Narrative:

We landed on runway 19 at teb and as I was decelerating the aircraft, we received our runway clearance instructions from tower. I understood via the PNF that we were to taxi on taxiway K, then right on taxiway left for FBO and contact ground. My workload was fairly high as I was stopping the aircraft as the instructions came in from tower. We cleared at taxiway K and made a right on taxiway left and began a very slow taxi forward to open the area for other aircraft behind us to clear. The ground frequency was very busy, although there were no other aircraft or vehicles moving anywhere near our area. I was prompting the PNF to get with ground repeatedly as we were very late. He had me understand we could taxi on taxiway left, but at no time was I going to pass any intersection or cross any runway until we were in contact with ground. Upon making contact with ground, the controller yelled into his microphone, 'why are you taxiing without a clearance?' which he repeated twice. The PNF replied, 'we are stopping' as I brought the aircraft to a complete halt, approximately 300-500 ft from intersection K when we cleared the runway. I transmitted to ground that we were given taxiway left and got no reply. He kept us stopped for about 1-2 mins before clearing us to FBO X and asked in the future to make sure we have clearance prior to taxi. His screaming at us on the radio shook my nerves and affected my performance and attitude for the remainder of the flight that day. Following our reprimand, he was polite, courteous and helpful with our operations at teb and upon switch-over to tower for our takeoff, wished us a pleasant flight. Perhaps the tower controller informed him of our clearance onto taxiway left. In the future, I will not budge from position until with ground frequency for verified clearance. As there wee many aircraft behind us landing, I was trying to facilitate maximum runway availability for those aft to land and clear. I was not intending taxiing without further clearance from ground. I also need to ensure in the future that our communication in the cockpit is clear regarding clrncs and instructions. Also, I think that taxi instructions should be given to aircraft during a lower workload period after the aircraft is slowed and is clearing at the first available turnoff as per the aim, rather than during the rollout, because both pilots are not focused on the instructions, as one is slowing the airplane.

Related reports:

Google
 

Original NASA ASRS Text

Title: TXWY INCURSION WHEN THE PIC OF A TAXIING GULFSTREAM CONTINUES A TAXI FOR ABOUT 400 FT AFTER CLRING THE RWY AT TEB, NJ.

Narrative: WE LANDED ON RWY 19 AT TEB AND AS I WAS DECELERATING THE ACFT, WE RECEIVED OUR RWY CLRNC INSTRUCTIONS FROM TWR. I UNDERSTOOD VIA THE PNF THAT WE WERE TO TAXI ON TXWY K, THEN R ON TXWY L FOR FBO AND CONTACT GND. MY WORKLOAD WAS FAIRLY HIGH AS I WAS STOPPING THE ACFT AS THE INSTRUCTIONS CAME IN FROM TWR. WE CLRED AT TXWY K AND MADE A R ON TXWY L AND BEGAN A VERY SLOW TAXI FORWARD TO OPEN THE AREA FOR OTHER ACFT BEHIND US TO CLR. THE GND FREQ WAS VERY BUSY, ALTHOUGH THERE WERE NO OTHER ACFT OR VEHICLES MOVING ANYWHERE NEAR OUR AREA. I WAS PROMPTING THE PNF TO GET WITH GND REPEATEDLY AS WE WERE VERY LATE. HE HAD ME UNDERSTAND WE COULD TAXI ON TXWY L, BUT AT NO TIME WAS I GOING TO PASS ANY INTXN OR CROSS ANY RWY UNTIL WE WERE IN CONTACT WITH GND. UPON MAKING CONTACT WITH GND, THE CTLR YELLED INTO HIS MIKE, 'WHY ARE YOU TAXIING WITHOUT A CLRNC?' WHICH HE REPEATED TWICE. THE PNF REPLIED, 'WE ARE STOPPING' AS I BROUGHT THE ACFT TO A COMPLETE HALT, APPROX 300-500 FT FROM INTXN K WHEN WE CLRED THE RWY. I XMITTED TO GND THAT WE WERE GIVEN TXWY L AND GOT NO REPLY. HE KEPT US STOPPED FOR ABOUT 1-2 MINS BEFORE CLRING US TO FBO X AND ASKED IN THE FUTURE TO MAKE SURE WE HAVE CLRNC PRIOR TO TAXI. HIS SCREAMING AT US ON THE RADIO SHOOK MY NERVES AND AFFECTED MY PERFORMANCE AND ATTITUDE FOR THE REMAINDER OF THE FLT THAT DAY. FOLLOWING OUR REPRIMAND, HE WAS POLITE, COURTEOUS AND HELPFUL WITH OUR OPS AT TEB AND UPON SWITCH-OVER TO TWR FOR OUR TKOF, WISHED US A PLEASANT FLT. PERHAPS THE TWR CTLR INFORMED HIM OF OUR CLRNC ONTO TXWY L. IN THE FUTURE, I WILL NOT BUDGE FROM POS UNTIL WITH GND FREQ FOR VERIFIED CLRNC. AS THERE WEE MANY ACFT BEHIND US LNDG, I WAS TRYING TO FACILITATE MAX RWY AVAILABILITY FOR THOSE AFT TO LAND AND CLR. I WAS NOT INTENDING TAXIING WITHOUT FURTHER CLRNC FROM GND. I ALSO NEED TO ENSURE IN THE FUTURE THAT OUR COM IN THE COCKPIT IS CLR REGARDING CLRNCS AND INSTRUCTIONS. ALSO, I THINK THAT TAXI INSTRUCTIONS SHOULD BE GIVEN TO ACFT DURING A LOWER WORKLOAD PERIOD AFTER THE ACFT IS SLOWED AND IS CLRING AT THE FIRST AVAILABLE TURNOFF AS PER THE AIM, RATHER THAN DURING THE ROLLOUT, BECAUSE BOTH PLTS ARE NOT FOCUSED ON THE INSTRUCTIONS, AS ONE IS SLOWING THE AIRPLANE.

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.