Narrative:

On 03/mon/02, I was acting as PIC of a flight from fxe to mynn. On reaching my destination and taxiing to the FBO executive flight support at approximately XA00 hours, I was ramp checked by 3 FAA inspectors and a bahamian inspector. They discovered a C02 cylinder, a welded, cracked, spinner on the left propeller and my expired medical which was expired by 18 days. The cylinder was a CO2 cylinder which to the USA to be hydro-statically tested and was being returned to the customer but also had some amount of C02 residual inside. At that moment I also tried to contact an FAA approved doctor in nassau, to do the medical but he was out of the office on that day. I asked the person who answered the telephone, if there was any grace period for the medical, who told me there may be 1 month. I tried to find a pilot to also fly back with me, found 1 person who would but at the last min canceled because of another flight he had to do. I then flew back to mia, departed mynn approximately XF30 hours. Arrived at mia approximately XG35 hours, cleared customs. I then got my clearance and taxied out to runway 9L at L1 intersection to depart to fxe. There was construction going on at L1 intersection towards the beginning of runway 9L threshold. I accidentally crossed the hold bar and stopped approximately 15-20 ft from the runway and taxiway intersection where the warning went off in the tower. At that moment an aircraft B727 was landing who filed a report of a near miss with mia tower and miami FAA fisdo. I made a 180 degree turn and repositioned myself behind the hold bar where I was later cleared for takeoff. I returned to my home base, parked the aircraft with no further incidents and called mia tower and gave a report myself. My whole day's incident was contributed by tremendous stress which was compounded by the ramp check. The flight was originally supposed to be done by another pilot who, because of an angry attitude problem, I had to fire and ended up doing the flight myself at the last moment. I would attend a hazmat course to learn more about what is hazmat and take more precautionary measures in the future. I also changed the spinner the following day. I did not know that a welded crack spinner was not airworthy. The main thing that I have learned about that entire day is that no pilot should fly when under tremendous stress due to the fact that his or her concentration will be affected. I would also plan to enroll in more FAA flight safety classes and seminars. I have already enrolled in the FAA pilot proficiency award program. I also renewed my medical the following day on 03/tue/02. In all the yrs that I have been flying I have never learned so much in 1 day. This has shown me that when PIC all my concentration is needed and do not take anything for granted.

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Original NASA ASRS Text

Title: RWY INCURSION AT MIA WHICH C402B PLT BLAMES ON TRAUMA INDUCED BY AN FAA RAMP CHK IMPOSED ON HIM AND ACFT AT NASSAU, BAHAMAS, MYNN, FO.

Narrative: ON 03/MON/02, I WAS ACTING AS PIC OF A FLT FROM FXE TO MYNN. ON REACHING MY DEST AND TAXIING TO THE FBO EXECUTIVE FLT SUPPORT AT APPROX XA00 HRS, I WAS RAMP CHKED BY 3 FAA INSPECTORS AND A BAHAMIAN INSPECTOR. THEY DISCOVERED A C02 CYLINDER, A WELDED, CRACKED, SPINNER ON THE L PROP AND MY EXPIRED MEDICAL WHICH WAS EXPIRED BY 18 DAYS. THE CYLINDER WAS A CO2 CYLINDER WHICH TO THE USA TO BE HYDRO-STATICALLY TESTED AND WAS BEING RETURNED TO THE CUSTOMER BUT ALSO HAD SOME AMOUNT OF C02 RESIDUAL INSIDE. AT THAT MOMENT I ALSO TRIED TO CONTACT AN FAA APPROVED DOCTOR IN NASSAU, TO DO THE MEDICAL BUT HE WAS OUT OF THE OFFICE ON THAT DAY. I ASKED THE PERSON WHO ANSWERED THE TELEPHONE, IF THERE WAS ANY GRACE PERIOD FOR THE MEDICAL, WHO TOLD ME THERE MAY BE 1 MONTH. I TRIED TO FIND A PLT TO ALSO FLY BACK WITH ME, FOUND 1 PERSON WHO WOULD BUT AT THE LAST MIN CANCELED BECAUSE OF ANOTHER FLT HE HAD TO DO. I THEN FLEW BACK TO MIA, DEPARTED MYNN APPROX XF30 HRS. ARRIVED AT MIA APPROX XG35 HRS, CLRED CUSTOMS. I THEN GOT MY CLRNC AND TAXIED OUT TO RWY 9L AT L1 INTXN TO DEPART TO FXE. THERE WAS CONSTRUCTION GOING ON AT L1 INTXN TOWARDS THE BEGINNING OF RWY 9L THRESHOLD. I ACCIDENTALLY CROSSED THE HOLD BAR AND STOPPED APPROX 15-20 FT FROM THE RWY AND TXWY INTXN WHERE THE WARNING WENT OFF IN THE TWR. AT THAT MOMENT AN ACFT B727 WAS LNDG WHO FILED A RPT OF A NEAR MISS WITH MIA TWR AND MIAMI FAA FISDO. I MADE A 180 DEG TURN AND REPOSITIONED MYSELF BEHIND THE HOLD BAR WHERE I WAS LATER CLRED FOR TKOF. I RETURNED TO MY HOME BASE, PARKED THE ACFT WITH NO FURTHER INCIDENTS AND CALLED MIA TWR AND GAVE A RPT MYSELF. MY WHOLE DAY'S INCIDENT WAS CONTRIBUTED BY TREMENDOUS STRESS WHICH WAS COMPOUNDED BY THE RAMP CHK. THE FLT WAS ORIGINALLY SUPPOSED TO BE DONE BY ANOTHER PLT WHO, BECAUSE OF AN ANGRY ATTITUDE PROB, I HAD TO FIRE AND ENDED UP DOING THE FLT MYSELF AT THE LAST MOMENT. I WOULD ATTEND A HAZMAT COURSE TO LEARN MORE ABOUT WHAT IS HAZMAT AND TAKE MORE PRECAUTIONARY MEASURES IN THE FUTURE. I ALSO CHANGED THE SPINNER THE FOLLOWING DAY. I DID NOT KNOW THAT A WELDED CRACK SPINNER WAS NOT AIRWORTHY. THE MAIN THING THAT I HAVE LEARNED ABOUT THAT ENTIRE DAY IS THAT NO PLT SHOULD FLY WHEN UNDER TREMENDOUS STRESS DUE TO THE FACT THAT HIS OR HER CONCENTRATION WILL BE AFFECTED. I WOULD ALSO PLAN TO ENROLL IN MORE FAA FLT SAFETY CLASSES AND SEMINARS. I HAVE ALREADY ENROLLED IN THE FAA PLT PROFICIENCY AWARD PROGRAM. I ALSO RENEWED MY MEDICAL THE FOLLOWING DAY ON 03/TUE/02. IN ALL THE YRS THAT I HAVE BEEN FLYING I HAVE NEVER LEARNED SO MUCH IN 1 DAY. THIS HAS SHOWN ME THAT WHEN PIC ALL MY CONCENTRATION IS NEEDED AND DO NOT TAKE ANYTHING FOR GRANTED.

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.