Narrative:

We landed at slc. On landing rollout, tower asked us to exit ahead as he had traffic in position and traffic on final. I slowed the aircraft and exited at the first available turn off, speed permitting. When we contacted ground after exiting the runway, the controller informed us that tower did not want us to exit on the reverse (H6), but on the 90 degree taxiway (H5). Everything else about the flight was normal and uneventful. I feel that I could have taken the 90 degree turn (and probably would have) except for the fact that I am not very familiar with slc and that the terminal lights were so bright that I was unable to see other txwys at that moment. Better lighting conditions would have expedited my exiting the runway. Additional comments: although the jammn 1 arrival has been improved in the charts, it is still a difficult arrival to follow. At a time when aircrew workload is already high, the additional load demanded by the jammn arrival is not acceptable. The arrival could be improved by making it 2 arrs, one north and one south. The number of crossing altitudes should also be reduced and hard altitudes should be substituted for altitude blocks. Callback conversation with reporter revealed the following information: reporter states he was using runway 16L on this approach. The lights shine directly in the flight crew's eyes as they turn off the runway. He feels there must be some way to angle the lights or shield them so that visibility is less impacted. Many other airports have such lights at night for ramp personnel to be able to function with good visibility but they do not blind the flcs. Analyst responded to reporter comments about jammn STAR with information that it will be revised again in the june revisions. Reporter concerns are the change of vors in the middle of the approach and the flexibility of the altitudes. Why not just make a hard altitude instead?

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Original NASA ASRS Text

Title: B737 FLC TURNS OFF RWY ONLY TO BE BLINDED BY TERMINAL LIGHTING.

Narrative: WE LANDED AT SLC. ON LNDG ROLLOUT, TWR ASKED US TO EXIT AHEAD AS HE HAD TFC IN POS AND TFC ON FINAL. I SLOWED THE ACFT AND EXITED AT THE FIRST AVAILABLE TURN OFF, SPD PERMITTING. WHEN WE CONTACTED GND AFTER EXITING THE RWY, THE CTLR INFORMED US THAT TWR DID NOT WANT US TO EXIT ON THE REVERSE (H6), BUT ON THE 90 DEG TXWY (H5). EVERYTHING ELSE ABOUT THE FLT WAS NORMAL AND UNEVENTFUL. I FEEL THAT I COULD HAVE TAKEN THE 90 DEG TURN (AND PROBABLY WOULD HAVE) EXCEPT FOR THE FACT THAT I AM NOT VERY FAMILIAR WITH SLC AND THAT THE TERMINAL LIGHTS WERE SO BRIGHT THAT I WAS UNABLE TO SEE OTHER TXWYS AT THAT MOMENT. BETTER LIGHTING CONDITIONS WOULD HAVE EXPEDITED MY EXITING THE RWY. ADDITIONAL COMMENTS: ALTHOUGH THE JAMMN 1 ARR HAS BEEN IMPROVED IN THE CHARTS, IT IS STILL A DIFFICULT ARR TO FOLLOW. AT A TIME WHEN AIRCREW WORKLOAD IS ALREADY HIGH, THE ADDITIONAL LOAD DEMANDED BY THE JAMMN ARR IS NOT ACCEPTABLE. THE ARR COULD BE IMPROVED BY MAKING IT 2 ARRS, ONE N AND ONE S. THE NUMBER OF XING ALTS SHOULD ALSO BE REDUCED AND HARD ALTS SHOULD BE SUBSTITUTED FOR ALT BLOCKS. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: RPTR STATES HE WAS USING RWY 16L ON THIS APCH. THE LIGHTS SHINE DIRECTLY IN THE FLC'S EYES AS THEY TURN OFF THE RWY. HE FEELS THERE MUST BE SOME WAY TO ANGLE THE LIGHTS OR SHIELD THEM SO THAT VISIBILITY IS LESS IMPACTED. MANY OTHER ARPTS HAVE SUCH LIGHTS AT NIGHT FOR RAMP PERSONNEL TO BE ABLE TO FUNCTION WITH GOOD VISIBILITY BUT THEY DO NOT BLIND THE FLCS. ANALYST RESPONDED TO RPTR COMMENTS ABOUT JAMMN STAR WITH INFO THAT IT WILL BE REVISED AGAIN IN THE JUNE REVISIONS. RPTR CONCERNS ARE THE CHANGE OF VORS IN THE MIDDLE OF THE APCH AND THE FLEXIBILITY OF THE ALTS. WHY NOT JUST MAKE A HARD ALT INSTEAD?

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.