Date: 201305
Local time of day: 1201-1800
Location: FDK.Airport, MD
Flight conditions: VMC
Light: Daylight
Aircraft: Bonanza 36
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Taxi
ATC / advisory: Tower FDK
Aircraft component: Electronic Flt Bag (EFB)
Component problem: Design; Improperly Operated
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Training / Qualification; Confusion; Situational Awareness; Human-Machine Interface; Distraction
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Clearance; Flight Deck / Cabin / Aircraft Event Other / Unknown; Ground Incursion Runway
Detector: Person Air Traffic Control
When detected: Taxi
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Air Traffic Control Provided Assistance
Contributing factors: Chart Or Publication; Airport; Aircraft; Human Factors; Manuals
Primary problem: Human Factors

Narrative: This event occurred on the third of three flights on the same day. I believed I was familiar with FDK; having been to the field three or four times. I received taxi clearance from Ground; but had trouble identifying Taxiway Bravo. I then started to rely on my 'moving map' for aid in taxiing; but found myself unable to identify my exact position.Ground helped me identify Taxiway Bravo; but I then nearly missed the left turn to Taxiway Alpha. Ground again supplied assistance and I turned left on Alpha for active Runway 30. I soon began to realize FDK has no (or few) taxiway markings for intersections or otherwise; which confused me since most airports I fly with multiple runways and a Tower have standard taxiway markings and intersection markings. As a result I was calling Ground; scanning for taxiway markings; and checking my moving map all at the same time.My 'moving map' showed me short of Runway 30 and I continued. As I scanned for taxiway signs/markings; I noticed a white centerline ahead; and knew I was on Runway 30 without clearance; a runway incursion. I advised Ground who gave me progressive guidance back to the departure end of 30. I completed taxiing and takeoff without further incident.Human performance considerations included the following contributing factors: Fatigue from the third flight of the day. False assumptions; i.e. that every towered airport with multiple runways and taxiways has standard taxiway and intersection markings. My false assumption that Ground is watching me and will give me instructions; so I know what to do. Over-reliance on my 'moving map;' which I later determined was not updating in 'real time' and hence showed a 'lagging' view of my position.In the future I will: Take into account personal fatigue when flying long hours and will closely monitor my fitness to continue flight. Remember that 'moving maps' are an aid; not a substitute; for visual ground-based taxiing. If confused or disoriented in taxiing; I will stop and request progressive taxi instructions and; if necessary; will pause at every intersection to check location and verify with Ground that it is safe and appropriate to continue. I will look for runway hold short markings! They were clearly visible for Runway 30 on Taxiway Alpha; and I did not see the markings due to my inappropriately looking for taxiway signage and looking at the confusing moving map.




Synopsis: BE-36 pilot tired from a long day of flying and overly dependent on his moving map display; made multiple errors of judgment and execution when taxiing for takeoff at FDK. Ground Control was instrumental in the aircraft's eventual arrival at the departure end of the active runway.