Narrative:

We landed on runway 31L, tower told us to turn right onto taxiway north, proceed to taxiway Q to GA ramp. The captain exited taxiway north from the runway, but made a left onto taxiway P. I told him to turn right, he ignored me. I repeated slight right to next parallel taxiway Q, but he continued left and proceeded west on taxiway P. Ground control had to stop a B747 that was on taxiway P eastbound short of taxiway PA so we could exit taxiway PA to taxiway Q. Links to error chain which caused this problem. Company operation manual recommends use of headsets and boom mikes. This captain has a history of refusing to using headsets. This lack of headset (mine was being worn) makes communications very difficult at best. Aircraft we were flying has excellent interphone system. Our chief pilot does not believe in the senior captain being the person in command. Whatever flight crew member he assigns on the schedule as captain is in command regardless of seniority or time. We call it musical capts. This concept leads to a sense of confusion in the cockpit during times of emergencys or when quick action is needed. I am now flying first officer with people 15 yrs my junior and who I helped train when they first came with us. Lack of positive action on my part, next time I will jam on the brakes and hold them until things are cleared. Switch of runways on final, captain not familiar with turnoffs. Emotionally stressed because of massive changes within our flight department, brought on by a very demanding chief pilot. This captain is always in a hurry.

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Original NASA ASRS Text

Title: CAPT OF A CESSNA CITATION, 550, FAILED TO FOLLOW TWR INSTRUCTIONS WHEN TAXIING IN FROM LNDG BY NOT CONTINUING ON TO THE ASSIGNED TXWY. THIS RESULTED IN TWR INTERVENTION BY HOLDING A B747 WHILE REROUTING RPTR IN FRONT OF THEIR TAXI RTE.

Narrative: WE LANDED ON RWY 31L, TWR TOLD US TO TURN R ONTO TXWY N, PROCEED TO TXWY Q TO GA RAMP. THE CAPT EXITED TXWY N FROM THE RWY, BUT MADE A L ONTO TXWY P. I TOLD HIM TO TURN R, HE IGNORED ME. I REPEATED SLIGHT R TO NEXT PARALLEL TXWY Q, BUT HE CONTINUED L AND PROCEEDED W ON TXWY P. GND CTL HAD TO STOP A B747 THAT WAS ON TXWY P EBOUND SHORT OF TXWY PA SO WE COULD EXIT TXWY PA TO TXWY Q. LINKS TO ERROR CHAIN WHICH CAUSED THIS PROB. COMPANY OP MANUAL RECOMMENDS USE OF HEADSETS AND BOOM MIKES. THIS CAPT HAS A HISTORY OF REFUSING TO USING HEADSETS. THIS LACK OF HEADSET (MINE WAS BEING WORN) MAKES COMS VERY DIFFICULT AT BEST. ACFT WE WERE FLYING HAS EXCELLENT INTERPHONE SYS. OUR CHIEF PLT DOES NOT BELIEVE IN THE SENIOR CAPT BEING THE PERSON IN COMMAND. WHATEVER FLC MEMBER HE ASSIGNS ON THE SCHEDULE AS CAPT IS IN COMMAND REGARDLESS OF SENIORITY OR TIME. WE CALL IT MUSICAL CAPTS. THIS CONCEPT LEADS TO A SENSE OF CONFUSION IN THE COCKPIT DURING TIMES OF EMERS OR WHEN QUICK ACTION IS NEEDED. I AM NOW FLYING FO WITH PEOPLE 15 YRS MY JUNIOR AND WHO I HELPED TRAIN WHEN THEY FIRST CAME WITH US. LACK OF POSITIVE ACTION ON MY PART, NEXT TIME I WILL JAM ON THE BRAKES AND HOLD THEM UNTIL THINGS ARE CLRED. SWITCH OF RWYS ON FINAL, CAPT NOT FAMILIAR WITH TURNOFFS. EMOTIONALLY STRESSED BECAUSE OF MASSIVE CHANGES WITHIN OUR FLT DEPT, BROUGHT ON BY A VERY DEMANDING CHIEF PLT. THIS CAPT IS ALWAYS IN A HURRY.

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.