Narrative:

Upon arrival at pne, there were multiple aircraft in the traffic pattern with me instructed to fly a l-hand pattern from downwind. When reporting downwind, I was #3 for landing with an aircraft on final and my traffic, to follow, on a right downwind. Landing aircraft were not being switched to ground control after landing. Most were being asked their destination on field and then told to taxi to the destination and monitor tower frequency. I followed the right downwind traffic to a final approach. In the process, another aircraft on approach was instructed to follow me. By the time of my touchdown, it had become evident that the aircraft following me had not provided adequate spacing. The controller was audibly concerned and began issuing non stop instructions without time for any of us to acknowledge. Things were happening quickly but I understood my instruction to be 'no delay, turn left or right as necessary to your destination on the airport.' this was followed again, immediately, with another instruction to the approaching aircraft to 'prepare for a go around.' this followed again, immediately, with another instruction for me to exit the runway with no delay. By this time I was accelerating to reach the next taxiway exit, reaching it within seconds, and exiting at high speed as the controller informed the landing aircraft that there was now no need to go around, 'cleared to land.' there were now additional aircraft in the pattern, including final approach, so the controller instructions continued non stop to several other aircraft without any chance for communication from me. Because the controller had been clearing most aircraft to their destination on the airport from runway exit and considering the words used to expedite me off the runway, and that there was no other ground traffic in my vicinity, I assumed I should taxi to the FBO. I continued taxiing to the FBO which was only a short distance from the runway exit I had used. This cleared the way for other aircraft needing to use the same taxiway exit.

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Original NASA ASRS Text

Title: C177 LNDG PNE TAXIED TO THE FBO ABSENT OF ATC CLRNC.

Narrative: UPON ARR AT PNE, THERE WERE MULTIPLE ACFT IN THE TFC PATTERN WITH ME INSTRUCTED TO FLY A L-HAND PATTERN FROM DOWNWIND. WHEN RPTING DOWNWIND, I WAS #3 FOR LNDG WITH AN ACFT ON FINAL AND MY TFC, TO FOLLOW, ON A R DOWNWIND. LNDG ACFT WERE NOT BEING SWITCHED TO GND CTL AFTER LNDG. MOST WERE BEING ASKED THEIR DEST ON FIELD AND THEN TOLD TO TAXI TO THE DEST AND MONITOR TWR FREQ. I FOLLOWED THE R DOWNWIND TFC TO A FINAL APCH. IN THE PROCESS, ANOTHER ACFT ON APCH WAS INSTRUCTED TO FOLLOW ME. BY THE TIME OF MY TOUCHDOWN, IT HAD BECOME EVIDENT THAT THE ACFT FOLLOWING ME HAD NOT PROVIDED ADEQUATE SPACING. THE CTLR WAS AUDIBLY CONCERNED AND BEGAN ISSUING NON STOP INSTRUCTIONS WITHOUT TIME FOR ANY OF US TO ACKNOWLEDGE. THINGS WERE HAPPENING QUICKLY BUT I UNDERSTOOD MY INSTRUCTION TO BE 'NO DELAY, TURN L OR R AS NECESSARY TO YOUR DEST ON THE ARPT.' THIS WAS FOLLOWED AGAIN, IMMEDIATELY, WITH ANOTHER INSTRUCTION TO THE APCHING ACFT TO 'PREPARE FOR A GAR.' THIS FOLLOWED AGAIN, IMMEDIATELY, WITH ANOTHER INSTRUCTION FOR ME TO EXIT THE RWY WITH NO DELAY. BY THIS TIME I WAS ACCELERATING TO REACH THE NEXT TXWY EXIT, REACHING IT WITHIN SECONDS, AND EXITING AT HIGH SPD AS THE CTLR INFORMED THE LNDG ACFT THAT THERE WAS NOW NO NEED TO GO AROUND, 'CLRED TO LAND.' THERE WERE NOW ADDITIONAL ACFT IN THE PATTERN, INCLUDING FINAL APCH, SO THE CTLR INSTRUCTIONS CONTINUED NON STOP TO SEVERAL OTHER ACFT WITHOUT ANY CHANCE FOR COM FROM ME. BECAUSE THE CTLR HAD BEEN CLRING MOST ACFT TO THEIR DEST ON THE ARPT FROM RWY EXIT AND CONSIDERING THE WORDS USED TO EXPEDITE ME OFF THE RWY, AND THAT THERE WAS NO OTHER GND TFC IN MY VICINITY, I ASSUMED I SHOULD TAXI TO THE FBO. I CONTINUED TAXIING TO THE FBO WHICH WAS ONLY A SHORT DISTANCE FROM THE RWY EXIT I HAD USED. THIS CLRED THE WAY FOR OTHER ACFT NEEDING TO USE THE SAME TXWY EXIT.

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.