Small aircraft taxied across active runway causing aborted takeoff.

Attributes
ACN	84798
Time
Date	198803
Day	Thu
Local Time Of Day	0601 To 1200
Place
Locale Reference	airport : tys
State Reference	TN
Altitude	agl bound lower : 0 agl bound upper : 0
Environment
Flight Conditions	IMC
Light	Daylight
Aircraft 1
Controlling Facilities	tracon : day
Operator	other
Make Model Name	Small Aircraft, Low Wing, 2 Eng, Retractable Gear
Flight Phase	ground other : taxi
Flight Plan	IFR
Aircraft 2
Operator	common carrier : air carrier
Make Model Name	Any Unknown or Unlisted Aircraft Manufacturer
Flight Phase	climbout : takeoff
Flight Plan	IFR
Person 1
Affiliation	Other
Function	flight crew : single pilot
Qualification	pilot : commercial pilot : instrument pilot : cfi
Experience	flight time last 90 days : 100 flight time total : 2800 flight time type : 320
ASRS Report	84798
Person 2
Function	flight crew : captain oversight : pic
Qualification	pilot : atp
Events
Anomaly	incursion : runway non adherence : clearance
Independent Detector	other controllera other flight crewa
Resolutory Action	flight crew : rejected takeoff none taken : anomaly accepted
Consequence	faa : reviewed incident with flight crew
Supplementary
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation

Narrative:

I was returning to knoxville under the rules of far 91. I was operating on an IFR flight plan which was picked up at tri cities (tri). As I was approaching knoxville I was given vectors to the ILS 5L approach course. During the final turn to join the localizer my HSI started to spin. I went missed approach at this time and requested a heading out of the approach corridor to sort things out. The controller immediately gave me a new heading and a higher altitude. I was flying an small aircraft which had co-pilot instruments. I believe that I had a vacuum pump failure but the annunciator panel was unlit and pressure showed good on the vacuum gauge (5.5 psi). During the turns I also had lost my attitude indicator on the pilots side and had noticed that the attitude indicator on the coplts side did not agree with either turn coordinator, also the copilot's heading indicator was precessing beyond the point of being usable. I then requested an ASR approach from tys controllers. I was granted this request and given 120.65 as the new frequency. During the approach I used assigned headings and my compass and turn and bank. On the roll-out I was given 121.9 for taxi instructions. I was told by ground to turn right off 5L and taxi and hold short of 5R. While taxiing I was trying to think of what was wrong with the flight instruments. When I looked up I had already crossed the hold lines for 5R. I immediately gave more power and continued across trying to clear the runway. After clearing ground informed me of an aborted takeoff of an air carrier flight that I had caused. I then parked the aircraft, shut down and went inside the FBO and called the tower, I then I went home and called the nashville FSDO and explained what had happened and gave him what information I had. It is my belief that at the time of the accident I was mentally fatigued. I had been flying in IMC conditions partial panel for about 20 minutes. I had made an ASR approach with partial panel. This put together with inattention (of what was going on outside of the aircraft) during a critical phase of operation. Allowed for this incident

Original NASA ASRS Text

Title: SMA TAXIED ACROSS ACTIVE RWY CAUSING ABORTED TKOF.

Narrative: I WAS RETURNING TO KNOXVILLE UNDER THE RULES OF FAR 91. I WAS OPERATING ON AN IFR FLT PLAN WHICH WAS PICKED UP AT TRI CITIES (TRI). AS I WAS APCHING KNOXVILLE I WAS GIVEN VECTORS TO THE ILS 5L APCH COURSE. DURING THE FINAL TURN TO JOIN THE LOC MY HSI STARTED TO SPIN. I WENT MISSED APCH AT THIS TIME AND REQUESTED A HEADING OUT OF THE APCH CORRIDOR TO SORT THINGS OUT. THE CTLR IMMEDIATELY GAVE ME A NEW HEADING AND A HIGHER ALT. I WAS FLYING AN SMA WHICH HAD CO-PLT INSTRUMENTS. I BELIEVE THAT I HAD A VACUUM PUMP FAILURE BUT THE ANNUNCIATOR PANEL WAS UNLIT AND PRESSURE SHOWED GOOD ON THE VACUUM GAUGE (5.5 PSI). DURING THE TURNS I ALSO HAD LOST MY ATTITUDE INDICATOR ON THE PLTS SIDE AND HAD NOTICED THAT THE ATTITUDE INDICATOR ON THE COPLTS SIDE DID NOT AGREE WITH EITHER TURN COORDINATOR, ALSO THE COPLT'S HEADING INDICATOR WAS PRECESSING BEYOND THE POINT OF BEING USABLE. I THEN REQUESTED AN ASR APCH FROM TYS CTLRS. I WAS GRANTED THIS REQUEST AND GIVEN 120.65 AS THE NEW FREQUENCY. DURING THE APCH I USED ASSIGNED HDGS AND MY COMPASS AND TURN AND BANK. ON THE ROLL-OUT I WAS GIVEN 121.9 FOR TAXI INSTRUCTIONS. I WAS TOLD BY GND TO TURN RIGHT OFF 5L AND TAXI AND HOLD SHORT OF 5R. WHILE TAXIING I WAS TRYING TO THINK OF WHAT WAS WRONG WITH THE FLT INSTRUMENTS. WHEN I LOOKED UP I HAD ALREADY CROSSED THE HOLD LINES FOR 5R. I IMMEDIATELY GAVE MORE POWER AND CONTINUED ACROSS TRYING TO CLEAR THE RWY. AFTER CLEARING GND INFORMED ME OF AN ABORTED TKOF OF AN ACR FLT THAT I HAD CAUSED. I THEN PARKED THE ACFT, SHUT DOWN AND WENT INSIDE THE FBO AND CALLED THE TWR, I THEN I WENT HOME AND CALLED THE NASHVILLE FSDO AND EXPLAINED WHAT HAD HAPPENED AND GAVE HIM WHAT INFORMATION I HAD. IT IS MY BELIEF THAT AT THE TIME OF THE ACCIDENT I WAS MENTALLY FATIGUED. I HAD BEEN FLYING IN IMC CONDITIONS PARTIAL PANEL FOR ABOUT 20 MINUTES. I HAD MADE AN ASR APCH WITH PARTIAL PANEL. THIS PUT TOGETHER WITH INATTENTION (OF WHAT WAS GOING ON OUTSIDE OF THE ACFT) DURING A CRITICAL PHASE OF OPERATION. ALLOWED FOR THIS INCIDENT

Data retrieved from NASA's ASRS site as of August 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.