Narrative:

Small transport X called ground control on frequency 121.9 and was instructed to taxi via the yellow line up to and hold at the departure end of runway 26L. There was already a high wing small aircraft holding at that point and shortly there was to be an airline regional light transport to arrive at the same place. As I monitored ground frequency I discovered that the individual (the lone individual) in the tower was broadcasting on ground, tower, and approach control frequencys simultaneously and was conducting an ASR approach for an mlt to runway 17. The winds reported on ATIS were 140 degrees at 26 KTS gusting to 31 KTS. Runway 17 was therefore most into the wind for lndgs and takeoffs with runway 8L & right being the next closest. The mlt Y, observing it from my cockpit was a good 5 mi out on final when I requested a departure on runway 8L and declared at that time that I was en route to a fire emergency. Ground control then gave me instructions to cross runway 8R to hold short of runway 8L via taxiway charlie. Mlt was a good 2 to 3 mi out on final and I didn't query the ground controller concerning the taxiway designations and since he didn't ask if I'd take an intersection departure I figured I was cleared to the takeoff end of runway 8L, which happened to be via taxiway bravo which crosses runway 17. I turned around the small aircraft and proceeded west on bravo until I reached a point approximately 20 to 30 ft onto the taxiway when the controller yelled for me to 'stop' and to hold my position. I did as I was instructed and noted that I was on an old hold- short line that had been painted over with black paint. At this time, I noted the mlt's position and it was high on the approach what looked like a mile final. The ground tower approach controller then issued a go around for mlt, which seemed totally unnecessary as I was not in a position that would have interfered with its safe landing if that was their intent. Needless to say it was my responsibility to have followed the instructions correctly or queried them, but his order to the mlt seemed only bent on expanding the incident to a higher plateau as if I had indeed infringed on the runway rendering that taxiway useless for landing traffic. My error was not being more familiar with the txwys and their designations via the alpha call signs. In addition, I feel that the controller was in an easy position to get 'too busy' as traffic fluctuated and the other traffic was penalized for it or because of this situation.

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Original NASA ASRS Text

Title: SMT X NON ADHERENCE TO ATC INSTRUCTIONS RWY INCURSION. PLTDEV.

Narrative: SMT X CALLED GND CTL ON FREQ 121.9 AND WAS INSTRUCTED TO TAXI VIA THE YELLOW LINE UP TO AND HOLD AT THE DEP END OF RWY 26L. THERE WAS ALREADY A HIGH WING SMA HOLDING AT THAT POINT AND SHORTLY THERE WAS TO BE AN AIRLINE REGIONAL LTT TO ARRIVE AT THE SAME PLACE. AS I MONITORED GND FREQ I DISCOVERED THAT THE INDIVIDUAL (THE LONE INDIVIDUAL) IN THE TWR WAS BROADCASTING ON GND, TWR, AND APCH CTL FREQS SIMULTANEOUSLY AND WAS CONDUCTING AN ASR APCH FOR AN MLT TO RWY 17. THE WINDS RPTED ON ATIS WERE 140 DEGS AT 26 KTS GUSTING TO 31 KTS. RWY 17 WAS THEREFORE MOST INTO THE WIND FOR LNDGS AND TKOFS WITH RWY 8L & R BEING THE NEXT CLOSEST. THE MLT Y, OBSERVING IT FROM MY COCKPIT WAS A GOOD 5 MI OUT ON FINAL WHEN I REQUESTED A DEP ON RWY 8L AND DECLARED AT THAT TIME THAT I WAS ENRTE TO A FIRE EMER. GND CTL THEN GAVE ME INSTRUCTIONS TO CROSS RWY 8R TO HOLD SHORT OF RWY 8L VIA TXWY CHARLIE. MLT WAS A GOOD 2 TO 3 MI OUT ON FINAL AND I DIDN'T QUERY THE GND CTLR CONCERNING THE TXWY DESIGNATIONS AND SINCE HE DIDN'T ASK IF I'D TAKE AN INTXN DEP I FIGURED I WAS CLRED TO THE TKOF END OF RWY 8L, WHICH HAPPENED TO BE VIA TXWY BRAVO WHICH CROSSES RWY 17. I TURNED AROUND THE SMA AND PROCEEDED W ON BRAVO UNTIL I REACHED A POINT APPROX 20 TO 30 FT ONTO THE TXWY WHEN THE CTLR YELLED FOR ME TO 'STOP' AND TO HOLD MY POS. I DID AS I WAS INSTRUCTED AND NOTED THAT I WAS ON AN OLD HOLD- SHORT LINE THAT HAD BEEN PAINTED OVER WITH BLACK PAINT. AT THIS TIME, I NOTED THE MLT'S POS AND IT WAS HIGH ON THE APCH WHAT LOOKED LIKE A MILE FINAL. THE GND TWR APCH CTLR THEN ISSUED A GAR FOR MLT, WHICH SEEMED TOTALLY UNNECESSARY AS I WAS NOT IN A POS THAT WOULD HAVE INTERFERED WITH ITS SAFE LNDG IF THAT WAS THEIR INTENT. NEEDLESS TO SAY IT WAS MY RESPONSIBILITY TO HAVE FOLLOWED THE INSTRUCTIONS CORRECTLY OR QUERIED THEM, BUT HIS ORDER TO THE MLT SEEMED ONLY BENT ON EXPANDING THE INCIDENT TO A HIGHER PLATEAU AS IF I HAD INDEED INFRINGED ON THE RWY RENDERING THAT TXWY USELESS FOR LNDG TFC. MY ERROR WAS NOT BEING MORE FAMILIAR WITH THE TXWYS AND THEIR DESIGNATIONS VIA THE ALPHA CALL SIGNS. IN ADDITION, I FEEL THAT THE CTLR WAS IN AN EASY POS TO GET 'TOO BUSY' AS TFC FLUCTUATED AND THE OTHER TFC WAS PENALIZED FOR IT OR BECAUSE OF THIS SIT.

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.