Narrative:

This narrative is concerning an inaccuracy on the lnk 10-9 taxi chart and the confusion that occurred when attempting to follow the taxi chart. Our flight was a night flight into lnk. Weather was VMC with winds out of the south at less than 10 knots.a visual approach to runway 14 was briefed. The exit and taxi plan was thoroughly briefed. The plan was to exit at the end of runway 14 on taxiway P for proximity to our parking area. The approach and landing was normal. The tower said we could exit onto taxiway K. We could have turned onto K but I had the first officer tell the tower we would like to go to the end. The tower approved our request. The turnoff at the end looked to be wide open on the chart.the jeppfd-pro app on the ipad is very useful to zoom in on the 10-9 taxi charts to view and brief in more detail the planned taxi routes. This is useful at infrequently visited airports such as lnk. The area of concern is at the south end of runway 14. The end of runway 14 is shown on the 10-9 chart by the arrow emanating from elev 1178 ft.when landing on runway 14 and planning to exit at the end the 10-9 chart would have you taxiing beyond the end of the runway and then exiting to the right. The large taxi area depicted beyond the end of runway 14 also shows that it connects up to runway 17-35.in reality the entire area shown on the 10-9 chart beyond the end of runway 14 appears to be inaccurate. The end of the runway on the chart appears to not be in correct position in relation to the exit and taxi area shown. The actual taxiway appears to be only a portion of the area shown. Also; the area does not appear to connect to runway 17-35. The landing lights showed the area beyond the end of the runway to be the same type of surface as the runway to add more confusion.the lnk 10-9 chart needs to be updated to be more accurate for unfamiliar crews. With the efb and the jeppesen app it is even more important to have accurate and precise taxi information depicted on the 10-9 pages because we can zoom in to see the details now. If I could offer a suggestion. There looks to be plenty of room on the lnk 10-9 chart to place a blow-up pictoral of that particular area of concern such as they have on the bos 10-9 chart. Since a satellite picture such as google earth can be viewed to see what the airport actually looks like you would think that jeppeson would use something like that to get more precise data. The digitized data could make for much more clear and accurate 10-9 pages.our goal is to have the lnk 10-9 page updated so no other crew gets confused like we were.

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Original NASA ASRS Text

Title: Air carrier flight crew after landing on Rwy 14 at LNK and exiting at the end of the runway was confused by the conflicts between the Jeppesen 10-9 display of the exit area and the actual layout of the hard surface in that area. Cited as contributing factors were a night arrival and the ability of his iPad tablet to expand the chart for greater detail...in this case inaccurate detail. Of significant importance is the fact that the hard surface area in that location does not connect to Runway 17/35 as shown on the chart.

Narrative: This narrative is concerning an inaccuracy on the LNK 10-9 taxi chart and the confusion that occurred when attempting to follow the taxi chart. Our flight was a night flight into LNK. Weather was VMC with winds out of the south at less than 10 knots.A visual approach to RWY 14 was briefed. The exit and taxi plan was thoroughly briefed. The plan was to exit at the end of RWY 14 on taxiway P for proximity to our parking area. The approach and landing was normal. The tower said we could exit onto taxiway K. We could have turned onto K but I had the First Officer tell the tower we would like to go to the end. The tower approved our request. The turnoff at the end looked to be wide open on the chart.The JeppFD-Pro App on the IPad is very useful to zoom in on the 10-9 taxi charts to view and brief in more detail the planned taxi routes. This is useful at infrequently visited airports such as LNK. The area of concern is at the south end of RWY 14. The end of RWY 14 is shown on the 10-9 chart by the arrow emanating from Elev 1178 FT.When landing on RWY 14 and planning to exit at the end the 10-9 chart would have you taxiing beyond the end of the runway and then exiting to the right. The large taxi area depicted beyond the end of RWY 14 also shows that it connects up to RWY 17-35.In reality the entire area shown on the 10-9 chart beyond the end of RWY 14 appears to be inaccurate. The end of the runway on the chart appears to not be in correct position in relation to the exit and taxi area shown. The actual taxiway appears to be only a portion of the area shown. Also; the area does not appear to connect to RWY 17-35. The landing lights showed the area beyond the end of the runway to be the same type of surface as the runway to add more confusion.The LNK 10-9 chart needs to be updated to be more accurate for unfamiliar crews. With the EFB and the Jeppesen App it is even more important to have accurate and precise taxi information depicted on the 10-9 pages because we can zoom in to see the details now. If I could offer a suggestion. There looks to be plenty of room on the LNK 10-9 chart to place a blow-up pictoral of that particular area of concern such as they have on the BOS 10-9 chart. Since a satellite picture such as Google Earth can be viewed to see what the airport actually looks like you would think that Jeppeson would use something like that to get more precise data. The digitized data could make for much more clear and accurate 10-9 pages.Our goal is to have the LNK 10-9 page updated so no other crew gets confused like we were.

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.