Narrative:

On an actual instrument airplane checkride with a dpe (designated pilot examiner) in the passenger seat; I was PIC (pilot in command); the checkride had concluded and we landed back at ZZZ runway xy. The tower issued the following clearance to me 'piper [callsign] left on golf; hold short of taxiway alpha; contact ground point 7'. I turned left on golf and observed a high wing airplane fast approaching on taxiway alpha; approaching me from my right; obviously the reason for the 'hold short of taxiway alpha' instruction. I brought the aircraft to a stop prior to taxiway alpha as instructed and switched to ground frequency. In the position I stopped to give adequate clearance to the approaching aircraft; my aircraft was not completely clear of the runway entrance bars. The dpe shouted to me to clear the runway; apparently wanting me to nudge closer to the approaching aircraft. I believed he did not see the approaching aircraft since he had been looking down at his phone and I responded by saying that we were told to hold short of taxiway alpha for the approaching aircraft. He said I have to clear the runway and took control of my aircraft from the right seat; which has no toe brakes; and jammed the throttle forward; sending us lurching towards the oncoming aircraft; which was now directly in front of us. He grabbed the parking hand brake to stop the airplane and gave control back to me. I contacted ground and was told to taxi to transient parking; which I did and shut down the plane. I reviewed the aerial image of ZZZ intersection of golf and taxiway alpha and reconfirmed to myself that the space for an airplane to be completely clear of the runway bars but short of taxiway alpha (no additional bars or markings to hold short at) and to be safely clear of a fast approaching high wing aircraft is inadequate. In the greatest interest of safety; the tower should have told me to proceed to the next intersection to exit the runway; or advised me to remain on the runway until the aircraft passed; or coordinated with ground control to have the approaching aircraft on taxiway alpha stop for me to exit; given that the maneuver of clearing the runway but holding short of the taxiway is too tight there. Additionally; there are no bars or other markings at the edge of taxiway alpha to properly indicate where an aircraft should stop; so it is impossible to know whether adequate clearance will be provided when an aircraft is holding short of taxiway alpha at an imaginary hold short bar for an approaching aircraft on that taxiway. The airport should paint hold short lines or taxiway edge lines if they plan to continue squeezing aircraft in the area between the runway xy clearance bars and the taxiway. Measurements should be taken to ensure an aircraft holding short of taxiway alpha at golf will not make contact with the overhanging wing of an approaching aircraft on taxiway alpha. The actions of the dpe dramatically increased the probability of my aircraft crashing into the taxing aircraft and were dangerous and inappropriate. In my position as PIC; I determined it to be safer to have a portion of my aircraft still overhanging the runway xy clearance bars rather than to approach another aircraft too closely. In this case; it would be appropriate for the tower to have a departing aircraft wait for their takeoff clearance until I was able to completely clear; or an arriving aircraft to go-around; in the best interest of safety. The intersection of golf and taxiway alpha should be studied and measured and consideration should be given to whether additional lines or markings or runway exit procedures should be implemented.

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Original NASA ASRS Text

Title: Pilot did not adequately clear runway when given hold short of parallel taxiway instructions. Designated Pilot Examiner took control and taxied the aircraft forward which nearly created a conflict with an aircraft on the parallel taxiway.

Narrative: On an actual Instrument Airplane checkride with a DPE (Designated Pilot Examiner) in the passenger seat; I was PIC (Pilot in Command); the checkride had concluded and we landed back at ZZZ runway XY. The Tower issued the following clearance to me 'Piper [callsign] left on Golf; hold short of taxiway Alpha; contact Ground point 7'. I turned left on Golf and observed a high wing airplane fast approaching on taxiway Alpha; approaching me from my right; obviously the reason for the 'hold short of taxiway Alpha' instruction. I brought the aircraft to a stop prior to taxiway alpha as instructed and switched to Ground frequency. In the position I stopped to give adequate clearance to the approaching aircraft; my aircraft was not completely clear of the runway entrance bars. The DPE shouted to me to clear the runway; apparently wanting me to nudge closer to the approaching aircraft. I believed he did not see the approaching aircraft since he had been looking down at his phone and I responded by saying that we were told to hold short of taxiway Alpha for the approaching aircraft. He said I have to clear the runway and took control of my aircraft from the right seat; which has no toe brakes; and jammed the throttle forward; sending us lurching towards the oncoming aircraft; which was now directly in front of us. He grabbed the parking hand brake to stop the airplane and gave control back to me. I contacted Ground and was told to taxi to transient parking; which I did and shut down the plane. I reviewed the aerial image of ZZZ intersection of Golf and Taxiway Alpha and reconfirmed to myself that the space for an airplane to be completely clear of the runway bars but short of Taxiway Alpha (no additional bars or markings to hold short at) and to be safely clear of a fast approaching high wing aircraft is inadequate. In the greatest interest of safety; the Tower should have told me to proceed to the next intersection to exit the runway; or advised me to remain on the runway until the aircraft passed; or coordinated with Ground Control to have the approaching aircraft on Taxiway Alpha stop for me to exit; given that the maneuver of clearing the runway but holding short of the taxiway is too tight there. Additionally; there are no bars or other markings at the edge of taxiway Alpha to properly indicate where an aircraft should stop; so it is impossible to know whether adequate clearance will be provided when an aircraft is holding short of taxiway Alpha at an imaginary hold short bar for an approaching aircraft on that taxiway. The airport should paint hold short lines or taxiway edge lines if they plan to continue squeezing aircraft in the area between the Runway XY clearance bars and the taxiway. Measurements should be taken to ensure an aircraft holding short of taxiway Alpha at Golf will not make contact with the overhanging wing of an approaching aircraft on taxiway Alpha. The actions of the DPE dramatically increased the probability of my aircraft crashing into the taxing aircraft and were dangerous and inappropriate. In my position as PIC; I determined it to be safer to have a portion of my aircraft still overhanging the Runway XY clearance bars rather than to approach another aircraft too closely. In this case; it would be appropriate for the Tower to have a departing aircraft wait for their takeoff clearance until I was able to completely clear; or an arriving aircraft to go-around; in the best interest of safety. The intersection of Golf and Taxiway Alpha should be studied and measured and consideration should be given to whether additional lines or markings or runway exit procedures should be implemented.

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.