PLT OF A MOONEY MITE FAILED TO CONTACT GND CTL LEAVING THE RWY AFTER LNDG RESULTING IN TAXIING ON TXWYS; AND XING A PARALLEL RWY APCH OVERRUN AREA WITHOUT CLRNC.

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I TOOK OFF FROM BFI AT APPROX XA30 LCL FOR A RETURN FLT TO ORS (80 MI N); HAVING HAD SOME UPHOLSTERY WORK DONE ON MY MOONEY MITE. THIS VERY SMALL (GROSS WT 850 LBS) PLANE HAS A MANUAL GEAR RETRACTION LEVER THAT MUST ENGAGE INTO A SLOT IN THE CABIN IN ORDER TO KEEP THE GEAR LOCKED IN THE 'UP' OR IN THE 'DOWN' POS. ON TKOF WHILE JUST A FEW HUNDRED FT UP; I REALIZED THAT THE GEAR LEVER DID NOT WANT TO FULLY RETRACT. I INFORMED THE CTL TWR THAT I WANTED TO STAY IN THE PATTERN AND LAND. THERE WAS NO EMER BECAUSE THE GEAR HANDLE WOULD STAY IN THE DOWN AND LOCKED POS. ON FINAL I ASKED TO LAND 'LONG' ON RWY 31L; A 10000 FT LONG RWY; BECAUSE THE HANGAR I NEEDED TO GO TO WAS 3/4 OF THE WAY DOWN THE RWY ON THE R-HAND SIDE. I BELIEVE I MENTIONED THAT I WAS GOING TO THE HANGAR AS AN EXPLANATION FOR LNDG SO FAR DOWN THE RWY. THIS WAS APPROVED BECAUSE THERE WAS MINIMUM TFC AT THAT MOMENT. WHEN I LANDED I WAS INSTRUCTED TO EXIT AT TXWY A2; WHICH IS IMMEDIATELY ADJACENT TO THE FBO HANGAR. THERE ARE 2 PARALLEL RWYS; RWY 31L AND RWY 31R. RWY 31R IS A 3700 FT RWY; AND EXTENDS FROM A POINT BTWN TXWY A7 AND TXWY A8 ON THE S END TO PERHAPS 100 FT SHORT OF TXWY A2 ON THE N END. TXWY A2 GOES FROM RWY 31L TO TXWY A; THE N/S MAIN TXWY; AND IS PART OF A RUNUP AREA TO THE N OF RWY 31R. IN A PHONE CALL I HAVE RECEIVED FROM THE FAA IT IS ALLEGED THAT I VIOLATED TWR INSTRUCTIONS BECAUSE I HAD NOT BEEN 'CLRED TO 'CROSS RWY 31R' AND; FURTHER; BECAUSE I DID NOT GET GND CTL PERMISSION TO TAXI ACROSS TXWY A TO THE FBO HANGAR. XING RWY 31R: I DO NOT RECALL RECEIVING INSTRUCTIONS TO EXIT AT TXWY A2 AND HOLD SHORT OF RWY 31R; AS THE FAA IS NOW ALLEGING. SINCE THE ARPT DIAGRAM CLRLY SHOWS THE RWY AS NOT EXTENDING AS FAR N AS TXWY A2; THERE IS NOTHING THAT WOULD HAVE ALERTED ME TO THE NEED TO STOP IMMEDIATELY AFTER EXITING RWY 31L. HAVING BEEN FLYING FOR 43 YRS I AM EXTREMELY CONSCIOUS OF RWY INCURSION PROBS. TO THE EXTENT THAT THE TWR WANTED ME TO IMMEDIATELY STOP AFTER EXITING RWY 31L ON TXWY A2; I BELIEVE MY FAILURE TO DO SO IS THE RESULT OF A TWR COMS FAILURE. IT WOULD NOT HAVE BEEN NORMAL OR EXPECTED THAT I WOULD BE SO INSTRUCTED. AND; SINCE THERE WAS NO RWY TO CROSS; THE INSTRUCTIONS SHOULD HAVE BEEN SOMETHING OTHER THAN 'HOLD SHORT OF RWY 31R.' SINCE I HAVE NOT HEARD THE TAPES OF THE ACTUAL CONVERSATION; I DO NOT KNOW WHAT THE TWR SAID OR DIDN'T SAY. IT IS POSSIBLE THAT THE FAA PHONE CALL OF THIS ALLEGED INCIDENT IS IN ERROR; AND THE FAA INSPECTOR HAS NOT LOOKED AT THE ARPT DIAGRAM TO SEE THAT I COULD NOT HAVE CROSSED RWY 31R. TAXIING ACROSS TXWY A WITHOUT A CLRNC: AT THE POINT TXWY A2 MEETS TXWY A; MY DEST HANGAR IS IMMEDIATELY ACROSS AND ON THE OTHER SIDE OF TXWY A. I APPARENTLY DID NOT CALL GND CTL FOR CLRNC ACROSS TXWY A; AND; IF SO; THIS IS CLRLY A FAILURE ON MY PART. CONTRIBUTING TO THIS ALLEGED OVERSIGHT ARE 3 FACTORS: 1) I WAS SOMEWHAT DISTR BY THE LNDG GEAR PROB. WHILE NOT AN EMER; I WAS OBVIOUSLY CONCERNED. 2) THE PROX OF MY DEST HANGAR; PERHAPS 100 FT AWAY FROM WHERE I SHOULD HAVE CALLED; AND THE FACT THAT IT WAS MID DAY WITH LITTLE OR NO GND TFC AT THAT MOMENT PROBABLY CAUSED ME TO FORGET TO GET CLRNC ACROSS THE TXWY. FINALLY; CONTRIBUTING TO THIS SIT IS THE AWKWARDNESS OF CHANGING FREQS ON MY COM RADIO. TO CHANGE FREQS; THE PLT HAS TO CHANGE EACH OF THE DIGITS ON THE RADIO BY REPETITIVELY PUSHING A BUTTON BESIDE EACH DIGIT THAT NEEDS TO BE CHANGED. THERE IS NO FLIP/FLOP FEATURE. NONE OF THESE FACTORS; OF COURSE; ARE A VALID EXCUSE FOR NOT CALLING GND CTL.