Narrative:

I was in command at an SF340B scheduled flight. We had been cleared to land on runway 22 at the springfield, il, capital airport. The landing was made with normal reverse and braking. I was preparing to exit runway 22, at the intersection of runway 13 and taxiway D (runway 13 and taxiway D intersect runway 22 at the same point), when we received instructions from tower to 'turn left on runway 18, right on taxiway a.' this clearance confused myself and the first officer, as we had already exited runway 22. We were then instructed to 'go straight on runway 18.' runway 18 was no longer accessible from our present position on runway 13/taxiway D. A beech jet was landing runway 13, and executed a go around due to the conflict. I would estimate that the beech jet was approximately 1/2 mi final at the time of its go around. Factors contributing to this incident include: the clearance 'left on runway 18, right on taxiway a' given by the tower is erroneous. Taxiway a does not intersect runway 18 at any point. The 2ND clearance 'straight on runway 18' could not be complied with given that we no longer had access to runway 18 from our present position. We were never informed that converging operations were in effect. Only the ATIS stated that 'runways 22, 13 in use.' the clearance given to us by tower to exit runway 22, whether erroneous or not, was not given to us until we were in the process of exiting runway 22 at the intersection of runway 13/taxiway D. We were never informed to expect an extended rollout. The intersection with runway 13/taxiway D was the first exit path available to us after the aircraft had slowed to taxi speed. With no other instruction received up to that point, exiting at this intersection is prudent and is what is expected of us as pursuant to guidance in the 'aeronautical information manual.' I believe the primary cause of this incident was poor coordination of converging traffic by tower, and the issuance of confusing and ambiguous instructions.

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Original NASA ASRS Text

Title: SAAB 340B FLC CAUSED A BEECH JET TO GO AROUND WHEN THEY COULD NOT COMPLY WITH AMENDED CLRNC FROM TWR AFTER LNDG.

Narrative: I WAS IN COMMAND AT AN SF340B SCHEDULED FLT. WE HAD BEEN CLRED TO LAND ON RWY 22 AT THE SPRINGFIELD, IL, CAPITAL ARPT. THE LNDG WAS MADE WITH NORMAL REVERSE AND BRAKING. I WAS PREPARING TO EXIT RWY 22, AT THE INTXN OF RWY 13 AND TXWY D (RWY 13 AND TXWY D INTERSECT RWY 22 AT THE SAME POINT), WHEN WE RECEIVED INSTRUCTIONS FROM TWR TO 'TURN L ON RWY 18, R ON TXWY A.' THIS CLRNC CONFUSED MYSELF AND THE FO, AS WE HAD ALREADY EXITED RWY 22. WE WERE THEN INSTRUCTED TO 'GO STRAIGHT ON RWY 18.' RWY 18 WAS NO LONGER ACCESSIBLE FROM OUR PRESENT POS ON RWY 13/TXWY D. A BEECH JET WAS LNDG RWY 13, AND EXECUTED A GAR DUE TO THE CONFLICT. I WOULD ESTIMATE THAT THE BEECH JET WAS APPROX 1/2 MI FINAL AT THE TIME OF ITS GAR. FACTORS CONTRIBUTING TO THIS INCIDENT INCLUDE: THE CLRNC 'L ON RWY 18, R ON TXWY A' GIVEN BY THE TWR IS ERRONEOUS. TXWY A DOES NOT INTERSECT RWY 18 AT ANY POINT. THE 2ND CLRNC 'STRAIGHT ON RWY 18' COULD NOT BE COMPLIED WITH GIVEN THAT WE NO LONGER HAD ACCESS TO RWY 18 FROM OUR PRESENT POS. WE WERE NEVER INFORMED THAT CONVERGING OPS WERE IN EFFECT. ONLY THE ATIS STATED THAT 'RWYS 22, 13 IN USE.' THE CLRNC GIVEN TO US BY TWR TO EXIT RWY 22, WHETHER ERRONEOUS OR NOT, WAS NOT GIVEN TO US UNTIL WE WERE IN THE PROCESS OF EXITING RWY 22 AT THE INTXN OF RWY 13/TXWY D. WE WERE NEVER INFORMED TO EXPECT AN EXTENDED ROLLOUT. THE INTXN WITH RWY 13/TXWY D WAS THE FIRST EXIT PATH AVAILABLE TO US AFTER THE ACFT HAD SLOWED TO TAXI SPD. WITH NO OTHER INSTRUCTION RECEIVED UP TO THAT POINT, EXITING AT THIS INTXN IS PRUDENT AND IS WHAT IS EXPECTED OF US AS PURSUANT TO GUIDANCE IN THE 'AERONAUTICAL INFO MANUAL.' I BELIEVE THE PRIMARY CAUSE OF THIS INCIDENT WAS POOR COORD OF CONVERGING TFC BY TWR, AND THE ISSUANCE OF CONFUSING AND AMBIGUOUS INSTRUCTIONS.

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.