SMA PLT HAD RWY INCURSION.

Narrative

HOW THE PROB AROSE: MISUNDERSTANDING OF TAXI CLRNC. MY ACFT WAS CLRED TO TAXI TO RWY 17 FROM FBO AT ILM; WITH THE ADDITIONAL INSTRUCTION TO HOLD SHORT OF TXWY A. I TAXIED FROM MY POS ON TXWY E; ACROSS RWY 35/17 TO HOLD IN AN AREA WHERE AN APCHING C172 COULD ENTER THE RAMP AT FBO VIA TXWYS A AND E. THE CTLR MISUNDERSTOOD WHERE I WAS ON THE ARPT. I UNDERSTOOD THAT I NEEDED TO TAXI FORWARD TO CLR TXWY E FOR THE INBOUND C172; AS I WAS EFFECTIVELY BLOCKING THE ENTRANCE TO FBO. THE GND CTLR; HOWEVER; THOUGHT THAT MY AIRPLANE WAS AT A DIFFERENT FBO ON THE ARPT; AND WAS NOT AWARE THAT THE INSTRUCTIONS GIVEN TO MY ACFT WOULD PLACE US ON A RWY (RWY 35/17). I VISUALLY CLRED THE RWY BEFORE XING IT; SO HOPEFULLY THIS MISUNDERSTANDING DID NOT CAUSE ANOTHER ACFT TO CHANGE ITS TKOF OR LNDG ACTIVITIES. HOW IT WAS DISCOVERED: AS I TAXIED FORWARD ON TXWY E FROM FBO; I WAS INSTRUCTED TO MOVE TO THE SIDE SO AS NOT TO BLOCK THE TXWY; AND WAS INFORMED THAT THERE WAS SOME CONFUSION ABOUT THE LOCATION OF MY ACFT WHEN THE ORIGINAL TAXI INSTRUCTIONS WERE GIVEN. WHEN THE ROOM FOR THE OPPOSITE DIRECTION TFC (C172) WAS ARRANGED AND THAT CONFLICT SOLVED; I WAS INSTRUCTED TO CONTINUE MY TAXI. THE ORIGINAL GND CTLR WAS REPLACED (SUPVR) AND I REALIZED THAT A RWY INCURSION EVENT MAY HAVE TRANSPIRED. CONTRIBUTING FACTORS: LIMITED RAMP SPACE AT FBO FOR MANEUVERING AN AIRPLANE THE SIZE OF A KING AIR (GND PERSONNEL PARKED MY ACFT ON TXWY E). NONSTANDARD MARKINGS. I DO NOT REMEMBER SEEING THE DOUBLE RED STRIPE SEPARATING THE RAMP FROM THE TXWY E. THE ORIGINAL GND CTLR'S MISUNDERSTANDING OF MY POS ON THE ARPT WHEN TAXI INSTRUCTION WAS GIVEN. CORRECTIVE ACTIONS: WHEN THE CONFLICT WAS DISCOVERED BY THE GND CTLR; I WAS QUICKLY GIVEN EASY-TO-UNDERSTAND INSTRUCTIONS TO MANEUVER MY AIRPLANE TO PLACE WHERE TXWY A BECOMES WIDE ENOUGH FOR 2 OPPOSITE DIRECTION ACFT TO PASS EACH OTHER. PERCEPTIONS/JUDGEMENTS/DECISIONS: I PERCEIVED THAT BECAUSE OF THE SIZE OF MY AIRPLANE AND ITS LOCATION ON THE ARPT; THAT IT WOULD BE DIFFICULT FOR ACFT APCHING THE FBO RAMP. I FELT THAT EXPEDITING THE TAXI INSTRUCTIONS WOULD SOLVE ANY CONFLICT. MY EXPERIENCE AT BUSY ARPTS HAS TAUGHT ME THAT THESE CONFLICTS ARE NOT UNCOMMON. WITH HINDSIGHT; I FEEL THAT MY ACFT SHOULD NOT HAVE PROCEEDED; EITHER BY MY ACTION OR THE CTLR'S (HOLD YOUR POS). JUDGEMENTS AND DECISIONS BY MYSELF AND THE GND CTLR SOLVED ANY CONFLICTS KNOWN BY ME. HUMAN PERFORMANCE FACTORS: MY FLT WAS AT THE END OF A LONG DUTY DAY AND WAS PLANNED TO PROCEED INTO AN AREA OF TROUBLED WX. (I DID END UP MAKING AN UNSCHEDULED STOP AT CAE AFTER ATTEMPTS TO CLARIFY THE WX WITH FLT WATCH WERE UNSUCCESSFUL.) I WAS DISTR BY THE SEVERITY OF THE WX AHEAD. I HAVE NO INFO ON THE HUMAN PERFORMANCE FACTORS OF THE ORIGINAL GND CTLR. WHAT CAN BE DONE TO PREVENT A RECURRENCE: 1) THE RAMP AREA SHOULD BE MORE READILY DEFINED AT THE JUNCTION OF TXWY E. 2) A SIGN SHOULD BE PLACED AT THE EXIT OF THE RAMP THAT SAYS INBOUND ACFT UTILIZING TXWY A WOULD CAUSE A PROB TO EXITING ACFT. THIS WOULD BE EXTREMELY USEFUL WHENEVER THE CTL TWR IS INOP. 3) GND CTL SHOULD MAKE VISUAL CONTACT; IF POSSIBLE; WITH ACFT REQUESTING TAXI INSTRUCTIONS BEFORE THOSE INSTRUCTIONS ARE GIVEN. 4) FLASHING YELLOW CAUTION LIGHTS SHOULD BE INSTALLED WHERE TXWY E ENDS.