Narrative:

The problem that arose occurred on a 6.2 hour IFR cross country from cmi-lse-jvl-cmi. The purpose of the cross country was for pilot training. The incident that occurred was a failure to identify the runway 36 hold line at jvl, when taxiing, which resulted in a runway incursion. This time the runway adjacent to runway 36, runway 31 was closed indefinitely and marked with cones. Included with this report is a diagram of the airport. When taxiing from the FBO this was the only runway that I was capable of identing and was not in view of runway 36. Runway 31 was on the left of the taxiway. Due to this my attention was diverted to the closed runway on the left, more specifically the markers in place to signify its closure. At the same time I was trying to figure out where runway 36 began and runway 31 started. Due to this diversion of attention and my unfamiliarity with the airport, I failed to acquire the hold line until after having passed it. I realized what had happened when I finally did acquire runway 36, and noticed that there was no line in front of me. Immediately upon discovering that the hold line had been passed I stopped the plane. This occurred near the start of the closed runway 31, but I had not crossed the runway edge of runway 36 yet. Not sure of what to do now, I debated doing a 180 degrees to go back to the hold line. Having decided that the incident had already been violated, I decided it would be in the best interests of myself and others to call tower. After calling tower they cleared me for takeoff, and noted that I was past the hold short line, and that this was a runway incursion. I felt the need to explain myself, but felt that it would be better to expedite my departure and not tie up the radio frequency. I apologized for the incident, repeated my clearance and took off. Thankfully the incident did not result in any inconvenience to any aircraft, since none were on final for the runway at the time and I was still well outside of the runway edge of runway 36 and its shoulder. No aircraft except myself was affected by the situation nor were any forced to go around or execute any emergency maneuvers. It is my opinion that the incident was a combination of factors. The paramount factor being that I was unfamiliar with the airport which resulted in a loss of positional awareness. Such was the unfamiliarity that I had requested a progressive taxi when I had landed earlier. Other factors include the closed runway and the proximity of the 2 runways. This led to an inability to actually tell where runway 36 differentiated itself from runway 31. These factors led me to divert my attention to the runways on the left rather then the taxiway in front.

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Original NASA ASRS Text

Title: RWY INCURSION BY A LOW TIME PVT PLT AT RWY 36, JVL, WI.

Narrative: THE PROB THAT AROSE OCCURRED ON A 6.2 HR IFR XCOUNTRY FROM CMI-LSE-JVL-CMI. THE PURPOSE OF THE XCOUNTRY WAS FOR PLT TRAINING. THE INCIDENT THAT OCCURRED WAS A FAILURE TO IDENT THE RWY 36 HOLD LINE AT JVL, WHEN TAXIING, WHICH RESULTED IN A RWY INCURSION. THIS TIME THE RWY ADJACENT TO RWY 36, RWY 31 WAS CLOSED INDEFINITELY AND MARKED WITH CONES. INCLUDED WITH THIS RPT IS A DIAGRAM OF THE ARPT. WHEN TAXIING FROM THE FBO THIS WAS THE ONLY RWY THAT I WAS CAPABLE OF IDENTING AND WAS NOT IN VIEW OF RWY 36. RWY 31 WAS ON THE L OF THE TXWY. DUE TO THIS MY ATTN WAS DIVERTED TO THE CLOSED RWY ON THE L, MORE SPECIFICALLY THE MARKERS IN PLACE TO SIGNIFY ITS CLOSURE. AT THE SAME TIME I WAS TRYING TO FIGURE OUT WHERE RWY 36 BEGAN AND RWY 31 STARTED. DUE TO THIS DIVERSION OF ATTN AND MY UNFAMILIARITY WITH THE ARPT, I FAILED TO ACQUIRE THE HOLD LINE UNTIL AFTER HAVING PASSED IT. I REALIZED WHAT HAD HAPPENED WHEN I FINALLY DID ACQUIRE RWY 36, AND NOTICED THAT THERE WAS NO LINE IN FRONT OF ME. IMMEDIATELY UPON DISCOVERING THAT THE HOLD LINE HAD BEEN PASSED I STOPPED THE PLANE. THIS OCCURRED NEAR THE START OF THE CLOSED RWY 31, BUT I HAD NOT CROSSED THE RWY EDGE OF RWY 36 YET. NOT SURE OF WHAT TO DO NOW, I DEBATED DOING A 180 DEGS TO GO BACK TO THE HOLD LINE. HAVING DECIDED THAT THE INCIDENT HAD ALREADY BEEN VIOLATED, I DECIDED IT WOULD BE IN THE BEST INTERESTS OF MYSELF AND OTHERS TO CALL TWR. AFTER CALLING TWR THEY CLRED ME FOR TKOF, AND NOTED THAT I WAS PAST THE HOLD SHORT LINE, AND THAT THIS WAS A RWY INCURSION. I FELT THE NEED TO EXPLAIN MYSELF, BUT FELT THAT IT WOULD BE BETTER TO EXPEDITE MY DEP AND NOT TIE UP THE RADIO FREQ. I APOLOGIZED FOR THE INCIDENT, REPEATED MY CLRNC AND TOOK OFF. THANKFULLY THE INCIDENT DID NOT RESULT IN ANY INCONVENIENCE TO ANY ACFT, SINCE NONE WERE ON FINAL FOR THE RWY AT THE TIME AND I WAS STILL WELL OUTSIDE OF THE RWY EDGE OF RWY 36 AND ITS SHOULDER. NO ACFT EXCEPT MYSELF WAS AFFECTED BY THE SIT NOR WERE ANY FORCED TO GO AROUND OR EXECUTE ANY EMER MANEUVERS. IT IS MY OPINION THAT THE INCIDENT WAS A COMBINATION OF FACTORS. THE PARAMOUNT FACTOR BEING THAT I WAS UNFAMILIAR WITH THE ARPT WHICH RESULTED IN A LOSS OF POSITIONAL AWARENESS. SUCH WAS THE UNFAMILIARITY THAT I HAD REQUESTED A PROGRESSIVE TAXI WHEN I HAD LANDED EARLIER. OTHER FACTORS INCLUDE THE CLOSED RWY AND THE PROX OF THE 2 RWYS. THIS LED TO AN INABILITY TO ACTUALLY TELL WHERE RWY 36 DIFFERENTIATED ITSELF FROM RWY 31. THESE FACTORS LED ME TO DIVERT MY ATTN TO THE RWYS ON THE L RATHER THEN THE TXWY IN FRONT.

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.