Narrative:

I am humbled by this mistake, a runway incursion. I try to be a careful pilot, I even review the pilot guide to runway markings, and have the guide on my knee board. It is the first time anything like this has happened to me. What happened: I misheard an instruction to taxi to runway 20R at pdk as a clearance to enter the runway and hold. I realized my mistake as I was entering the runway environment. By then, it was too late to stop. What prompted the realization was that I suddenly recalled that the clearance I heard was from the ground controller, and I would not expect a clearance to the active runway from the ground controller. I called the tower and was ready to move quickly if requested. I even asked the tower if I needed to move. I had looked prior to entering the runway and did not see an aircraft landing, but was concerned. Tower indicated there were no aircraft on approach to the runway, to remain in position for release. Contributing factors: I believe that I let myself become distraction and rushed. My IFR clearance was for radar vectors to an airway. I had consulted the correct chart prior to taxi. During my check at the run-up area to make sure the chart was available and folded it to the proper section. I could not locate the chart again. It felt like I took a long time to find and retrieve the chart. As I finished the run-up, ground called and asked if I was done with the run-up. I replied the run-up was done and then came the instruction I did not hear correctly. WX was not a factor.

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Original NASA ASRS Text

Title: CIRRUS SR22 PLT TAXIED INTO POS AND HOLD ON RWY 20R AT PDK WHEN HE WAS ONLY CLRED TO TAXI TO THE RWY BY GND CTL.

Narrative: I AM HUMBLED BY THIS MISTAKE, A RWY INCURSION. I TRY TO BE A CAREFUL PLT, I EVEN REVIEW THE PLT GUIDE TO RWY MARKINGS, AND HAVE THE GUIDE ON MY KNEE BOARD. IT IS THE FIRST TIME ANYTHING LIKE THIS HAS HAPPENED TO ME. WHAT HAPPENED: I MISHEARD AN INSTRUCTION TO TAXI TO RWY 20R AT PDK AS A CLRNC TO ENTER THE RWY AND HOLD. I REALIZED MY MISTAKE AS I WAS ENTERING THE RWY ENVIRONMENT. BY THEN, IT WAS TOO LATE TO STOP. WHAT PROMPTED THE REALIZATION WAS THAT I SUDDENLY RECALLED THAT THE CLRNC I HEARD WAS FROM THE GND CTLR, AND I WOULD NOT EXPECT A CLRNC TO THE ACTIVE RWY FROM THE GND CTLR. I CALLED THE TWR AND WAS READY TO MOVE QUICKLY IF REQUESTED. I EVEN ASKED THE TWR IF I NEEDED TO MOVE. I HAD LOOKED PRIOR TO ENTERING THE RWY AND DID NOT SEE AN ACFT LNDG, BUT WAS CONCERNED. TWR INDICATED THERE WERE NO ACFT ON APCH TO THE RWY, TO REMAIN IN POS FOR RELEASE. CONTRIBUTING FACTORS: I BELIEVE THAT I LET MYSELF BECOME DISTR AND RUSHED. MY IFR CLRNC WAS FOR RADAR VECTORS TO AN AIRWAY. I HAD CONSULTED THE CORRECT CHART PRIOR TO TAXI. DURING MY CHK AT THE RUN-UP AREA TO MAKE SURE THE CHART WAS AVAILABLE AND FOLDED IT TO THE PROPER SECTION. I COULD NOT LOCATE THE CHART AGAIN. IT FELT LIKE I TOOK A LONG TIME TO FIND AND RETRIEVE THE CHART. AS I FINISHED THE RUN-UP, GND CALLED AND ASKED IF I WAS DONE WITH THE RUN-UP. I REPLIED THE RUN-UP WAS DONE AND THEN CAME THE INSTRUCTION I DID NOT HEAR CORRECTLY. WX WAS NOT A FACTOR.

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.