Pilot of SR22 departing runway 13R at alpha nine intersection at bfi uses wrong local tower frequenc...

Attributes
ACN	615985
Time
Date	200405
Day	Sat
Local Time Of Day	1201 To 1800
Place
Locale Reference	airport : bfi.airport
State Reference	WA
Altitude	agl single value : 0
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Make Model Name	Cirrus Acft Undifferentiated
Operating Under FAR Part	Part 91
Flight Phase	ground : takeoff roll
Flight Plan	VFR
Aircraft 2
Controlling Facilities	tower : bfi.tower
Operator	general aviation : corporate
Make Model Name	Cessna Citation Undifferentiated or Other Model
Operating Under FAR Part	Part 91
Flight Phase	ground : position and hold
Person 1
Affiliation	other
Function	flight crew : single pilot
Qualification	pilot : instrument pilot : multi engine pilot : private
Experience	flight time last 90 days : 150 flight time total : 875 flight time type : 225
ASRS Report	615985
Person 2
Affiliation	government : faa
Function	controller : ground
Events
Anomaly	non adherence : clearance
Independent Detector	other flight crewa
Resolutory Action	none taken : anomaly accepted
Supplementary
Problem Areas	Flight Crew Human Performance FAA Chart Or Publication ATC Human Performance ATC Facility
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation

Narrative:

I thought I received takeoff clearance and was advised, as I rotated that I was not cleared to take off. I got the ATIS, called ground and was cleared to taxi to runway 13R at alpha 9. I believe that the tower transmits on both of the tower frequencys 120.6 and 118.3 at the same time. There was a cessna citation at the far end of runway 13R also with the same last identification letter. I thought the taxi into position was for me and then the takeoff clrnce was for me. I believe that the citation was on 120.6 and I was on 118.3 and my reply was stepped on. I was also distracted by a cell phone call in the run up area. Since light aircraft land on runway 13L and departure 1/2 way down runway 13R, there should be a sign that tells the tower frequency is different or the ground controller advises the correct frequency when taxi instructions are given. I should also not take incoming cell calls during this stage of flight (just prior to takeoff clearance). Many towers transmit on more than one frequency at a time and this contributed to the confusion as I heard clrncs going to both of the aircraft that departed runway 13R at A9, so I thought I was on the correct frequency. Callback conversation with reporter revealed the following information: reporter advised he was unfamiliar with the area, this being his first exposure. He stated that he uses the database on his panel mounted GPS unit as a resource for airport data including tower frequencys. His database displayed both frequencys, but had no explanatory information regarding the appropriate use, such as printed in the AFD. He used the 118.3 frequency solely because he had been advised to switch to it on arrival by seattle approach. It seemed logical to use it for departure since he was able to talk to the local controller on it and he was hearing xmissions to the other aircraft. Only after the event did it occur to him that he was only hearing one side of those xmissions. He suggested that the ATIS should provide direction, that signs at common departure intxns could so indicate and that ground control could provide the correct frequency when giving the taxi clearance.

Original NASA ASRS Text

Title: PLT OF SR22 DEPARTING RWY 13R AT ALPHA NINE INTXN AT BFI USES WRONG LCL TWR FREQ AND ACCEPTS TKOF CLRNC DIRECTED TO CITATION IN POSITION FULL LENGTH.

Narrative: I THOUGHT I RECEIVED TKOF CLRNC AND WAS ADVISED, AS I ROTATED THAT I WAS NOT CLRED TO TAKE OFF. I GOT THE ATIS, CALLED GND AND WAS CLRED TO TAXI TO RWY 13R AT ALPHA 9. I BELIEVE THAT THE TWR XMITS ON BOTH OF THE TWR FREQS 120.6 AND 118.3 AT THE SAME TIME. THERE WAS A CESSNA CITATION AT THE FAR END OF RWY 13R ALSO WITH THE SAME LAST ID LETTER. I THOUGHT THE TAXI INTO POSITION WAS FOR ME AND THEN THE TKOF CLRNCE WAS FOR ME. I BELIEVE THAT THE CITATION WAS ON 120.6 AND I WAS ON 118.3 AND MY REPLY WAS STEPPED ON. I WAS ALSO DISTRACTED BY A CELL PHONE CALL IN THE RUN UP AREA. SINCE LIGHT ACFT LAND ON RWY 13L AND DEP 1/2 WAY DOWN RWY 13R, THERE SHOULD BE A SIGN THAT TELLS THE TWR FREQ IS DIFFERENT OR THE GND CTLR ADVISES THE CORRECT FREQ WHEN TAXI INSTRUCTIONS ARE GIVEN. I SHOULD ALSO NOT TAKE INCOMING CELL CALLS DURING THIS STAGE OF FLT (JUST PRIOR TO TKOF CLRNC). MANY TWRS XMIT ON MORE THAN ONE FREQ AT A TIME AND THIS CONTRIBUTED TO THE CONFUSION AS I HEARD CLRNCS GOING TO BOTH OF THE ACFT THAT DEPARTED RWY 13R AT A9, SO I THOUGHT I WAS ON THE CORRECT FREQ. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: RPTR ADVISED HE WAS UNFAMILIAR WITH THE AREA, THIS BEING HIS FIRST EXPOSURE. HE STATED THAT HE USES THE DATABASE ON HIS PANEL MOUNTED GPS UNIT AS A RESOURCE FOR ARPT DATA INCLUDING TWR FREQS. HIS DATABASE DISPLAYED BOTH FREQS, BUT HAD NO EXPLANATORY INFO REGARDING THE APPROPRIATE USE, SUCH AS PRINTED IN THE AFD. HE USED THE 118.3 FREQ SOLELY BECAUSE HE HAD BEEN ADVISED TO SWITCH TO IT ON ARR BY SEATTLE APCH. IT SEEMED LOGICAL TO USE IT FOR DEP SINCE HE WAS ABLE TO TALK TO THE LCL CTLR ON IT AND HE WAS HEARING XMISSIONS TO THE OTHER ACFT. ONLY AFTER THE EVENT DID IT OCCUR TO HIM THAT HE WAS ONLY HEARING ONE SIDE OF THOSE XMISSIONS. HE SUGGESTED THAT THE ATIS SHOULD PROVIDE DIRECTION, THAT SIGNS AT COMMON DEP INTXNS COULD SO INDICATE AND THAT GND CTL COULD PROVIDE THE CORRECT FREQ WHEN GIVING THE TAXI CLRNC.

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.

Pilot of SR22 departing runway 13R at alpha nine intersection at bfi uses wrong local tower frequency and accepts takeoff clearance directed to citation in position full length.