Narrative:

Commercial flight from rdu to lga after a significant winter storm. Ceiling was 2500 ft broken to overcast, visibility of better than 5 mi. Lga landing ILS runway 22, winds were 330/15, with windshear alert given on short final. Braking action was fair to poor, and we were the last aircraft to land on runway 22 before they went to a runway 31 operation. Approach was normal, I elected to use flaps 50 degrees for slower speed approach and landing and better stopping ability. Braking action was fine, no problems stopping. We stopped abeam taxiway D so I turned left toward the taxiway. We were cleared outer, echo, inner to the ramp.. The taxiway was covered with ice, there didn't seem to be any evidence of it treated and the ice seemed to be a couple of inches thick. As I turned to taxi, the nosewheels went overctr (past 80 degrees to 90 degrees) as the nosewheels were sliding on the ice, plus the thrust needed to turn and keep us moving and the tailwind. I was able to keep the aircraft on the taxiway and was clear (as best as I could tell from the cockpit) of the runway. Once the nosewheel goes overctr on a dc-9, the steering needs to be released and the wheels turned on the ground. We advised ground of our problem, but requested no assistance from them, we also called our company for a tug and a mechanic. Ground sent a port authority/authorized car and soon after a large truck arrived. I am not sure if it was a port authority/authorized fire truck or an emergency vehicle or what. Our maintenance and tug arrived and we coordinated the recentering of the nosewheels. We then were towed to the gate, not because the aircraft was disabled but because the port authority/authorized was all around. The aircraft was checked by maintenance and no damage found so it was ok for service. My error may have been too sharp a turn. However, I could not have gotten to the taxiway clear of the runway without at least one 90 degree turn. The port authority/authorized could have done a much better job clearing txwys rather than sending unrequested equipment. This industry is becoming more restricted by big brother (the port authority/authorized) looking over your shoulder creating more problems then necessary and hindering more than helping. I though that ATC was supposed to work with pilots and companies rather than create more problems and interference.

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Original NASA ASRS Text

Title: DC-9 PIC COMPLAINS OF TOO MUCH 'BIG BROTHER' MONITORING AS HE UNRAVELS THE PROB OF HIS COCKED NOSEWHEEL THAT PREVENTED HIM FROM FURTHER TAXI ON AN ICY TXWY.

Narrative: COMMERCIAL FLT FROM RDU TO LGA AFTER A SIGNIFICANT WINTER STORM. CEILING WAS 2500 FT BROKEN TO OVCST, VISIBILITY OF BETTER THAN 5 MI. LGA LNDG ILS RWY 22, WINDS WERE 330/15, WITH WINDSHEAR ALERT GIVEN ON SHORT FINAL. BRAKING ACTION WAS FAIR TO POOR, AND WE WERE THE LAST ACFT TO LAND ON RWY 22 BEFORE THEY WENT TO A RWY 31 OPERATION. APCH WAS NORMAL, I ELECTED TO USE FLAPS 50 DEGS FOR SLOWER SPD APCH AND LNDG AND BETTER STOPPING ABILITY. BRAKING ACTION WAS FINE, NO PROBLEMS STOPPING. WE STOPPED ABEAM TXWY D SO I TURNED L TOWARD THE TXWY. WE WERE CLRED OUTER, ECHO, INNER TO THE RAMP.. THE TXWY WAS COVERED WITH ICE, THERE DIDN'T SEEM TO BE ANY EVIDENCE OF IT TREATED AND THE ICE SEEMED TO BE A COUPLE OF INCHES THICK. AS I TURNED TO TAXI, THE NOSEWHEELS WENT OVERCTR (PAST 80 DEGS TO 90 DEGS) AS THE NOSEWHEELS WERE SLIDING ON THE ICE, PLUS THE THRUST NEEDED TO TURN AND KEEP US MOVING AND THE TAILWIND. I WAS ABLE TO KEEP THE ACFT ON THE TXWY AND WAS CLR (AS BEST AS I COULD TELL FROM THE COCKPIT) OF THE RWY. ONCE THE NOSEWHEEL GOES OVERCTR ON A DC-9, THE STEERING NEEDS TO BE RELEASED AND THE WHEELS TURNED ON THE GND. WE ADVISED GND OF OUR PROB, BUT REQUESTED NO ASSISTANCE FROM THEM, WE ALSO CALLED OUR COMPANY FOR A TUG AND A MECH. GND SENT A PORT AUTH CAR AND SOON AFTER A LARGE TRUCK ARRIVED. I AM NOT SURE IF IT WAS A PORT AUTH FIRE TRUCK OR AN EMER VEHICLE OR WHAT. OUR MAINT AND TUG ARRIVED AND WE COORDINATED THE RECENTERING OF THE NOSEWHEELS. WE THEN WERE TOWED TO THE GATE, NOT BECAUSE THE ACFT WAS DISABLED BUT BECAUSE THE PORT AUTH WAS ALL AROUND. THE ACFT WAS CHKED BY MAINT AND NO DAMAGE FOUND SO IT WAS OK FOR SVC. MY ERROR MAY HAVE BEEN TOO SHARP A TURN. HOWEVER, I COULD NOT HAVE GOTTEN TO THE TXWY CLR OF THE RWY WITHOUT AT LEAST ONE 90 DEG TURN. THE PORT AUTH COULD HAVE DONE A MUCH BETTER JOB CLEARING TXWYS RATHER THAN SENDING UNREQUESTED EQUIP. THIS INDUSTRY IS BECOMING MORE RESTRICTED BY BIG BROTHER (THE PORT AUTH) LOOKING OVER YOUR SHOULDER CREATING MORE PROBS THEN NECESSARY AND HINDERING MORE THAN HELPING. I THOUGH THAT ATC WAS SUPPOSED TO WORK WITH PLTS AND COMPANIES RATHER THAN CREATE MORE PROBS AND INTERFERENCE.

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.