Narrative:

Landing on runway 09 normal. Told by local center, eyw (now a NFCT) 'turn right next intersection, hold short of the parallel, contact ground point 7.' this was the last turnoff before the runway end, or the third turnoff traveling down runway 09. We noted while beginning our flare a metropolitan commuter and behind it, a convair reciprocating awaiting takeoff. The intersection turnoff is so short, that if I held the dash 8 short of the parallel, there was a danger that the tail would not have adequate clearance to the departing plane's wingtip. To ensure there was no foul-up/miscom between ground and local, and a takeoff clearance being issued, I made it unmistakenly obvious to both ground, tower, and the metropolitan that we were not clear of the runway. I decided to loiter on the runway, facing the airline apron. We switched to ground, and ground instructed us to taxi clear of the runway. I believe the first officer informed ground that we were directed to hold short of the parallel. Ground then stated something to the effect of 'I thought a commuter was taxiing out.' since this scenario had occurred at night on a previous occasion, and this was now the second time, it became obvious to me this is a hazardous practice used by the tower. I was perturbed by what I perceived as a deliberate hazardous instruction being given by ATC. I queried the ground controller why we were not permitted to taxi clear of the runway. An adequate answer was not given. Ground stated (I don't recall verbatim) 'you will read in the aim you can taxi clear of the active.' this, of course, was contrary to the 'hold short of the parallel' order. Ground then stated 'you're the first person who has complained about it.' the FAA must take note -- this extremely hazardous practice is continuing unabated! A landing aircraft must always have priority, and be allowed to completely clear the active runway whenever operationally feasible. (Unfeasibility of course, would be a clearing aircraft to cause blockage of a single direction taxiway.) if this situation occurred at a country, low density airport, with a single runway, imagine the hazard at a busy hub airport, with multiple operations in effect, multiple runways, with a jam packed frequency, at night, in rain!

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Original NASA ASRS Text

Title: ACR DHC8 LANDED RWY 09 AND TOLD TO CLR AT THIRD TXWY AND HOLD SHORT OF THE PARALLEL TXWY. CAPT RPTR DID NOT CLR THE RWY AS HE FELT HE COULD NOT COMPLY WITH THE HOLD SHORT OF PARALLEL INSTRUCTIONS AND ALLOW TWR TO CLR OTHER ACFT FOR TKOF. RPTR QUESTIONS COMPETENCY OF THE NON FEDERAL TWR CTLRS.

Narrative: LNDG ON RWY 09 NORMAL. TOLD BY LCL CTR, EYW (NOW A NFCT) 'TURN R NEXT INTXN, HOLD SHORT OF THE PARALLEL, CONTACT GND POINT 7.' THIS WAS THE LAST TURNOFF BEFORE THE RWY END, OR THE THIRD TURNOFF TRAVELING DOWN RWY 09. WE NOTED WHILE BEGINNING OUR FLARE A METRO COMMUTER AND BEHIND IT, A CONVAIR RECIPROCATING AWAITING TKOF. THE INTXN TURNOFF IS SO SHORT, THAT IF I HELD THE DASH 8 SHORT OF THE PARALLEL, THERE WAS A DANGER THAT THE TAIL WOULD NOT HAVE ADEQUATE CLRNC TO THE DEPARTING PLANE'S WINGTIP. TO ENSURE THERE WAS NO FOUL-UP/MISCOM BTWN GND AND LCL, AND A TKOF CLRNC BEING ISSUED, I MADE IT UNMISTAKENLY OBVIOUS TO BOTH GND, TWR, AND THE METRO THAT WE WERE NOT CLR OF THE RWY. I DECIDED TO LOITER ON THE RWY, FACING THE AIRLINE APRON. WE SWITCHED TO GND, AND GND INSTRUCTED US TO TAXI CLR OF THE RWY. I BELIEVE THE FO INFORMED GND THAT WE WERE DIRECTED TO HOLD SHORT OF THE PARALLEL. GND THEN STATED SOMETHING TO THE EFFECT OF 'I THOUGHT A COMMUTER WAS TAXIING OUT.' SINCE THIS SCENARIO HAD OCCURRED AT NIGHT ON A PREVIOUS OCCASION, AND THIS WAS NOW THE SECOND TIME, IT BECAME OBVIOUS TO ME THIS IS A HAZARDOUS PRACTICE USED BY THE TWR. I WAS PERTURBED BY WHAT I PERCEIVED AS A DELIBERATE HAZARDOUS INSTRUCTION BEING GIVEN BY ATC. I QUERIED THE GND CTLR WHY WE WERE NOT PERMITTED TO TAXI CLR OF THE RWY. AN ADEQUATE ANSWER WAS NOT GIVEN. GND STATED (I DON'T RECALL VERBATIM) 'YOU WILL READ IN THE AIM YOU CAN TAXI CLR OF THE ACTIVE.' THIS, OF COURSE, WAS CONTRARY TO THE 'HOLD SHORT OF THE PARALLEL' ORDER. GND THEN STATED 'YOU'RE THE FIRST PERSON WHO HAS COMPLAINED ABOUT IT.' THE FAA MUST TAKE NOTE -- THIS EXTREMELY HAZARDOUS PRACTICE IS CONTINUING UNABATED! A LNDG ACFT MUST ALWAYS HAVE PRIORITY, AND BE ALLOWED TO COMPLETELY CLR THE ACTIVE RWY WHENEVER OPERATIONALLY FEASIBLE. (UNFEASIBILITY OF COURSE, WOULD BE A CLRING ACFT TO CAUSE BLOCKAGE OF A SINGLE DIRECTION TXWY.) IF THIS SIT OCCURRED AT A COUNTRY, LOW DENSITY ARPT, WITH A SINGLE RWY, IMAGINE THE HAZARD AT A BUSY HUB ARPT, WITH MULTIPLE OPS IN EFFECT, MULTIPLE RWYS, WITH A JAM PACKED FREQ, AT NIGHT, IN RAIN!

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.