Narrative:

I made a flight to ont. The flight out to ont was done under IFR. Upon landing at runway 26L; I exited at taxiway T. I requested to perform pattern-work and was approved to perform it under VFR. I performed an intersection departure from taxiway Q and made right pattern traffic per ATC's request. I was then cleared to land on runway 26R. Upon landing; I was told to turn right on taxiway right and right on taxiway north. I read-back the clearance. Almost immediately after reading back the turns (and while I was still on the runway) ont tower cleared a B737 for takeoff. I had the sign for taxiway right in sight but due to the reversed nature of this taxiway from 26R (as this was a reverse high speed taxiway from 26R's perspective angled at approximately 40 degrees from runway 8L requiring an approximate 140 degrees turn to the right from runway 26R) the blue edge taxiway lights were roughly parallel to the runway making it ambiguous whether the edge lights were from taxiway right or taxiway north. As it was a night in which the moon was not out at the time; it was essentially impossible to note where the pavement was without the aid of lighting. I then searched for the yellow lead-off centerline to assist me on getting on taxiway right; I did not find any centerline and upon realizing this I made a right turn toward [taxiway] right northbound where it appeared where [taxiway] right was supposed to be; but upon encountering what appeared to be a boundary I stopped and declared that I needed progressive taxi to find my way. Ont tower then canceled takeoff clearance for the jet and said something about that I should make a 180 degree turn and that taxiway right would be to the left. I then queried the tower if the taxiway could be found 45 degrees to my right. As I remember; I made a right of about 40 degrees and; to the best of my recollection; upon realizing that [taxiway] right was in front of me; I then proceeded close to the northern edge of taxiway right along right and proceeded past the hold bars. No other incident occurred before or afterwards. It is of critical importance for taxiways to have lead-off lines from runways to be able to exit runways promptly--especially if a near course reversal is required to exit the runway. If taxiway right would have had lead off lines out of 26R; the incident in question would have never happened. As an initial resolution; I urge that lead off lines be painted with possible green lights out of runway 26R onto taxiway right to prevent any future incidents. A permanent solution could be to require all taxiways to require lead-off lines (and possible green lights) at all airports if those taxiways are going to be used to perform quick exits from runways.

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Original NASA ASRS Text

Title: A single engine pilot landed on ONT Runway 26R with a clearance to exit at the reverse high speed Taxiway R but because there were no lead-off taxiway lights he was unable to identify the taxiway.

Narrative: I made a flight to ONT. The flight out to ONT was done under IFR. Upon landing at Runway 26L; I exited at Taxiway T. I requested to perform pattern-work and was approved to perform it under VFR. I performed an intersection departure from Taxiway Q and made right pattern traffic per ATC's request. I was then cleared to land on Runway 26R. Upon landing; I was told to turn right on Taxiway R and right on Taxiway N. I read-back the clearance. Almost immediately after reading back the turns (and while I was still on the runway) ONT Tower cleared a B737 for takeoff. I had the sign for Taxiway R in sight but due to the reversed nature of this taxiway from 26R (as this was a reverse high speed taxiway from 26R's perspective angled at approximately 40 degrees from Runway 8L requiring an approximate 140 degrees turn to the right from Runway 26R) the blue edge taxiway lights were roughly parallel to the runway making it ambiguous whether the edge lights were from Taxiway R or Taxiway N. As it was a night in which the moon was not out at the time; it was essentially impossible to note where the pavement was without the aid of lighting. I then searched for the yellow lead-off centerline to assist me on getting on Taxiway R; I did not find any centerline and upon realizing this I made a right turn toward [Taxiway] R northbound where it appeared where [Taxiway] R was supposed to be; but upon encountering what appeared to be a boundary I stopped and declared that I needed progressive taxi to find my way. ONT Tower then canceled takeoff clearance for the jet and said something about that I should make a 180 degree turn and that Taxiway R would be to the left. I then queried the Tower if the taxiway could be found 45 degrees to my right. As I remember; I made a right of about 40 degrees and; to the best of my recollection; upon realizing that [Taxiway] R was in front of me; I then proceeded close to the northern edge of Taxiway R along R and proceeded past the hold bars. No other incident occurred before or afterwards. It is of critical importance for taxiways to have lead-off lines from runways to be able to exit runways promptly--especially if a near course reversal is required to exit the runway. If Taxiway R would have had lead off lines out of 26R; the incident in question would have never happened. As an initial resolution; I urge that lead off lines be painted with possible green lights out of Runway 26R onto Taxiway R to prevent any future incidents. A permanent solution could be to require all taxiways to require lead-off lines (and possible green lights) at all airports if those taxiways are going to be used to perform quick exits from runways.

Data retrieved from NASA's ASRS site 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.