Narrative:

After landing at bos and exiting runway 4L in a piper aztec (PA23-T250), I turned left on runway 33L and proceeded to the end, contrary the ground controller's clearance to turn right on runway 33L and proceed the end and turn left on taxiway left to the ramp. In the process, I crossed runways 4L, 4R and 9, all which were active runways. While preparing for the approach and landing to bos, I reviewed the airport diagram to determine the likely landing runway and FBO location. The document was sized for kneeboard and the words GA were not readable in the low lighting. The FBO printout from the internet indicated that it was on the south side of the field. In fact it was on the north side of the field. Upon landing and turning off of runway 4L at runway 15L as per the tower, the ground controller, cleared me to turn right on runway 33L to the end and left on taxiway left to the ramp. The clearance was read back and being unfamiliar with the field at night and having set in my mind that the FBO would be south demanding a left turn, I mistakenly turned left on runway 33L and proceed to the end, with the taxi light, strobes and navigation lights on. Although I began to question the understood clearance, I did not stop and ask for clarification. The ground frequency was very congested and I didn't want to be a burden to ATC. Not finding taxiway left at the end, I called the ground controller and he idented the deviation. I was cleared off of runway 33L at the south end and then handed to the tower for clearance back across the active runways to the FBO and asked to call the tower supervisor. This could have been prevented if I had asked for progressive taxi or called the clearance into question with the ground controller. My reluctance to do so can only be attributed to my desire to work smoothly with the controller and a false confidence that the FBO was in the mistaken direction of taxi. Ways to prevent this in the future are: always stop and ask when in doubt -- ask for progressive taxi no matter how busy the controller might be. Don't move unless I know exactly where I am and exactly where I am going. Have a secondary pilot to help when going into large unfamiliar fields. Have the ground controller monitor the first turn of a taxiing aircraft when visual or radar surveillance is available.

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Original NASA ASRS Text

Title: TRIPLE RWY INCURSIONS BY A PLT OF A PA23-T250 WHEN TURNING THE WRONG WAY ON THE CLRING RWY AT BOS, MA.

Narrative: AFTER LNDG AT BOS AND EXITING RWY 4L IN A PIPER AZTEC (PA23-T250), I TURNED L ON RWY 33L AND PROCEEDED TO THE END, CONTRARY THE GND CTLR'S CLRNC TO TURN R ON RWY 33L AND PROCEED THE END AND TURN L ON TXWY L TO THE RAMP. IN THE PROCESS, I CROSSED RWYS 4L, 4R AND 9, ALL WHICH WERE ACTIVE RWYS. WHILE PREPARING FOR THE APCH AND LNDG TO BOS, I REVIEWED THE ARPT DIAGRAM TO DETERMINE THE LIKELY LNDG RWY AND FBO LOCATION. THE DOCUMENT WAS SIZED FOR KNEEBOARD AND THE WORDS GA WERE NOT READABLE IN THE LOW LIGHTING. THE FBO PRINTOUT FROM THE INTERNET INDICATED THAT IT WAS ON THE S SIDE OF THE FIELD. IN FACT IT WAS ON THE N SIDE OF THE FIELD. UPON LNDG AND TURNING OFF OF RWY 4L AT RWY 15L AS PER THE TWR, THE GND CTLR, CLRED ME TO TURN R ON RWY 33L TO THE END AND L ON TXWY L TO THE RAMP. THE CLRNC WAS READ BACK AND BEING UNFAMILIAR WITH THE FIELD AT NIGHT AND HAVING SET IN MY MIND THAT THE FBO WOULD BE S DEMANDING A L TURN, I MISTAKENLY TURNED L ON RWY 33L AND PROCEED TO THE END, WITH THE TAXI LIGHT, STROBES AND NAV LIGHTS ON. ALTHOUGH I BEGAN TO QUESTION THE UNDERSTOOD CLRNC, I DID NOT STOP AND ASK FOR CLARIFICATION. THE GND FREQ WAS VERY CONGESTED AND I DIDN'T WANT TO BE A BURDEN TO ATC. NOT FINDING TXWY L AT THE END, I CALLED THE GND CTLR AND HE IDENTED THE DEV. I WAS CLRED OFF OF RWY 33L AT THE S END AND THEN HANDED TO THE TWR FOR CLRNC BACK ACROSS THE ACTIVE RWYS TO THE FBO AND ASKED TO CALL THE TWR SUPVR. THIS COULD HAVE BEEN PREVENTED IF I HAD ASKED FOR PROGRESSIVE TAXI OR CALLED THE CLRNC INTO QUESTION WITH THE GND CTLR. MY RELUCTANCE TO DO SO CAN ONLY BE ATTRIBUTED TO MY DESIRE TO WORK SMOOTHLY WITH THE CTLR AND A FALSE CONFIDENCE THAT THE FBO WAS IN THE MISTAKEN DIRECTION OF TAXI. WAYS TO PREVENT THIS IN THE FUTURE ARE: ALWAYS STOP AND ASK WHEN IN DOUBT -- ASK FOR PROGRESSIVE TAXI NO MATTER HOW BUSY THE CTLR MIGHT BE. DON'T MOVE UNLESS I KNOW EXACTLY WHERE I AM AND EXACTLY WHERE I AM GOING. HAVE A SECONDARY PLT TO HELP WHEN GOING INTO LARGE UNFAMILIAR FIELDS. HAVE THE GND CTLR MONITOR THE FIRST TURN OF A TAXIING ACFT WHEN VISUAL OR RADAR SURVEILLANCE IS AVAILABLE.

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.