Narrative:

I was executing a practice ILS approach at bridgeport at night. Although I had not planned on landing, but rather continue on to new haven, I was instructed to make a full stop landing. Upon landing on runway 11, tower instructed to turn left or right at the next available taxiway. As I approached the next taxiway, I experienced a severe nosewheel shimmy and vibrations in the nose wheel. I later learned that a bolt sheared in the nose wheel strut, and the strut had collapsed. In addition, my landing light was out. I missed the turn off for the next taxiway, and continued down the runway, past an intersecting runway expecting to get off at the next available taxiway. At the end of the runway I realized that there were no other txwys, and called tower for instructions. I was instructed to taxi back on the runway and turn left on the intersecting runway (6-24), as landing traffic was first waved off, and the authority/authorized to land, as I cleared the runway. The problem was caused in part by my unfamiliarity with the airport, reluctance to turn onto an intersecting runway west/O prior instructions, and failure to communication immediately with the tower for instructions after missing my first taxiway. Contributing factors include mechanic failure of the nose strut causing severe vibrations and difficulty in steering and landing light failure. Recurrence could be avoided by studying airport txwys for all potential landing fields (even if landing is not planned), closer tower monitoring of landing aircraft would help in a case such as this. Immediate pilot communication with tower in the event of problems or inability to follow initial instruction. Facility upgrading by adding txwys at the end of runway 11 would also be helpful.

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Original NASA ASRS Text

Title: AFTER LNDG NOSE WHEEL VIBRATION (BOLT SHEERED) CREATED INABILITY TO MAKE TURN OFF REQUEST. CONTINUED TO END OF RWY. NO TXWY AT END. INSTRUCTED TO TAXI BACK ON RWY AND TURN OFF ON INTERSECTING RWY.

Narrative: I WAS EXECUTING A PRACTICE ILS APCH AT BRIDGEPORT AT NIGHT. ALTHOUGH I HAD NOT PLANNED ON LNDG, BUT RATHER CONTINUE ON TO NEW HAVEN, I WAS INSTRUCTED TO MAKE A FULL STOP LNDG. UPON LNDG ON RWY 11, TWR INSTRUCTED TO TURN LEFT OR RIGHT AT THE NEXT AVAILABLE TXWY. AS I APCHED THE NEXT TXWY, I EXPERIENCED A SEVERE NOSEWHEEL shimmy AND VIBRATIONS IN THE NOSE WHEEL. I LATER LEARNED THAT A BOLT SHEARED IN THE NOSE WHEEL STRUT, AND THE STRUT HAD COLLAPSED. IN ADDITION, MY LNDG LIGHT WAS OUT. I MISSED THE TURN OFF FOR THE NEXT TXWY, AND CONTINUED DOWN THE RWY, PAST AN INTERSECTING RWY EXPECTING TO GET OFF AT THE NEXT AVAILABLE TXWY. AT THE END OF THE RWY I REALIZED THAT THERE WERE NO OTHER TXWYS, AND CALLED TWR FOR INSTRUCTIONS. I WAS INSTRUCTED TO TAXI BACK ON THE RWY AND TURN LEFT ON THE INTERSECTING RWY (6-24), AS LNDG TFC WAS FIRST WAVED OFF, AND THE AUTH TO LAND, AS I CLRED THE RWY. THE PROB WAS CAUSED IN PART BY MY UNFAMILIARITY WITH THE ARPT, RELUCTANCE TO TURN ONTO AN INTERSECTING RWY W/O PRIOR INSTRUCTIONS, AND FAILURE TO COM IMMEDIATELY WITH THE TWR FOR INSTRUCTIONS AFTER MISSING MY FIRST TXWY. CONTRIBUTING FACTORS INCLUDE MECH FAILURE OF THE NOSE STRUT CAUSING SEVERE VIBRATIONS AND DIFFICULTY IN STEERING AND LNDG LIGHT FAILURE. RECURRENCE COULD BE AVOIDED BY STUDYING ARPT TXWYS FOR ALL POTENTIAL LNDG FIELDS (EVEN IF LNDG IS NOT PLANNED), CLOSER TWR MONITORING OF LNDG ACFT WOULD HELP IN A CASE SUCH AS THIS. IMMEDIATE PLT COM WITH TWR IN THE EVENT OF PROBS OR INABILITY TO FOLLOW INITIAL INSTRUCTION. FAC UPGRADING BY ADDING TXWYS AT THE END OF RWY 11 WOULD ALSO BE HELPFUL.

Data retrieved from NASA's ASRS site as of August 2007 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.