Air carrier medium large transport unauthorized taxi after landing at lga.

Attributes
ACN	157758
Time
Date	199009
Day	Tue
Local Time Of Day	1801 To 2400
Place
Locale Reference	airport : lga
State Reference	NY
Altitude	agl bound lower : 0 agl bound upper : 0
Environment
Flight Conditions	IMC
Light	Night
Aircraft 1
Operator	common carrier : air carrier
Make Model Name	Medium Large Transport, Low Wing, 2 Turbojet Eng
Flight Phase	ground other : taxi landing other
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : atp
Experience	flight time last 90 days : 180 flight time total : 12000 flight time type : 7000
ASRS Report	157758
Person 2
Affiliation	company : air carrier
Function	flight crew : first officer
Qualification	pilot : atp
Events
Anomaly	other anomaly other
Independent Detector	other controllera other flight crewa
Resolutory Action	controller : issued new clearance
Consequence	Other
Supplementary
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	other

Narrative:

Following landing on runway 22 at lga, we were asked by the control tower to clear the runway at taxiway delta. The actual WX conditions at the time of landing were approximately 500' overcast and 1 mi visibility in moderate rain. The official observation which was on the ATIS was 1000' overcast and 3 mi visibility. Clearing the runway, I missed the outer taxiway slightly and stopped to consult the taxi chart. The ground controller advised us to join the inner taxiway but to use caution because we were on a truck access road. As a result of poor lighting, taxiway markings and WX conditions, it was difficult to see exactly where we were, even with the side windows open. Another look at the taxi chart confirmed we were not on a truck access but on a published aircraft taxiway that intersects the inner taxiway. I feel that the factors contributing to this confusion were WX conditions causing reduced visibilities, poor taxiway markings and lights, (at this particular airport), and one additional factor is controllers issuing clearance to an aircraft rolling down a runway at 100 KTS. An air traffic controller wouldn't even think about talking to an aircraft on takeoff roll, so why do they give us instructions on roll out, a very critical phase of flight.

Original NASA ASRS Text

Title: ACR MLG UNAUTH TAXI AFTER LNDG AT LGA.

Narrative: FOLLOWING LNDG ON RWY 22 AT LGA, WE WERE ASKED BY THE CTL TWR TO CLR THE RWY AT TXWY DELTA. THE ACTUAL WX CONDITIONS AT THE TIME OF LNDG WERE APPROX 500' OVCST AND 1 MI VISIBILITY IN MODERATE RAIN. THE OFFICIAL OBSERVATION WHICH WAS ON THE ATIS WAS 1000' OVCST AND 3 MI VISIBILITY. CLRING THE RWY, I MISSED THE OUTER TXWY SLIGHTLY AND STOPPED TO CONSULT THE TAXI CHART. THE GND CTLR ADVISED US TO JOIN THE INNER TXWY BUT TO USE CAUTION BECAUSE WE WERE ON A TRUCK ACCESS ROAD. AS A RESULT OF POOR LIGHTING, TXWY MARKINGS AND WX CONDITIONS, IT WAS DIFFICULT TO SEE EXACTLY WHERE WE WERE, EVEN WITH THE SIDE WINDOWS OPEN. ANOTHER LOOK AT THE TAXI CHART CONFIRMED WE WERE NOT ON A TRUCK ACCESS BUT ON A PUBLISHED ACFT TXWY THAT INTERSECTS THE INNER TXWY. I FEEL THAT THE FACTORS CONTRIBUTING TO THIS CONFUSION WERE WX CONDITIONS CAUSING REDUCED VISIBILITIES, POOR TXWY MARKINGS AND LIGHTS, (AT THIS PARTICULAR ARPT), AND ONE ADDITIONAL FACTOR IS CTLRS ISSUING CLRNC TO AN ACFT ROLLING DOWN A RWY AT 100 KTS. AN AIR TFC CTLR WOULDN'T EVEN THINK ABOUT TALKING TO AN ACFT ON TKOF ROLL, SO WHY DO THEY GIVE US INSTRUCTIONS ON ROLL OUT, A VERY CRITICAL PHASE OF FLT.

Data retrieved from NASA's ASRS site as of July 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.