Narrative:

[I had a] runway incursion at slc at taxiway K-1; runway 35/runway 32. I was operating single-pilot on an IFR night time flight from slc. I taxied from the general aviation ramp via taxiway K to runway 35 consistent with the clearance issued by ground control. I then contacted tower on 118.3 and reported; 'holding short of runway 35' at K-1. At this point; I turned my taxi/landing lights 'off' so as not to interfere with any aircraft approaching runway 34R from taxiway H1; which directly faces runway 35 at K-1. I was advised by tower that there would be another aircraft departing on runway 34R; and to 'hold short.' I acknowledged this instruction. Immediately thereafter; an airliner which was holding short of runway 34R at taxiway H-1 was issued instructions to 'line up and wait.' that aircraft turned on his landing lights while directly facing our aircraft before making the turn onto runway 34R. The airliner's landing lights were 'blinding' and pointing directly at us; at a distance of approximately 800 ft. I 'flashed' our landing lights on/off twice in an attempt to 'signal' the airliner that his lights were directly facing into us. He was on a different frequency; so communication on the radio was not an option. Immediately thereafter; I was advised by tower that there would be another airliner departing on the parallel runway before I could expect a takeoff clearance on runway 35; which I acknowledged. I was then advised by tower that the other airliner was not ready and I was instructed to 'line up and wait' on runway 35. I turned on my taxi/landing lights and proceeded forward; but my eyes had not yet adjusted. I inadvertently taxied through the displaced threshold end of runway 35 onto the displaced threshold departure end of runway 32. I was then cleared for takeoff and as I advanced power I looked down and noticed that the HSI heading and FMS navigation 'command bars' did not coincide. I immediately stopped the aircraft; having only moved approximately 5 feet before realizing this discrepancy. In fact; I had not even come up to the runway threshold bar or the runway designation marking for runway 32; which would have displayed that I was on runway 32. While stopped; I began re-verifying the SID which was loaded into the FMS in an attempt to ascertain the discrepancy between the HSI heading and FMS 'command bars'. While stopped; the tower transmitted that '...it looked like I was on runway 32; cancel takeoff clearance; make a 180 right turn and position and hold on runway 35.' I complied with and acknowledged all of this with the tower; although I didn't need to make a 180 turn; only a right turn since I had stopped in an area where both displaced thresholds for runway 32 and 35 overlapped. I was then cleared for takeoff on runway 35 and followed the procedure for the RNAV departure without incident.of note are the following: both runway 35 and 32 are the same width and not easily distinguishable at night. The displaced thresholds for both of these 2 runways intersect (or overlap) at oblique angles at taxiway K-1 prior to the runway threshold bars for either runway. If you enter either runway from K-1; your aircraft is still 200-300 ft from the runway threshold bars; the demarcation bars; and/or the designation markings for both runways - any of which would visually confirm the runway you are entering. In essence; entering either runway from taxiway K-1 'precedes' all of these visual markings. The yellow taxi line from taxiway K at K-1 is co-located after the hold short line for runway 35. Hence; you are following the same yellow taxi line for both runways during the initial 50+/- feet after crossing the hold short line before it splits. Neither runway has taxiway centerline lead-on lights to provide visual guidance; which would have clearly displayed the split in the co-located yellow taxi line. Neither runway has enhanced taxiway centerline markings painted on the ground; yet this is a known 'hot spot.' finally; there is no question that my vision was impaired by the airliner's landing lights being turned on while it was directly facing our aircraft immediately prior to the tower issuing our clearance to line up and wait on runway 35. That alone made seeing and following the yellow taxi line very difficult; and impaired my ability to see the split in this taxi line.recommendations: 1. With the displaced thresholds of both of these two runways overlapping well before either runway and/or their respective threshold markings; and inasmuch as both runways use K-1 for access; I believe that it is imperative that taxiway centerline lead-on lights be installed replacing the single yellow line. This would clearly depict the split an aircraft would need to follow leading to each runway.2. Install runway guard lights (in pavement) on the west side of runway 35 consistent with AC 120-57 to avoid incursions onto runway 32.3. At the very least; install enhanced taxiway centerline markings which could be painted on the ground in lieu of a single yellow line.4. This is acknowledged as a runway incursion hot spot; depicted as 'HS3' on the commercial 10-9 chart for slc; with a note stating 'wrong runway departure risk.' if so; why hasn't the airport implemented any of the above suggestions previously; or done anything else to improve this 'known' problem - especially for night time operations?

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Original NASA ASRS Text

Title: A corporate pilot's night vision was impaired by an approaching aircrafts landing lights while holding short on Taxiway K for a SLC Runway 35R departure. was After being cleared to enter the runway he crossed Runway 35R and lined up on Runway 32. The reporter suggests better signage and runway lighting to discriminate Runways 32 and 35R at night.

Narrative: [I had a] runway incursion at SLC at Taxiway K-1; Runway 35/Runway 32. I was operating single-pilot on an IFR night time flight from SLC. I taxied from the general aviation ramp via Taxiway K to Runway 35 consistent with the clearance issued by Ground Control. I then contacted Tower on 118.3 and reported; 'Holding short of Runway 35' at K-1. At this point; I turned my taxi/landing lights 'Off' so as not to interfere with any aircraft approaching Runway 34R from Taxiway H1; which directly faces Runway 35 at K-1. I was advised by Tower that there would be another aircraft departing on Runway 34R; and to 'Hold short.' I acknowledged this instruction. Immediately thereafter; an airliner which was holding short of Runway 34R at Taxiway H-1 was issued instructions to 'Line Up and Wait.' That aircraft turned on his landing lights while directly facing our aircraft before making the turn onto Runway 34R. The airliner's landing lights were 'blinding' and pointing directly at us; at a distance of approximately 800 FT. I 'flashed' our landing lights On/Off twice in an attempt to 'signal' the airliner that his lights were directly facing into us. He was on a different frequency; so communication on the radio was not an option. Immediately thereafter; I was advised by Tower that there would be another airliner departing on the parallel runway before I could expect a takeoff clearance on Runway 35; which I acknowledged. I was then advised by Tower that the other airliner was not ready and I was instructed to 'Line Up and Wait' on Runway 35. I turned on my taxi/landing lights and proceeded forward; but my eyes had not yet adjusted. I inadvertently taxied through the displaced threshold end of Runway 35 onto the displaced threshold departure end of Runway 32. I was then cleared for takeoff and as I advanced power I looked down and noticed that the HSI heading and FMS NAV 'command bars' did not coincide. I immediately stopped the aircraft; having only moved approximately 5 feet before realizing this discrepancy. In fact; I had not even come up to the runway threshold bar or the runway designation marking for Runway 32; which would have displayed that I was on Runway 32. While stopped; I began re-verifying the SID which was loaded into the FMS in an attempt to ascertain the discrepancy between the HSI heading and FMS 'command bars'. While stopped; the Tower transmitted that '...it looked like I was on Runway 32; cancel takeoff clearance; make a 180 right turn and position and hold on Runway 35.' I complied with and acknowledged all of this with the Tower; although I didn't need to make a 180 turn; only a right turn since I had stopped in an area where both displaced thresholds for Runway 32 and 35 overlapped. I was then cleared for takeoff on Runway 35 and followed the procedure for the RNAV departure without incident.Of note are the following: Both Runway 35 and 32 are the same width and not easily distinguishable at night. The displaced thresholds for both of these 2 runways intersect (or overlap) at oblique angles at Taxiway K-1 prior to the runway threshold bars for either runway. If you enter either runway from K-1; your aircraft is still 200-300 FT from the runway threshold bars; the demarcation bars; and/or the designation markings for both runways - any of which would visually confirm the runway you are entering. In essence; entering either runway from Taxiway K-1 'precedes' all of these visual markings. The yellow taxi line from Taxiway K at K-1 is co-located after the Hold Short line for Runway 35. Hence; you are following the same yellow taxi line for both runways during the initial 50+/- feet after crossing the Hold Short line before it splits. Neither runway has taxiway centerline lead-on lights to provide visual guidance; which would have clearly displayed the split in the co-located yellow taxi line. Neither runway has enhanced taxiway centerline markings painted on the ground; yet this is a known 'hot spot.' Finally; there is no question that my vision was impaired by the airliner's landing lights being turned on while it was directly facing our aircraft immediately prior to the Tower issuing our clearance to Line Up and Wait on Runway 35. That alone made seeing and following the yellow taxi line very difficult; and impaired my ability to see the split in this taxi line.Recommendations: 1. With the displaced thresholds of both of these two runways overlapping well before either runway and/or their respective threshold markings; and inasmuch as both runways use K-1 for access; I believe that it is imperative that taxiway centerline lead-on lights be installed replacing the single yellow line. This would clearly depict the split an aircraft would need to follow leading to each runway.2. Install Runway Guard Lights (in pavement) on the west side of Runway 35 consistent with AC 120-57 to avoid incursions onto Runway 32.3. At the very least; install Enhanced Taxiway Centerline markings which could be painted on the ground in lieu of a single yellow line.4. This is acknowledged as a Runway Incursion hot spot; depicted as 'HS3' on the Commercial 10-9 chart for SLC; with a note stating 'Wrong runway departure risk.' If so; why hasn't the airport implemented any of the above suggestions previously; or done anything else to improve this 'known' problem - especially for night time operations?

Data retrieved from NASA's ASRS site as of July 2013 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.