Cessna Citation Sovereign (C680)
Flight Crew Air Transport Pilot (ATP)
Confusion; Distraction; Situational Awareness
Deviation / Discrepancy - Procedural Clearance; Ground Incursion Runway; Inflight Event / Encounter Weather / Turbulence
Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented
Airport; Aircraft; Human Factors; Weather
Runway incursion on Runway 19 at FRG. It was a very windy (gusting at times to over 40 knots); with shifting winds and heavy rain. I was the the pilot taxing the plane. Original clearance was to taxi to 19 via Bravo and cross 14. I understood the instructions and looked at it on my iPad. We began taxiing on the [FBO] ramp. Bravo parallels 19 but also does a 90 degree turn and connects to the departure end of 19; which is where the ramp comes out. As we crossed the ramp I was struggling to re engage the gust lock due to the wind and had my partner help push on the rudder to help engage it. We then asked for a wind check; and the winds favored 14 a bit more; so we asked for it and we're provided taxi instructions of Bravo and Alpha to 14. My partner went heads down to change the FMS; but the Honeywell FMS would not accept it because it said the winds were out of limits. I then told ground we would hold our position so I could help with the FMS and figure out what to do. At this time we were located just across the non-movement lines and were almost on bravo. We realized that the FMS's would not take a wind higher than 25 knots no matter if it was a direct headwind or not. The crosswind was not exceeding 25 knots. We then asked for one more wind check and the winds now shifted to 19 (as I said; the winds were very dynamic and gusty). We fixed the FMS and asked for Runway 19 and was told to taxi via Bravo and cross 14. As I began to slowly move the plane I noticed the autopilot fail CAS messages kept coming on and off as well as our AOA vane indicator was fluctuating up and down over and over. I then heard an ELT going off (I had 121.5 set on comm 1 but it was bleeding over to come 2; another side affect of Honeywell). I turned to comm 1 and heard it very loud. I thought it might be coming from us. I may have been reasoning that we might be having an electrical problem; maybe some rain water got on something? I was still taxing slowly; I asked my partner to check the ELT panel to make sure it was on arm; which it was. I looked ahead and saw a location sign indicating I was on Bravo and saw hold short bars for a runway and repeated to my partner 'Bravo; cross 14' and he said yes. Things didn't look quite right and I glanced down at my iPad and saw bravo crossed a runway ahead of me but I didn't understand why I would have to take Golf; which was on the other side of the runway; up to 19. I figured I must have missed hearing it because I was preoccupied with the winds; contemplating the best runway to use; with the autopilot issue and the ELT going off. Being on Bravo; as noted by the location sign; I then crossed the hold short lines of a runway. The entire plane was past the line but not on the runway when ground told us quickly to hold our position. I wasn't sure why; but I stopped fast. We were then told we entered Runway 19. He then gave us taxi instructions to exit the runway and further instructions to Runway 19. When I came off the [FBO] ramp; even though I was 90 degrees to the parallel Bravo I still saw the Bravo location sign directly in front of me; telling me I was on Bravo. With all the distractions I stayed straight on the short segment of Bravo and entered the runway that was in front of me; which was 19 and not 14. I obviously didn't look at the runway sign. We did however look both ways to make sure it was clear to cross. There was no conflict with any other aircraft. Just to add; the winds shifted again in which we then changed runways again to Runway 14. We taxied there with no further events and all the CAS issues cleared up (we figured it was the gusty winds affecting the AOA; which affected the autopilot). The winds stayed steady favoring 14 with gusts to 30 and we departed 30 minutes later after an ATC delay. This was my first ever runway incursion. I am usually very diligent with my taxing and aware of my surroundings. 1. I was terribly distracted and I should have stopped the plane to reorient myself to my exact position. We should have solved the problems as well as made decisions prior to moving the plane. I did stop once; but I obviously was still not prepared to taxi again. 2. Switching departure runways several times added to the problem since we were given several different instructions in a short period. 3. The fact that Bravo wrapped around to the departure end of 19 doesn't help because when you come off the [FBO] ramp the first thing you see is the location Bravo sign; before you actually turn onto the 'real' Bravo. The sign should be renamed Bravo1. 4. The winds were a factor. Could the flight have been delayed? Sure. But the winds stayed gusty for New York for most of the day so we would have been delayed for hours. Although the winds were strong they did not exceed my comfort level; ability; aircraft limitations or company procedures.
CE680 Captain reports a runway incursion taxiing from the FBO ramp via Taxiway B to Runway 19 at FRG. Westbound Taxiway B is followed instead of northbound B.