Narrative:

We were vectored in behind the falcon jet. The falcon jet landed safely and we continued the approach and were cleared to land. There was an aircraft 3 mi behind us. I landed and cleared the runway just past mid field. Tower told us to exit and contact ground. We cleared and selected ground control frequency. The controller was trying to give an ATC clearance to an aircraft and we could not talk to the controller. The parallel taxiway was clear and the ground controller was still talking giving the clearance and the aircraft pilot replied he was sorry for the confusion but they were a digit off on their radio. I did not want to stop our aircraft with 3 engines running throwing jetblast across the landing runway with an aircraft on final and possible departures, so I made the turn onto the parallel. The only aircraft in sight was a tri-jet falcon on a hangar taxiway perpendicular to the parallel taxiway. All 3 of us thought that was the falcon jet we followed with the gear problem. It was not and I inadvertently cut the falcon off, as we taxied by. When the controller finally got around to talking to us, he requested I give him a call. I called the tower and spoke with another controller. When I tried to explain my actions, and why I made the turn onto the parallel, he just kept repeating that I was not to enter a taxiway without clearance, and, that I had cut off a falcon. Of course that is absolutely correct, but circumstances existed that, in my mind, made it a safer operation to make the turn onto the parallel and not situation perpendicular to the runway with my engines running. Many small aircraft operate in and out of gso. I think the controller should have interrupted his clearance delivery and given us taxi instructions. It is also not so easy to bring a B727 to a complete stop and I was trying to be helpful and clear the runway for other traffic to operate after the 'potential emergency.' I suppose the answer in gso is for us to roll to the end of the runway so we are at minimum speed and situation on the perpendicular taxiway where we would be safely out of the way. I did taxi onto a parallel taxiway without clearance, but I did so for what I considered good and safe reasons, as the controller was too busy making sure the falcon jet had clearance to deal promptly and professionally with a landing airline aircraft.

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Original NASA ASRS Text

Title: B727 TAXIES ONTO PARALLEL TXWY AFTER LNDG WITHOUT CLRNC. THE CONCERN WAS JETBLAST TOWARD THE RWY. THE RESULT WAS CUTTING OFF A TAXIING FALCON JET AND AN IRRITATED GND CTLR.

Narrative: WE WERE VECTORED IN BEHIND THE FALCON JET. THE FALCON JET LANDED SAFELY AND WE CONTINUED THE APCH AND WERE CLRED TO LAND. THERE WAS AN ACFT 3 MI BEHIND US. I LANDED AND CLRED THE RWY JUST PAST MID FIELD. TWR TOLD US TO EXIT AND CONTACT GND. WE CLRED AND SELECTED GND CTL FREQ. THE CTLR WAS TRYING TO GIVE AN ATC CLRNC TO AN ACFT AND WE COULD NOT TALK TO THE CTLR. THE PARALLEL TXWY WAS CLR AND THE GND CTLR WAS STILL TALKING GIVING THE CLRNC AND THE ACFT PLT REPLIED HE WAS SORRY FOR THE CONFUSION BUT THEY WERE A DIGIT OFF ON THEIR RADIO. I DID NOT WANT TO STOP OUR ACFT WITH 3 ENGS RUNNING THROWING JETBLAST ACROSS THE LNDG RWY WITH AN ACFT ON FINAL AND POSSIBLE DEPS, SO I MADE THE TURN ONTO THE PARALLEL. THE ONLY ACFT IN SIGHT WAS A TRI-JET FALCON ON A HANGAR TXWY PERPENDICULAR TO THE PARALLEL TXWY. ALL 3 OF US THOUGHT THAT WAS THE FALCON JET WE FOLLOWED WITH THE GEAR PROB. IT WAS NOT AND I INADVERTENTLY CUT THE FALCON OFF, AS WE TAXIED BY. WHEN THE CTLR FINALLY GOT AROUND TO TALKING TO US, HE REQUESTED I GIVE HIM A CALL. I CALLED THE TWR AND SPOKE WITH ANOTHER CTLR. WHEN I TRIED TO EXPLAIN MY ACTIONS, AND WHY I MADE THE TURN ONTO THE PARALLEL, HE JUST KEPT REPEATING THAT I WAS NOT TO ENTER A TXWY WITHOUT CLRNC, AND, THAT I HAD CUT OFF A FALCON. OF COURSE THAT IS ABSOLUTELY CORRECT, BUT CIRCUMSTANCES EXISTED THAT, IN MY MIND, MADE IT A SAFER OP TO MAKE THE TURN ONTO THE PARALLEL AND NOT SIT PERPENDICULAR TO THE RWY WITH MY ENGS RUNNING. MANY SMALL ACFT OPERATE IN AND OUT OF GSO. I THINK THE CTLR SHOULD HAVE INTERRUPTED HIS CLRNC DELIVERY AND GIVEN US TAXI INSTRUCTIONS. IT IS ALSO NOT SO EASY TO BRING A B727 TO A COMPLETE STOP AND I WAS TRYING TO BE HELPFUL AND CLR THE RWY FOR OTHER TFC TO OPERATE AFTER THE 'POTENTIAL EMER.' I SUPPOSE THE ANSWER IN GSO IS FOR US TO ROLL TO THE END OF THE RWY SO WE ARE AT MINIMUM SPD AND SIT ON THE PERPENDICULAR TXWY WHERE WE WOULD BE SAFELY OUT OF THE WAY. I DID TAXI ONTO A PARALLEL TXWY WITHOUT CLRNC, BUT I DID SO FOR WHAT I CONSIDERED GOOD AND SAFE REASONS, AS THE CTLR WAS TOO BUSY MAKING SURE THE FALCON JET HAD CLRNC TO DEAL PROMPTLY AND PROFESSIONALLY WITH A LNDG AIRLINE ACFT.

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.