Narrative:

Was at the FBO at bdl. Received ATIS information indicating runway 24 and runway 15 in use. Got IFR clearance and called ground control who instructed to taxi to runway 24 via taxiway east; runway 1 and taxiway C. Since runway 24 requires a right turn from the FBO the taxi instructions didn't make sense and I asked for progressive instructions. Local controller advised that taxiway east intersected runway 1 and for me to follow taxiway east. Departing the ramp; I initially turned right on taxiway east and saw large bright lights coming my way. Ground said nothing but my passenger who is also an instrument rated pilot suggested that I turn left on taxiway east (away from the active runway) so I made a 180 degree turn and proceeded on taxiway east until it intersected with runway 1 and runway 33. I was actually on an active runway and saw lights facing me on runway 15. I queried the controller who said I was at a confusing intersection and I then turned further right and proceeded to taxi on runway 1 and taxiway C to the active. In my view; taxiing at night at an unfamiliar airport is still the most difficult phase of flight. The local controller attempted to detour me around some inbound traffic but instead created a dangerous situation for all concerned. 1) I should have spent more time studying the taxi route before accepting the taxi clearance. I assumed; wrongly; that progressive taxi instructions would keep me out of trouble. 2) since departing the ramp required a left turn; away from the direction of the active runway; the controller should have been more specific. He knew from my request that I was unfamiliar and needed help. 3) the fact that in order to follow taxiway east to the end in order to intercept runway 1; I had to taxi onto what was another possibly active runway (runway 15) created what in my view is a dangerous situation. The fact that the opposite direction traffic on runway 15 was just another taxiing aircraft; does not give me comfort.

Google
 

Original NASA ASRS Text

Title: BE55 PLT ATTRIBUTES RWY INCURSION AT BDL TO LACK OF FAMILIARITY WITH THE ARPT AND CONFUSING CTLR INSTRUCTIONS.

Narrative: WAS AT THE FBO AT BDL. RECEIVED ATIS INFO INDICATING RWY 24 AND RWY 15 IN USE. GOT IFR CLRNC AND CALLED GND CTL WHO INSTRUCTED TO TAXI TO RWY 24 VIA TXWY E; RWY 1 AND TXWY C. SINCE RWY 24 REQUIRES A R TURN FROM THE FBO THE TAXI INSTRUCTIONS DIDN'T MAKE SENSE AND I ASKED FOR PROGRESSIVE INSTRUCTIONS. LCL CTLR ADVISED THAT TXWY E INTERSECTED RWY 1 AND FOR ME TO FOLLOW TXWY E. DEPARTING THE RAMP; I INITIALLY TURNED R ON TXWY E AND SAW LARGE BRIGHT LIGHTS COMING MY WAY. GND SAID NOTHING BUT MY PAX WHO IS ALSO AN INST RATED PLT SUGGESTED THAT I TURN L ON TXWY E (AWAY FROM THE ACTIVE RWY) SO I MADE A 180 DEG TURN AND PROCEEDED ON TXWY E UNTIL IT INTERSECTED WITH RWY 1 AND RWY 33. I WAS ACTUALLY ON AN ACTIVE RWY AND SAW LIGHTS FACING ME ON RWY 15. I QUERIED THE CTLR WHO SAID I WAS AT A CONFUSING INTXN AND I THEN TURNED FURTHER R AND PROCEEDED TO TAXI ON RWY 1 AND TXWY C TO THE ACTIVE. IN MY VIEW; TAXIING AT NIGHT AT AN UNFAMILIAR ARPT IS STILL THE MOST DIFFICULT PHASE OF FLT. THE LCL CTLR ATTEMPTED TO DETOUR ME AROUND SOME INBOUND TFC BUT INSTEAD CREATED A DANGEROUS SIT FOR ALL CONCERNED. 1) I SHOULD HAVE SPENT MORE TIME STUDYING THE TAXI RTE BEFORE ACCEPTING THE TAXI CLRNC. I ASSUMED; WRONGLY; THAT PROGRESSIVE TAXI INSTRUCTIONS WOULD KEEP ME OUT OF TROUBLE. 2) SINCE DEPARTING THE RAMP REQUIRED A L TURN; AWAY FROM THE DIRECTION OF THE ACTIVE RWY; THE CTLR SHOULD HAVE BEEN MORE SPECIFIC. HE KNEW FROM MY REQUEST THAT I WAS UNFAMILIAR AND NEEDED HELP. 3) THE FACT THAT IN ORDER TO FOLLOW TXWY E TO THE END IN ORDER TO INTERCEPT RWY 1; I HAD TO TAXI ONTO WHAT WAS ANOTHER POSSIBLY ACTIVE RWY (RWY 15) CREATED WHAT IN MY VIEW IS A DANGEROUS SIT. THE FACT THAT THE OPPOSITE DIRECTION TFC ON RWY 15 WAS JUST ANOTHER TAXIING ACFT; DOES NOT GIVE ME COMFORT.

Data retrieved from NASA's ASRS site as of January 2009 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.