Narrative:

I had completed my safety inspection of aircraft and preflight inspection and was given clearance by boi ground control to taxi from parking to runway 10L. Upon arrival near the departure end of runway 10L, I was 'in sequence' for departure behind an air carrier X passenger jet that appeared to be 'holding short' of the runway for some unknown reason. I completed my required run-up and other preflight operations as per the aircraft checklist and then switched frequencys to boi tower and advised boi tower that I was ready for departure using runway 10L and was 'in sequence, #2, behind the air carrier X aircraft.' the boi tower controller responded on the frequency advising me that the departing aircraft was going to be delayed (for reasons unknown to me) and then the boi tower controller asked me if I could 'taxi around or past the aircraft' (I do not recall the exact terminology that the controller used). I quickly assessed the situation and had decided that I had enough clearance to do so (on the right side of the aircraft) and I responded to the boi tower controller that I was able to get in front of the aircraft. I then proceeded to carefully maneuver my single-engine piston aircraft towards the right side of the aircraft and taxiway for runway 10L and during my maneuvering, had become aware of 2 important factors: 1) I was placing my aircraft at extreme risk due to the levels of jetblast/exhaust coming from the aircraft and 2) after I was in position where I was 'committed' to taxiing past the aircraft, I would be unable to keep my aircraft on the right side of the taxiway due to very limited physical clearance with the aircraft and other obstructions including the taxiway lighting (and the tire/wheels of my aircraft). In order to successfully make it around the aircraft (one I was already committed and had very, very little clearance/room to maneuver in any direction except forward), I had to very closely/carefully monitor the left wing of my aircraft to ensure that I did not come in contact with the aircraft's right engine nacelle. Another factor was that my aircraft fuselage/cockpit was actually underneath the right wing of the aircraft (I had not taken into account the ht of my fuselage and vertical tail in relation to the aircraft's wing because I was inside my aircraft). I was able to successfully pass the aircraft without incident, damage or injury. But after much further personal reflection and analysis of the specific circumstances, my actions to pass the aircraft included extremely poor judgement (on my part), significant danger and risk to collision with the aircraft with the potential loss of life and/or injury to passenger and crew. While mentally reviewing the circumstances, I also did not understand (from the perspective of overall aviation and air carrier safety), why the boi tower controller would have asked and/or advised me to taxi around the air carrier aircraft, simply because the controller should have had a much better view of the taxiway and the limited amount of physical clrncs that existed. In closing, I consider this to be a hard learning experience and am grateful that it did not result in a much more negative result (aircraft collision).

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Original NASA ASRS Text

Title: PA28 HAS DIFFICULTY TAXIING AROUND B757 AT END OF RWY AT BOI.

Narrative: I HAD COMPLETED MY SAFETY INSPECTION OF ACFT AND PREFLT INSPECTION AND WAS GIVEN CLRNC BY BOI GND CTL TO TAXI FROM PARKING TO RWY 10L. UPON ARR NEAR THE DEP END OF RWY 10L, I WAS 'IN SEQUENCE' FOR DEP BEHIND AN ACR X PAX JET THAT APPEARED TO BE 'HOLDING SHORT' OF THE RWY FOR SOME UNKNOWN REASON. I COMPLETED MY REQUIRED RUN-UP AND OTHER PREFLT OPS AS PER THE ACFT CHKLIST AND THEN SWITCHED FREQS TO BOI TWR AND ADVISED BOI TWR THAT I WAS READY FOR DEP USING RWY 10L AND WAS 'IN SEQUENCE, #2, BEHIND THE ACR X ACFT.' THE BOI TWR CTLR RESPONDED ON THE FREQ ADVISING ME THAT THE DEPARTING ACFT WAS GOING TO BE DELAYED (FOR REASONS UNKNOWN TO ME) AND THEN THE BOI TWR CTLR ASKED ME IF I COULD 'TAXI AROUND OR PAST THE ACFT' (I DO NOT RECALL THE EXACT TERMINOLOGY THAT THE CTLR USED). I QUICKLY ASSESSED THE SIT AND HAD DECIDED THAT I HAD ENOUGH CLRNC TO DO SO (ON THE R SIDE OF THE ACFT) AND I RESPONDED TO THE BOI TWR CTLR THAT I WAS ABLE TO GET IN FRONT OF THE ACFT. I THEN PROCEEDED TO CAREFULLY MANEUVER MY SINGLE-ENG PISTON ACFT TOWARDS THE R SIDE OF THE ACFT AND TXWY FOR RWY 10L AND DURING MY MANEUVERING, HAD BECOME AWARE OF 2 IMPORTANT FACTORS: 1) I WAS PLACING MY ACFT AT EXTREME RISK DUE TO THE LEVELS OF JETBLAST/EXHAUST COMING FROM THE ACFT AND 2) AFTER I WAS IN POS WHERE I WAS 'COMMITTED' TO TAXIING PAST THE ACFT, I WOULD BE UNABLE TO KEEP MY ACFT ON THE R SIDE OF THE TXWY DUE TO VERY LIMITED PHYSICAL CLRNC WITH THE ACFT AND OTHER OBSTRUCTIONS INCLUDING THE TXWY LIGHTING (AND THE TIRE/WHEELS OF MY ACFT). IN ORDER TO SUCCESSFULLY MAKE IT AROUND THE ACFT (ONE I WAS ALREADY COMMITTED AND HAD VERY, VERY LITTLE CLRNC/ROOM TO MANEUVER IN ANY DIRECTION EXCEPT FORWARD), I HAD TO VERY CLOSELY/CAREFULLY MONITOR THE L WING OF MY ACFT TO ENSURE THAT I DID NOT COME IN CONTACT WITH THE ACFT'S R ENG NACELLE. ANOTHER FACTOR WAS THAT MY ACFT FUSELAGE/COCKPIT WAS ACTUALLY UNDERNEATH THE R WING OF THE ACFT (I HAD NOT TAKEN INTO ACCOUNT THE HT OF MY FUSELAGE AND VERT TAIL IN RELATION TO THE ACFT'S WING BECAUSE I WAS INSIDE MY ACFT). I WAS ABLE TO SUCCESSFULLY PASS THE ACFT WITHOUT INCIDENT, DAMAGE OR INJURY. BUT AFTER MUCH FURTHER PERSONAL REFLECTION AND ANALYSIS OF THE SPECIFIC CIRCUMSTANCES, MY ACTIONS TO PASS THE ACFT INCLUDED EXTREMELY POOR JUDGEMENT (ON MY PART), SIGNIFICANT DANGER AND RISK TO COLLISION WITH THE ACFT WITH THE POTENTIAL LOSS OF LIFE AND/OR INJURY TO PAX AND CREW. WHILE MENTALLY REVIEWING THE CIRCUMSTANCES, I ALSO DID NOT UNDERSTAND (FROM THE PERSPECTIVE OF OVERALL AVIATION AND ACR SAFETY), WHY THE BOI TWR CTLR WOULD HAVE ASKED AND/OR ADVISED ME TO TAXI AROUND THE ACR ACFT, SIMPLY BECAUSE THE CTLR SHOULD HAVE HAD A MUCH BETTER VIEW OF THE TXWY AND THE LIMITED AMOUNT OF PHYSICAL CLRNCS THAT EXISTED. IN CLOSING, I CONSIDER THIS TO BE A HARD LEARNING EXPERIENCE AND AM GRATEFUL THAT IT DID NOT RESULT IN A MUCH MORE NEGATIVE RESULT (ACFT COLLISION).

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.