Narrative:

After receiving IFR clearance from rno to ogd, we taxied from FBO to taxiway B as directed by ground control. 4 other aircraft were waiting on the taxiway for clearance to cross runway 34L for departure on runway 34R, making it impractical to turn onto taxiway B from taxiway a. A large commercial jet had been directed to follow our small aircraft on the taxiway a, but could not initially pass around us at the junction of txwys a and B. Following position maneuvering by the other 4 aircraft, we were able to turn onto taxiway B and clear taxiway a to enable the jet to pass behind us. After some confusing instructions from ground, the other 4 aircraft were directed to cross runway 34L for departure on runway 34R. We were not cleared at this time. After holding in #1 position on taxiway B, we were cleared for a midfield takeoff on runway 34L. This was acceptable since it provided 5000+' of remaining runway. We were also directed into position and hold. Upon starting to enter the runway, looking to our right revealed an aircraft about to T/D on the threshold end of runway 34L, so we stopped before entering more than an estimated 25' onto the runway. Tower then directed us to make a 180 degree return to taxiway B and to clear the runway. Since we were partially on the runway, and on the right hand side of the taxiway extension, our turn was delayed until we could locate the runway and/or taxiway lights in the area where we had to leave the paving. After the other aircraft, believe it was an small aircraft, had landed and cleared the runway, we were again directed into position and hold for a midfield takeoff on runway 34L. We were further directed to follow and keep in sight an small transport departing on runway 34R since it, too, was on a pyram 5 departure, and to advise when we lost sight of the small transport. It appears that the vol of incoming, outgoing and taxiing traffic was a pertinent cause of this occurrence. Congregation of aircraft on a short taxiway, coupled with confusing instructions from ground/tower added to the potential occurrence. Looking for incoming aircraft before entering the runway, and a second look would help avoid a recurrence. Additional tower personnel to observe the ground and air traffic situation at extremely busy times (such as our departure following the reno air races) would also help. Ground and tower instructions need to be clear, concise and not given at a speed that may cause requests for repetition, or worse, thinking they are understood when this is not the case. Ceiling and visibility were not restr, and runway visibility exceeded the length of the longest runway, 34L.

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Original NASA ASRS Text

Title: THOUGHT CLEARED INTO POSITON ON RWY IN USE.

Narrative: AFTER RECEIVING IFR CLRNC FROM RNO TO OGD, WE TAXIED FROM FBO TO TXWY B AS DIRECTED BY GND CTL. 4 OTHER ACFT WERE WAITING ON THE TXWY FOR CLRNC TO CROSS RWY 34L FOR DEP ON RWY 34R, MAKING IT IMPRACTICAL TO TURN ONTO TXWY B FROM TXWY A. A LARGE COMMERCIAL JET HAD BEEN DIRECTED TO FOLLOW OUR SMA ON THE TXWY A, BUT COULD NOT INITIALLY PASS AROUND US AT THE JUNCTION OF TXWYS A AND B. FOLLOWING POS MANEUVERING BY THE OTHER 4 ACFT, WE WERE ABLE TO TURN ONTO TXWY B AND CLR TXWY A TO ENABLE THE JET TO PASS BEHIND US. AFTER SOME CONFUSING INSTRUCTIONS FROM GND, THE OTHER 4 ACFT WERE DIRECTED TO CROSS RWY 34L FOR DEP ON RWY 34R. WE WERE NOT CLRED AT THIS TIME. AFTER HOLDING IN #1 POS ON TXWY B, WE WERE CLRED FOR A MIDFIELD TKOF ON RWY 34L. THIS WAS ACCEPTABLE SINCE IT PROVIDED 5000+' OF REMAINING RWY. WE WERE ALSO DIRECTED INTO POS AND HOLD. UPON STARTING TO ENTER THE RWY, LOOKING TO OUR RIGHT REVEALED AN ACFT ABOUT TO T/D ON THE THRESHOLD END OF RWY 34L, SO WE STOPPED BEFORE ENTERING MORE THAN AN ESTIMATED 25' ONTO THE RWY. TWR THEN DIRECTED US TO MAKE A 180 DEG RETURN TO TXWY B AND TO CLR THE RWY. SINCE WE WERE PARTIALLY ON THE RWY, AND ON THE RIGHT HAND SIDE OF THE TXWY EXTENSION, OUR TURN WAS DELAYED UNTIL WE COULD LOCATE THE RWY AND/OR TXWY LIGHTS IN THE AREA WHERE WE HAD TO LEAVE THE PAVING. AFTER THE OTHER ACFT, BELIEVE IT WAS AN SMA, HAD LANDED AND CLRED THE RWY, WE WERE AGAIN DIRECTED INTO POS AND HOLD FOR A MIDFIELD TKOF ON RWY 34L. WE WERE FURTHER DIRECTED TO FOLLOW AND KEEP IN SIGHT AN SMT DEPARTING ON RWY 34R SINCE IT, TOO, WAS ON A PYRAM 5 DEP, AND TO ADVISE WHEN WE LOST SIGHT OF THE SMT. IT APPEARS THAT THE VOL OF INCOMING, OUTGOING AND TAXIING TFC WAS A PERTINENT CAUSE OF THIS OCCURRENCE. CONGREGATION OF ACFT ON A SHORT TXWY, COUPLED WITH CONFUSING INSTRUCTIONS FROM GND/TWR ADDED TO THE POTENTIAL OCCURRENCE. LOOKING FOR INCOMING ACFT BEFORE ENTERING THE RWY, AND A SECOND LOOK WOULD HELP AVOID A RECURRENCE. ADDITIONAL TWR PERSONNEL TO OBSERVE THE GND AND AIR TFC SITUATION AT EXTREMELY BUSY TIMES (SUCH AS OUR DEP FOLLOWING THE RENO AIR RACES) WOULD ALSO HELP. GND AND TWR INSTRUCTIONS NEED TO BE CLEAR, CONCISE AND NOT GIVEN AT A SPD THAT MAY CAUSE REQUESTS FOR REPETITION, OR WORSE, THINKING THEY ARE UNDERSTOOD WHEN THIS IS NOT THE CASE. CEILING AND VIS WERE NOT RESTR, AND RWY VIS EXCEEDED THE LENGTH OF THE LONGEST RWY, 34L.

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.