Narrative:

Our flight was being vectored for the ILS runway 23 when we spotted the airport and were cleared for the visual to runway 23. The wind was gusting down the runway to 18 KTS, so we added 10 KTS to reference as per our company procedure. This made for a long rollout. As we were passing taxiway G, we were instructed to turn at taxiway G along with taxi instructions as the tower and ground controllers were one. Due to frequency congestion, we were unable to read back the instructions nor able to advise of missing taxiway G. Unable to make taxiway H without a short 180 degree turnaround, and unable to contact tower, we proceeded down to the end of the runway. We were finally able to ask tower if we could make a left turn on taxiway a and were cleared to do so. Taxiway a turns to become the parallel taxiway. While turning on taxiway a to parallel the runway, we noticed an air carrier Y B737 clearing the runway at taxiway G. It is quite possible that the air carrier Y jet landed before we cleared the runway. The tower controller was unsure of our position as they thought we had cleared the runway onto taxiway G and we had then turned left onto taxiway a. Tower thought we had taxied to the departure end of runway 23. Contributing factors: 1) gusty wind conditions and high reference number causing excessive rollout. 2) bright lights at the end of runway 23 on a new ramp area causing blind spots on the runway and taxiway west end. Ambiguous marking of taxiway a leading to communication breakdown. Frequency congestion caused by tower working multiple position. Complacency by long time controller thinking that most aircraft exit at taxiway G. Numerous factors came together to cause a situation that could have led to a runway collision.

Google
 

Original NASA ASRS Text

Title: CAPT OF A CANADAIR, CL65, WHILE TURNING OFF THE RWY ON WHICH THEY HAD JUST LANDED, A B737 ALSO TURNING OFF THE SAME RWY BEHIND THEM.

Narrative: OUR FLT WAS BEING VECTORED FOR THE ILS RWY 23 WHEN WE SPOTTED THE ARPT AND WERE CLRED FOR THE VISUAL TO RWY 23. THE WIND WAS GUSTING DOWN THE RWY TO 18 KTS, SO WE ADDED 10 KTS TO REF AS PER OUR COMPANY PROC. THIS MADE FOR A LONG ROLLOUT. AS WE WERE PASSING TXWY G, WE WERE INSTRUCTED TO TURN AT TXWY G ALONG WITH TAXI INSTRUCTIONS AS THE TWR AND GND CTLRS WERE ONE. DUE TO FREQ CONGESTION, WE WERE UNABLE TO READ BACK THE INSTRUCTIONS NOR ABLE TO ADVISE OF MISSING TXWY G. UNABLE TO MAKE TXWY H WITHOUT A SHORT 180 DEG TURNAROUND, AND UNABLE TO CONTACT TWR, WE PROCEEDED DOWN TO THE END OF THE RWY. WE WERE FINALLY ABLE TO ASK TWR IF WE COULD MAKE A L TURN ON TXWY A AND WERE CLRED TO DO SO. TXWY A TURNS TO BECOME THE PARALLEL TXWY. WHILE TURNING ON TXWY A TO PARALLEL THE RWY, WE NOTICED AN ACR Y B737 CLRING THE RWY AT TXWY G. IT IS QUITE POSSIBLE THAT THE ACR Y JET LANDED BEFORE WE CLRED THE RWY. THE TWR CTLR WAS UNSURE OF OUR POS AS THEY THOUGHT WE HAD CLRED THE RWY ONTO TXWY G AND WE HAD THEN TURNED L ONTO TXWY A. TWR THOUGHT WE HAD TAXIED TO THE DEP END OF RWY 23. CONTRIBUTING FACTORS: 1) GUSTY WIND CONDITIONS AND HIGH REF NUMBER CAUSING EXCESSIVE ROLLOUT. 2) BRIGHT LIGHTS AT THE END OF RWY 23 ON A NEW RAMP AREA CAUSING BLIND SPOTS ON THE RWY AND TXWY W END. AMBIGUOUS MARKING OF TXWY A LEADING TO COM BREAKDOWN. FREQ CONGESTION CAUSED BY TWR WORKING MULTIPLE POS. COMPLACENCY BY LONG TIME CTLR THINKING THAT MOST ACFT EXIT AT TXWY G. NUMEROUS FACTORS CAME TOGETHER TO CAUSE A SIT THAT COULD HAVE LED TO A RWY COLLISION.

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.