distraction. Pulled the plane out of the hanger to get GPS signal. I wanted to also check if fuel flow information was being reported from the edm to the ifd (integrated flight deck) - that meant I needed to start the engine. So; on a whim decided that it would be good to run the airplane for a while and taxi around to break in new brakes and verify things are ok after the annual. And so it began -- I called ground on comm 1 and told my intentions to taxi up X; down Y; and then back up X to park again. In my head I expected to head east up X; cross [runway] xy. Then down Y.; cross [runway] xy; then back up X. I did not hear a response on comm 1. I called for a radio check 2 more times on comm 1. After barely hearing a response on comm 1 decided to try comm 2 - my head now boiling with frustration over the newly installed malfunctioning radio.I called ground on comm 2 and was able to get a clearance. I wrote down and repeated the clearance... Taxi to runway xy; via X; hold short X1. Note that this is opposite my expectations. Not realizing it; and grumbling about the radio failures; I proceeded east towards runway xy. This is the pilot deviation. I did not hear a call that was made that I was heading the wrong way; and an offer to either turn around; or cross. I heard another call that sounded like further taxi instructions; but I didn't understand what was being said; except that I should use X6. I turned onto X6 and stopped at the hold short line as I wasn't sure I was cleared to cross. The controller listed out some instructions; which I miss heard and asked that I would take it one step at a time. Next clearance I understood enough to cross the runway to Y6 down Y. There was more; but I just repeated that part I understood that got me down Y.when I got down to the run-up area on Y; near Y6; I stopped and called for further clearance to cross. I heard no responses. After listening to the recording at home; I heard the further clearance prior to my arrival to the run-up area; but actually did not hear responses to my calls. I made several calls; both on comm 1 and comm 2.at this point a little panic set in. How the heck was I going to get back across the runway without comms. Ok lost comms procedures; in the slight panic/frustration; did not even think about a checklist...I proceeded to squawk 7700; thinking I was squawking the lost comms code.I eventually got a hold of him on the tower frequency. I was cleared across and back to the hangar area. I made a few more radio checks on the way back; and things were still iffy - but I was done at this point. No one asked me to; but after putting the plane back in the hangar; I got the phone number to the tower from the FBO. I called; to hear what they thought happened; but the crew had changed out while I was hangaring the plane. The current controller said no big deal was made of it.it wasn't until I got home; where I re-read my clearance notes that I realized I had taxied the wrong way.contributing problems [included] a lack of currency/experience. Radio problems caused frustration and distractions. Stress. Dismissive: this will just bea simple taxi - I'm not flying. Corrective actions [would include to] consider that taxing can be just as complicated as being airborne. Imsafe applies to both on the ground or airborne.I - illness; nope.M - meds are good.south - stress - oh yeah I'm stressed. Covid shutdown; kids at home; work from home; couldn't fly for months because of bad avionics install. This is why I wasn't going to 'fly.' a - alcohol - zip.F - fatigue; well rested.east - emotions - did I mention stress; also dismissed that taxing could be just as challenging as flying.review lost comms procedures. I'm printing a label for the squawk codes to stick on my transponder. Pretty sure I don't remember the tower light signals; either. I called my instructor for ideas and he also suggested that I could have used my cell phone to call the tower (even though; at the time I didn't have the number.) really listen to clearances. They may not be what you are expecting. Before rolling; physically point to the direction of clearance; and verify with some outside evidence that it is the correct direction.

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Original NASA ASRS Text

Title: GA pilot reported experiencing a taxiway incursion citing multiple distractions and other human factors as contributing to the event.

Narrative: Taxied to incorrect runway while dealing with poor radio quality. Went to ZZZ to update databases in newly installed avionics and after recent completed annual. Had no intentions of flying and only slightly considered starting the engine to see that the engine monitor was working. Didn't want to go flying because: The winds were gusty; above my personal minimums. [The] new avionics were going to be a distraction as a single pilot. Didn't want to involve instructor to abide to social distancing. Recent flight time was low: have only had 1 hour of solo time in my aircraft. No hours in [a month] for avionics repair and annual. [I] had comms trouble before with a malfunctioning secondary EDM (Engine Data Management) - considered that perhaps comms interference was caused by bad EDM.A young passenger was with me and was a distraction. Pulled the plane out of the hanger to get GPS signal. I wanted to also check if fuel flow information was being reported from the EDM to the IFD (Integrated Flight Deck) - that meant I needed to start the engine. So; on a whim decided that it would be good to run the airplane for a while and taxi around to break in new brakes and verify things are ok after the annual. And so it began -- I called Ground on comm 1 and told my intentions to taxi up X; down Y; and then back up X to park again. In my head I expected to head east up X; cross [Runway] XY. Then down Y.; cross [Runway] XY; then back up X. I did not hear a response on comm 1. I called for a radio check 2 more times on comm 1. After barely hearing a response on comm 1 decided to try comm 2 - my head now boiling with frustration over the newly installed malfunctioning radio.I called Ground on comm 2 and was able to get a clearance. I wrote down and repeated the clearance... Taxi to Runway XY; via X; hold short X1. Note that this is opposite my expectations. Not realizing it; and grumbling about the radio failures; I proceeded east towards Runway XY. This is the pilot deviation. I did not hear a call that was made that I was heading the wrong way; and an offer to either turn around; or cross. I heard another call that sounded like further taxi instructions; but I didn't understand what was being said; except that I should use X6. I turned onto X6 and stopped at the hold short line as I wasn't sure I was cleared to cross. The Controller listed out some instructions; which I miss heard and asked that I would take it one step at a time. Next clearance I understood enough to cross the Runway to Y6 down Y. There was more; but I just repeated that part I understood that got me down Y.When I got down to the run-up area on Y; near Y6; I stopped and called for further clearance to cross. I heard no responses. After listening to the recording at home; I heard the further clearance prior to my arrival to the run-up area; but actually did not hear responses to my calls. I made several calls; both on comm 1 and comm 2.At this point a little panic set in. How the heck was I going to get back across the runway without comms. OK lost comms procedures; in the slight panic/frustration; did not even think about a checklist...I proceeded to squawk 7700; thinking I was squawking the lost comms code.I eventually got a hold of him on the Tower frequency. I was cleared across and back to the hangar area. I made a few more radio checks on the way back; and things were still iffy - but I was done at this point. No one asked me to; but after putting the plane back in the hangar; I got the phone number to the Tower from the FBO. I called; to hear what they thought happened; but the crew had changed out while I was hangaring the plane. The current Controller said no big deal was made of it.It wasn't until I got home; where I re-read my clearance notes that I realized I had taxied the wrong way.Contributing problems [included] a lack of currency/experience. Radio problems caused frustration and distractions. Stress. Dismissive: this will just bea simple taxi - I'm not flying. Corrective actions [would include to] consider that taxing can be just as complicated as being airborne. IMSAFE applies to both on the ground or airborne.I - illness; nope.M - meds are good.S - Stress - oh yeah I'm stressed. COVID shutdown; kids at home; work from home; couldn't fly for months because of bad avionics install. This is why I wasn't going to 'fly.' A - alcohol - zip.F - fatigue; well rested.E - emotions - did I mention stress; also dismissed that taxing could be just as challenging as flying.Review lost comms procedures. I'm printing a label for the squawk codes to stick on my transponder. Pretty sure I don't remember the Tower light signals; either. I called my instructor for ideas and he also suggested that I could have used my cell phone to call the Tower (even though; at the time I didn't have the number.) Really listen to clearances. They may not be what you are expecting. Before rolling; physically point to the direction of clearance; and verify with some outside evidence that it is the correct direction.

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.