Narrative:

We were cleared for the visual approach and to land. On short final; as I usually do; I asked the tower if we could roll long on landing; and they approved. We do this since the runway is 12000 feet long; and the terminal where we park is at the far end of the runway. When approved to roll long; I usually roll all the way to the far end and exit at taxiway F or D; which puts us right near our parking gate. This was my intention in this case; and with tower's approval; I had no indication that this would be any different than the many times before I have done so.as we rolled out; tower said to exit at H. This exit is at least 2000 feet closer than the one I was targeting; and they told me too late in order to make the H turnoff. We tried to let them know this; but the frequency was busy at this time; so we were unable. They noticed we had rolled past H; and they then told us to exit at G and to cross the hold short for runway 26L departure safety area. Taxiway G is a 90 degree turnoff and is also the same place as F; which is about a 45 degree turn off. I saw the sign for G; and started to turn; but my speed was still a bit high for a 90 degree turn; so I rolled more towards F and asked if I could use F. They said no; use G; expedite across. As I was rolling out and making these turns; I looked to my left; towards runway 26L; and saw an aircraft on departure that would have flown right over us had we continued into the runway safety area. I had also heard them clear an aircraft to land on runway 26L; and saw an aircraft that appeared to be short final for that runway. In the past; they have always been very protective of the runway safety area; as they should be. I've never been allowed to cross this area with an aircraft on departure; let alone as close as this departing aircraft was. I clearly heard the instruction to cross; but it didn't seem right; so I elected to stop and clarify. Confusion and blocked transmissions ensued.in so doing; I didn't clear the hold short line for my runway 22. In the moment; I didn't think much of this. In my mind; there was no conflict with any aircraft behind me since I had been cleared to roll long; and didn't hear or at least factor in any radio calls to anyone else on 22. Turns out the reason they needed me to expedite was there was another aircraft landing on runway 22 behind me. This never entered my mind at the time; as I was more concerned with what seemed to be a conflict with the runway 26L departure and landing aircraft. Since I was still on runway 22; the tower instructed the aircraft behind me to go around.this would not have happened had I simply continued my taxi. I heard the instruction; but it just didn't seem correct based on what I was seeing and thought was occurring. It seemed to me that the instruction given to me should not have been given. I made the decision to do what I thought was safer and stop the aircraft until I could get a clarification. In my mind; the only potential conflict was with the runway 26L aircraft. I didn't think there was anyone using runway 22 at the time. In the end; the only bad result was an inadvertent go around; and my own confusion and frustration that I probably could have avoided it happening; but I feel that my actions were warranted.

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Original NASA ASRS Text

Title: Air carrier Captain reported they did not completely exit the runway at ELP as instructed causing the Tower to have to send a subsequent arrival around.

Narrative: We were cleared for the Visual Approach and to land. On short final; as I usually do; I asked the tower if we could roll long on landing; and they approved. We do this since the runway is 12000 feet long; and the terminal where we park is at the far end of the runway. When approved to roll long; I usually roll all the way to the far end and exit at taxiway F or D; which puts us right near our parking gate. This was my intention in this case; and with Tower's approval; I had no indication that this would be any different than the many times before I have done so.As we rolled out; tower said to exit at H. This exit is at least 2000 feet closer than the one I was targeting; and they told me too late in order to make the H turnoff. We tried to let them know this; but the frequency was busy at this time; so we were unable. They noticed we had rolled past H; and they then told us to exit at G and to cross the hold short for runway 26L departure safety area. Taxiway G is a 90 degree turnoff and is also the same place as F; which is about a 45 degree turn off. I saw the sign for G; and started to turn; but my speed was still a bit high for a 90 degree turn; so I rolled more towards F and asked if I could use F. They said no; use G; expedite across. As I was rolling out and making these turns; I looked to my left; towards Runway 26L; and saw an aircraft on departure that would have flown right over us had we continued into the runway safety area. I had also heard them clear an aircraft to land on Runway 26L; and saw an aircraft that appeared to be short final for that runway. In the past; they have always been very protective of the runway safety area; as they should be. I've never been allowed to cross this area with an aircraft on departure; let alone as close as this departing aircraft was. I clearly heard the instruction to cross; but it didn't seem right; so I elected to stop and clarify. Confusion and blocked transmissions ensued.In so doing; I didn't clear the hold short line for my Runway 22. In the moment; I didn't think much of this. In my mind; there was no conflict with any aircraft behind me since I had been cleared to roll long; and didn't hear or at least factor in any radio calls to anyone else on 22. Turns out the reason they needed me to expedite was there was another aircraft landing on Runway 22 behind me. This never entered my mind at the time; as I was more concerned with what seemed to be a conflict with the Runway 26L departure and landing aircraft. Since I was still on Runway 22; the tower instructed the aircraft behind me to go around.This would not have happened had I simply continued my taxi. I heard the instruction; but it just didn't seem correct based on what I was seeing and thought was occurring. It seemed to me that the instruction given to me should not have been given. I made the decision to do what I thought was safer and stop the aircraft until I could get a clarification. In my mind; the only potential conflict was with the Runway 26L aircraft. I didn't think there was anyone using Runway 22 at the time. In the end; the only bad result was an inadvertent go around; and my own confusion and frustration that I probably could have avoided it happening; but I feel that my actions were warranted.

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.