Narrative:

What really caused problem was lack of attention by ground control to taxiing aircraft. If I made the alleged takeoff on taxiway alpha serving runway 17L, it was due to the absence of proper sequential taxiing instructions from ground control. To be informed of an alleged takeoff some approximately 14 days later by phone call seems unusual. I do not believe I was informed at the time of action. I believe ground control, tower and departure control were all the same voice. For safety evaluation, based on my memory and ground control radio instruction to pilots, I was the only aircraft active on the ground in the airport environment. I do care to help ground control clarify instructions to taxiing pilots, for my own safety and others. I should have been stopped via ground radar observation or visual observation when any improper turn was made. It would help me with my see and avoid responsibility. Ground control was notified with adis alert said the runway area was under construction with a 1000 ft displaced threshold. Ground control said I had 2600 ft of runway, which I checked as sufficient with ambient temperature of 85 degree F. It is not uncommon for civilian aircraft to takeoff and land on grass or txwys when there is runway construction, or construction in the area. Taxiway takeoff and landing have been occurring in boulder and longmont the last 3 yrs. Specifically, my cleared for takeoff instructions did not include crossing a taxiway and at an identified intersection with number or letter (at echo, etc), or with some other ground position identify, which could easily have been absent due to construction. I am not aware of any FAA regulation that requires a pilot to keep a logbook. I was not carrying any passenger in lincoln, and on a VFR flight. Via ground control instructions, I, as pilot, was doing run-up on an off ramp and cleared from the point of run-up to takeoff, with 2600 ft of runway, which did not help me clarify my ground position. In the control cabin I had the minimum (textural) NOAA airport diagram. There were no runway sign location identify markers. I would be glad to be helpful with your investigation and meet with an FAA inspector in our area. If remedial action is deemed necessary, after full investigation of culpability, additional education should be no problem. I will need particulars.

Related reports:

Google
 

Original NASA ASRS Text

Title: PLT OF A SMA SEL MAKES INADVERTENT TKOF ON TXWY.

Narrative: WHAT REALLY CAUSED PROB WAS LACK OF ATTN BY GND CTL TO TAXIING ACFT. IF I MADE THE ALLEGED TKOF ON TXWY ALPHA SERVING RWY 17L, IT WAS DUE TO THE ABSENCE OF PROPER SEQUENTIAL TAXIING INSTRUCTIONS FROM GND CTL. TO BE INFORMED OF AN ALLEGED TKOF SOME APPROX 14 DAYS LATER BY PHONE CALL SEEMS UNUSUAL. I DO NOT BELIEVE I WAS INFORMED AT THE TIME OF ACTION. I BELIEVE GND CTL, TWR AND DEP CTL WERE ALL THE SAME VOICE. FOR SAFETY EVALUATION, BASED ON MY MEMORY AND GND CTL RADIO INSTRUCTION TO PLTS, I WAS THE ONLY ACFT ACTIVE ON THE GND IN THE ARPT ENVIRONMENT. I DO CARE TO HELP GND CTL CLARIFY INSTRUCTIONS TO TAXIING PLTS, FOR MY OWN SAFETY AND OTHERS. I SHOULD HAVE BEEN STOPPED VIA GND RADAR OBSERVATION OR VISUAL OBSERVATION WHEN ANY IMPROPER TURN WAS MADE. IT WOULD HELP ME WITH MY SEE AND AVOID RESPONSIBILITY. GND CTL WAS NOTIFIED WITH ADIS ALERT SAID THE RWY AREA WAS UNDER CONSTRUCTION WITH A 1000 FT DISPLACED THRESHOLD. GND CTL SAID I HAD 2600 FT OF RWY, WHICH I CHKED AS SUFFICIENT WITH AMBIENT TEMP OF 85 DEG F. IT IS NOT UNCOMMON FOR CIVILIAN ACFT TO TKOF AND LAND ON GRASS OR TXWYS WHEN THERE IS RWY CONSTRUCTION, OR CONSTRUCTION IN THE AREA. TXWY TKOF AND LNDG HAVE BEEN OCCURRING IN BOULDER AND LONGMONT THE LAST 3 YRS. SPECIFICALLY, MY CLRED FOR TKOF INSTRUCTIONS DID NOT INCLUDE XING A TXWY AND AT AN IDENTIFIED INTXN WITH NUMBER OR LETTER (AT ECHO, ETC), OR WITH SOME OTHER GND POS IDENT, WHICH COULD EASILY HAVE BEEN ABSENT DUE TO CONSTRUCTION. I AM NOT AWARE OF ANY FAA REG THAT REQUIRES A PLT TO KEEP A LOGBOOK. I WAS NOT CARRYING ANY PAX IN LINCOLN, AND ON A VFR FLT. VIA GND CTL INSTRUCTIONS, I, AS PLT, WAS DOING RUN-UP ON AN OFF RAMP AND CLRED FROM THE POINT OF RUN-UP TO TKOF, WITH 2600 FT OF RWY, WHICH DID NOT HELP ME CLARIFY MY GND POS. IN THE CTL CABIN I HAD THE MINIMUM (TEXTURAL) NOAA ARPT DIAGRAM. THERE WERE NO RWY SIGN LOCATION IDENT MARKERS. I WOULD BE GLAD TO BE HELPFUL WITH YOUR INVESTIGATION AND MEET WITH AN FAA INSPECTOR IN OUR AREA. IF REMEDIAL ACTION IS DEEMED NECESSARY, AFTER FULL INVESTIGATION OF CULPABILITY, ADDITIONAL EDUCATION SHOULD BE NO PROB. I WILL NEED PARTICULARS.

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.