An MD80S first officer reported that, during landing at lgb, his captain was given instructions duri...

Attributes
ACN	481093
Time
Date	200007
Day	Sun
Local Time Of Day	0601 To 1200
Place
Locale Reference	airport : lgb.airport
State Reference	CA
Altitude	agl single value : 0
Environment
Light	Daylight
Aircraft 1
Controlling Facilities	tower : mia.tower
Operator	common carrier : air carrier
Make Model Name	MD-80 Super 80
Operating Under FAR Part	Part 121
Flight Phase	ground : taxi landing : roll
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : first officer
Qualification	pilot : multi engine pilot : commercial pilot : instrument
Person 2
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : atp
Events
Anomaly	other anomaly other
Independent Detector	other controllera other flight crewa other flight crewb
Resolutory Action	controller : issued new clearance none taken : insufficient time
Consequence	faa : reviewed incident with flight crew other
Supplementary
Problem Areas	ATC Human Performance Flight Crew Human Performance
Primary Problem	ATC Human Performance

Narrative:

During rollout on runway 30 at lgb, tower controller instructed us to make a hard left there to taxi on taxiway B, or exit on taxiway a further down. As the captain heard the first part, he braked firmly and turned the nosewheel left in response. We found it impossible to make taxiway B without back-taxiing on runway 30. Since runway 30, runway 25R and taxiway B intersect at a single point, we were now pointed west on runway 25R. The captain didn't want to situation there, so pwred forward a short distance to taxiway D. I called tower immediately to ask if it was ok to use runway 25R to exit onto taxiway D. His reply was no, not really, but then gave instructions to taxi onto taxiway D. There was no conflict whatsoever with other aircraft. Lesson learned: controllers shouldn't suggest a hard maneuver, except in emergencys. In this case especially, since our eyes are outside during rollout and not glued to the airport diagram. Also, options are great, but we reacted to the first portion heard and then it was a bit late to hear our alternatives. The biggest lesson is for the pilots, if the airplane can't do it, to say unable and do the safe thing.

Original NASA ASRS Text

Title: AN MD80S FO RPTED THAT, DURING LNDG AT LGB, HIS CAPT WAS GIVEN INSTRUCTIONS DURING THE ROLLOUT THAT WERE IMPOSSIBLE TO FOLLOW.

Narrative: DURING ROLLOUT ON RWY 30 AT LGB, TWR CTLR INSTRUCTED US TO MAKE A HARD L THERE TO TAXI ON TXWY B, OR EXIT ON TXWY A FURTHER DOWN. AS THE CAPT HEARD THE FIRST PART, HE BRAKED FIRMLY AND TURNED THE NOSEWHEEL L IN RESPONSE. WE FOUND IT IMPOSSIBLE TO MAKE TXWY B WITHOUT BACK-TAXIING ON RWY 30. SINCE RWY 30, RWY 25R AND TXWY B INTERSECT AT A SINGLE POINT, WE WERE NOW POINTED W ON RWY 25R. THE CAPT DIDN'T WANT TO SIT THERE, SO PWRED FORWARD A SHORT DISTANCE TO TXWY D. I CALLED TWR IMMEDIATELY TO ASK IF IT WAS OK TO USE RWY 25R TO EXIT ONTO TXWY D. HIS REPLY WAS NO, NOT REALLY, BUT THEN GAVE INSTRUCTIONS TO TAXI ONTO TXWY D. THERE WAS NO CONFLICT WHATSOEVER WITH OTHER ACFT. LESSON LEARNED: CTLRS SHOULDN'T SUGGEST A HARD MANEUVER, EXCEPT IN EMERS. IN THIS CASE ESPECIALLY, SINCE OUR EYES ARE OUTSIDE DURING ROLLOUT AND NOT GLUED TO THE ARPT DIAGRAM. ALSO, OPTIONS ARE GREAT, BUT WE REACTED TO THE FIRST PORTION HEARD AND THEN IT WAS A BIT LATE TO HEAR OUR ALTERNATIVES. THE BIGGEST LESSON IS FOR THE PLTS, IF THE AIRPLANE CAN'T DO IT, TO SAY UNABLE AND DO THE SAFE THING.

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.

An MD80S first officer reported that, during landing at lgb, his captain was given instructions during the rollout that were impossible to follow.