Narrative:

After landing on runway 35L at lubbock I slowed the aircraft immediately because conditions were conducive for a slippery runway due to blowing snow, even though ATIS and tower were not reporting any degradation in braking. Once stopped, I heard the tower controller working a commuter preparing for takeoff. Having received no instructions for turn off, I made a left turn on the nearest taxiway to exit the runway, taxiway B. Once on taxiway B, the tower controller, who seemed to be working both ground and tower due to reduced workload, asked us not to turn on B. Telling him that we already were on bravo he asked us if we could turn around. We proceeded to the intersection of B and a looking for room to turn around. Realizing that would not be possible, I told the controller I wanted to proceed south on taxiway a to runway 8. He agreed and we proceeded as described and then as instructed to the gate. End of incident. Once at the gate we reviewed commercial flight manual plate 11-1 and discovered that our air carrier plate 10-8Z was not all inclusive in the restr txwys as the air carrier plate 10-8Z only stated that taxiway H was restr. In retrospect: 1) I should have more thoroughly reviewed the small print on commercial page 11-1 prior to landing. 2) company page 10-8Z should be amended to include all restr txwys at lubbock rather than taxiway H only. 3) as per the airman's information manual, a pilot is to turn off the landing runway at first available taxiway when safely slowed, unless otherwise directed. In a situation where a restr taxiway is an available exit from the landing runway, it would assist to have a specially marked taxiway sign or a verbal command from the controller prior to the landing aircraft stopping on the runway.

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Original NASA ASRS Text

Title: AN ACR MLG TAXIED ON A WT RESTR TXWY.

Narrative: AFTER LNDG ON RWY 35L AT LUBBOCK I SLOWED THE ACFT IMMEDIATELY BECAUSE CONDITIONS WERE CONDUCIVE FOR A SLIPPERY RWY DUE TO BLOWING SNOW, EVEN THOUGH ATIS AND TWR WERE NOT RPTING ANY DEGRADATION IN BRAKING. ONCE STOPPED, I HEARD THE TWR CTLR WORKING A COMMUTER PREPARING FOR TKOF. HAVING RECEIVED NO INSTRUCTIONS FOR TURN OFF, I MADE A L TURN ON THE NEAREST TXWY TO EXIT THE RWY, TXWY B. ONCE ON TXWY B, THE TWR CTLR, WHO SEEMED TO BE WORKING BOTH GND AND TWR DUE TO REDUCED WORKLOAD, ASKED US NOT TO TURN ON B. TELLING HIM THAT WE ALREADY WERE ON BRAVO HE ASKED US IF WE COULD TURN AROUND. WE PROCEEDED TO THE INTXN OF B AND A LOOKING FOR ROOM TO TURN AROUND. REALIZING THAT WOULD NOT BE POSSIBLE, I TOLD THE CTLR I WANTED TO PROCEED S ON TXWY A TO RWY 8. HE AGREED AND WE PROCEEDED AS DESCRIBED AND THEN AS INSTRUCTED TO THE GATE. END OF INCIDENT. ONCE AT THE GATE WE REVIEWED COMMERCIAL FLT MANUAL PLATE 11-1 AND DISCOVERED THAT OUR ACR PLATE 10-8Z WAS NOT ALL INCLUSIVE IN THE RESTR TXWYS AS THE ACR PLATE 10-8Z ONLY STATED THAT TXWY H WAS RESTR. IN RETROSPECT: 1) I SHOULD HAVE MORE THOROUGHLY REVIEWED THE SMALL PRINT ON COMMERCIAL PAGE 11-1 PRIOR TO LNDG. 2) COMPANY PAGE 10-8Z SHOULD BE AMENDED TO INCLUDE ALL RESTR TXWYS AT LUBBOCK RATHER THAN TXWY H ONLY. 3) AS PER THE AIRMAN'S INFO MANUAL, A PLT IS TO TURN OFF THE LNDG RWY AT FIRST AVAILABLE TXWY WHEN SAFELY SLOWED, UNLESS OTHERWISE DIRECTED. IN A SIT WHERE A RESTR TXWY IS AN AVAILABLE EXIT FROM THE LNDG RWY, IT WOULD ASSIST TO HAVE A SPECIALLY MARKED TXWY SIGN OR A VERBAL COMMAND FROM THE CTLR PRIOR TO THE LNDG ACFT STOPPING ON THE RWY.

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.