GA pilot misunderstands clearance and has a runway incursion at lgb.

Attributes
ACN	570436
Time
Date	200301
Day	Wed
Local Time Of Day	0601 To 1200
Place
Locale Reference	airport : lgb.airport
State Reference	CA
Altitude	agl single value : 0
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Controlling Facilities	tower : lgb.tower
Operator	general aviation : personal
Make Model Name	Small Aircraft, High Wing, 1 Eng, Retractable Gear
Operating Under FAR Part	Part 91
Flight Phase	ground : taxi ground : takeoff roll
Flight Plan	VFR
Aircraft 2
Controlling Facilities	tower : lgb.tower
Make Model Name	Any Unknown or Unlisted Aircraft Manufacturer
Flight Phase	climbout : takeoff
Person 1
Affiliation	other
Function	flight crew : single pilot
Qualification	pilot : commercial pilot : instrument pilot : multi engine
Experience	flight time last 90 days : 40 flight time total : 8500 flight time type : 7000
ASRS Report	570436
Person 2
Function	observation : passenger
Events
Anomaly	conflict : ground less severe incursion : runway non adherence : far non adherence : clearance
Independent Detector	other controllerb
Resolutory Action	controller : issued alert
Consequence	faa : reviewed incident with flight crew
Supplementary
Problem Areas	Flight Crew Human Performance
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation

Narrative:

I taxied out from my hangar at long beach, ca. I had been cleared by ground control to runway 25R. After the run-up, I called the tower and was told, 'taxi into position and hold.' at the same time the tower cleared a jet to runway 30. These 2 runways intercept. I do not like to hold on the runway at any time. (This places me a position that I am unable to see the landing or on-coming traffic.) runways 30 and 25R intersect. I told the tower I did not want to hold on the runway and would hold in the run-up area. The tower agreed and followed with a statement to let them know when I was ready. The airport at long beach has a practice to give the jets preference over the GA piston aircraft regardless of the position in the call up cue. (I don't have a problem with this.) they also clear the jet for takeoff and as soon as the jet rotates they clear the piston aircraft for takeoff with the caution wake turbulence. (I do have a problem with this.) the 2 flight paths cross at about 400 ft in the air. This causes the smaller aircraft to either fly into the wake of the jet or slightly below which is just as bad. I always wait the 3-5 mins before I depart. After some time a light twin departed on runway 25R and an aircraft had landed on runway 30, we could see the aircraft was turning off the runway so I called with a request for an immediate departure. The reply came back it was ok to go. Both myself and my passenger (a licensed pilot) agreed it was ok to go, we began the takeoff roll. (Any other answer should have been hold short.) I had already told the tower I did not want to hold in position. The tower called to stop. We did. This controller could have killed me. Possible cause of this might be the fact at long beach runway 25R and runway 30 are operated by 2 different controllers. The controller on runway 25R may have been new. I did not recognize his voice and I fly out of this airport many hours each yr for the last 35+ yrs. He also seemed very grumpy or irritated.

Original NASA ASRS Text

Title: GA PLT MISUNDERSTANDS CLRNC AND HAS A RWY INCURSION AT LGB.

Narrative: I TAXIED OUT FROM MY HANGAR AT LONG BEACH, CA. I HAD BEEN CLRED BY GND CTL TO RWY 25R. AFTER THE RUN-UP, I CALLED THE TWR AND WAS TOLD, 'TAXI INTO POS AND HOLD.' AT THE SAME TIME THE TWR CLRED A JET TO RWY 30. THESE 2 RWYS INTERCEPT. I DO NOT LIKE TO HOLD ON THE RWY AT ANY TIME. (THIS PLACES ME A POS THAT I AM UNABLE TO SEE THE LNDG OR ON-COMING TFC.) RWYS 30 AND 25R INTERSECT. I TOLD THE TWR I DID NOT WANT TO HOLD ON THE RWY AND WOULD HOLD IN THE RUN-UP AREA. THE TWR AGREED AND FOLLOWED WITH A STATEMENT TO LET THEM KNOW WHEN I WAS READY. THE ARPT AT LONG BEACH HAS A PRACTICE TO GIVE THE JETS PREFERENCE OVER THE GA PISTON ACFT REGARDLESS OF THE POS IN THE CALL UP CUE. (I DON'T HAVE A PROB WITH THIS.) THEY ALSO CLR THE JET FOR TKOF AND AS SOON AS THE JET ROTATES THEY CLR THE PISTON ACFT FOR TKOF WITH THE CAUTION WAKE TURB. (I DO HAVE A PROB WITH THIS.) THE 2 FLT PATHS CROSS AT ABOUT 400 FT IN THE AIR. THIS CAUSES THE SMALLER ACFT TO EITHER FLY INTO THE WAKE OF THE JET OR SLIGHTLY BELOW WHICH IS JUST AS BAD. I ALWAYS WAIT THE 3-5 MINS BEFORE I DEPART. AFTER SOME TIME A LIGHT TWIN DEPARTED ON RWY 25R AND AN ACFT HAD LANDED ON RWY 30, WE COULD SEE THE ACFT WAS TURNING OFF THE RWY SO I CALLED WITH A REQUEST FOR AN IMMEDIATE DEP. THE REPLY CAME BACK IT WAS OK TO GO. BOTH MYSELF AND MY PAX (A LICENSED PLT) AGREED IT WAS OK TO GO, WE BEGAN THE TKOF ROLL. (ANY OTHER ANSWER SHOULD HAVE BEEN HOLD SHORT.) I HAD ALREADY TOLD THE TWR I DID NOT WANT TO HOLD IN POS. THE TWR CALLED TO STOP. WE DID. THIS CTLR COULD HAVE KILLED ME. POSSIBLE CAUSE OF THIS MIGHT BE THE FACT AT LONG BEACH RWY 25R AND RWY 30 ARE OPERATED BY 2 DIFFERENT CTLRS. THE CTLR ON RWY 25R MAY HAVE BEEN NEW. I DID NOT RECOGNIZE HIS VOICE AND I FLY OUT OF THIS ARPT MANY HRS EACH YR FOR THE LAST 35+ YRS. HE ALSO SEEMED VERY GRUMPY OR IRRITATED.

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.