Narrative:

The ATIS information for dallas love informed us that runway 31L would be the runway in use, as runway 31R was closed. I set up both sides for the ILS runway 31L, and we briefed accordingly. Approach control slowed us to 210 KTS, and gave us vectors to intercept the ILS, following a king air, which was about 5 mi ahead of us. When we checked in with the tower I added at the end of my message that we will be parking at the end of the runway, with a right turn off. The tower controller came back and told us to keep our speed up, and he would be able to let us roll to the end. Rarely do we ever roll to the end, as love field is a busy field, and we have always cleared as quickly as is safely possible. The PF flew 180 KTS up to the marker as we were instructed to do by the last controller. We were configured with gear down, and the next to last flap setting. The PF wanted to keep the speed up, so we could keep good spacing with the air carrier Z, B737, that had been put in behind us. After crossing the marker the tower controller announced that he would not be able to let us roll to the end, as he wanted to depart another aircraft west, B737, which was taxiing out, between our arrival and the B737 that was 3 mi behind us. We went to te final flap setting and slowed to final speed at approximately a 2 mi final. As we passed over the approach end the tower controller cleared the aircraft west, B737, into position. As we touched down the tower controller instructed us to clear the runway at taxiway D, which is about the halfway point of this runway. I did not reply as we were in the process of bringing the aircraft to a safe speed, to make the exit. The tower controller repeated his demand for us to quickly clear at taxiway D. I pushed the push to talk and said that we 'were trying to do this safely.' we cleared at taxiway D. The tower controller said that he just needed a reply. He switched us over to ground and we taxied. I've flown out of love for around 2 decades now, and I've seen pilots skid the bottoms of their tires off aircraft without anti-skid, trying to comply with these demands. Just so the tower controllers can squeeze another air carrier flight in or out. There are no lasho operations at love field, and I'm still under the impression that when I'm cleared to land on a runway, I can use every last inch available if I need it. Obviously when we land at airports such as ewr, or lax, we have real high speed turnoffs, which facilitate speeding up operations. Taxiway D at love field is not a high speed turnoff. We've always had a good relationship with the local controllers, and have gone out of our way over the yrs to help with the flow. Today's operation was an exception, and I would like to see some more adherence to proper separation on the part of the local controllers. There has recently been a major effort on the part of the FAA to increase runway incursion awareness. Trying to save a min or two by putting an aircraft into position, with one still decelerating on the runway, and a third less than 3 mi out is not what I would imagine the FAA is looking for.

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Original NASA ASRS Text

Title: A CPR TURBOJET CREW AFTER COMPLYING TO KEEP THEIR SPD UP AND PLAN TO ROLL TO THE END IS THEN INSTRUCTED TO TURN OFF ABOUT HALFWAY DOWN THE RWY.

Narrative: THE ATIS INFO FOR DALLAS LOVE INFORMED US THAT RWY 31L WOULD BE THE RWY IN USE, AS RWY 31R WAS CLOSED. I SET UP BOTH SIDES FOR THE ILS RWY 31L, AND WE BRIEFED ACCORDINGLY. APCH CTL SLOWED US TO 210 KTS, AND GAVE US VECTORS TO INTERCEPT THE ILS, FOLLOWING A KING AIR, WHICH WAS ABOUT 5 MI AHEAD OF US. WHEN WE CHKED IN WITH THE TWR I ADDED AT THE END OF MY MESSAGE THAT WE WILL BE PARKING AT THE END OF THE RWY, WITH A R TURN OFF. THE TWR CTLR CAME BACK AND TOLD US TO KEEP OUR SPD UP, AND HE WOULD BE ABLE TO LET US ROLL TO THE END. RARELY DO WE EVER ROLL TO THE END, AS LOVE FIELD IS A BUSY FIELD, AND WE HAVE ALWAYS CLRED AS QUICKLY AS IS SAFELY POSSIBLE. THE PF FLEW 180 KTS UP TO THE MARKER AS WE WERE INSTRUCTED TO DO BY THE LAST CTLR. WE WERE CONFIGURED WITH GEAR DOWN, AND THE NEXT TO LAST FLAP SETTING. THE PF WANTED TO KEEP THE SPD UP, SO WE COULD KEEP GOOD SPACING WITH THE ACR Z, B737, THAT HAD BEEN PUT IN BEHIND US. AFTER XING THE MARKER THE TWR CTLR ANNOUNCED THAT HE WOULD NOT BE ABLE TO LET US ROLL TO THE END, AS HE WANTED TO DEPART ANOTHER ACFT W, B737, WHICH WAS TAXIING OUT, BTWN OUR ARR AND THE B737 THAT WAS 3 MI BEHIND US. WE WENT TO TE FINAL FLAP SETTING AND SLOWED TO FINAL SPD AT APPROX A 2 MI FINAL. AS WE PASSED OVER THE APCH END THE TWR CTLR CLRED THE ACFT W, B737, INTO POS. AS WE TOUCHED DOWN THE TWR CTLR INSTRUCTED US TO CLR THE RWY AT TXWY D, WHICH IS ABOUT THE HALFWAY POINT OF THIS RWY. I DID NOT REPLY AS WE WERE IN THE PROCESS OF BRINGING THE ACFT TO A SAFE SPD, TO MAKE THE EXIT. THE TWR CTLR REPEATED HIS DEMAND FOR US TO QUICKLY CLR AT TXWY D. I PUSHED THE PUSH TO TALK AND SAID THAT WE 'WERE TRYING TO DO THIS SAFELY.' WE CLRED AT TXWY D. THE TWR CTLR SAID THAT HE JUST NEEDED A REPLY. HE SWITCHED US OVER TO GND AND WE TAXIED. I'VE FLOWN OUT OF LOVE FOR AROUND 2 DECADES NOW, AND I'VE SEEN PLTS SKID THE BOTTOMS OF THEIR TIRES OFF ACFT WITHOUT ANTI-SKID, TRYING TO COMPLY WITH THESE DEMANDS. JUST SO THE TWR CTLRS CAN SQUEEZE ANOTHER ACR FLT IN OR OUT. THERE ARE NO LASHO OPS AT LOVE FIELD, AND I'M STILL UNDER THE IMPRESSION THAT WHEN I'M CLRED TO LAND ON A RWY, I CAN USE EVERY LAST INCH AVAILABLE IF I NEED IT. OBVIOUSLY WHEN WE LAND AT ARPTS SUCH AS EWR, OR LAX, WE HAVE REAL HIGH SPD TURNOFFS, WHICH FACILITATE SPDING UP OPS. TXWY D AT LOVE FIELD IS NOT A HIGH SPD TURNOFF. WE'VE ALWAYS HAD A GOOD RELATIONSHIP WITH THE LCL CTLRS, AND HAVE GONE OUT OF OUR WAY OVER THE YRS TO HELP WITH THE FLOW. TODAY'S OP WAS AN EXCEPTION, AND I WOULD LIKE TO SEE SOME MORE ADHERENCE TO PROPER SEPARATION ON THE PART OF THE LCL CTLRS. THERE HAS RECENTLY BEEN A MAJOR EFFORT ON THE PART OF THE FAA TO INCREASE RWY INCURSION AWARENESS. TRYING TO SAVE A MIN OR TWO BY PUTTING AN ACFT INTO POS, WITH ONE STILL DECELERATING ON THE RWY, AND A THIRD LESS THAN 3 MI OUT IS NOT WHAT I WOULD IMAGINE THE FAA IS LOOKING FOR.

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.