A C525B was cleared to the ramp after landing at tys. The captain elected to modify his taxi route because of ramp congestion; causing some conflict with another taxiing aircraft.

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Attributes
ACN	712182
Time
Date	200610
Local Time Of Day	1201 To 1800
Place
Locale Reference	airport : tys.airport
State Reference	TN
Altitude	agl single value : 0
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Operator	general aviation : corporate
Make Model Name	Citationjet C525/C526
Operating Under FAR Part	Part 91
Navigation In Use	other
Flight Phase	ground : taxi
Flight Plan	IFR
Aircraft 2
Operator	common carrier : air carrier
Make Model Name	Any Unknown or Unlisted Aircraft Manufacturer
Operating Under FAR Part	Part 121
Flight Phase	ground : taxi ground : holding
Flight Plan	IFR
Person 1
Function	flight crew : first officer
Qualification	pilot : instrument pilot : commercial pilot : multi engine
Experience	flight time last 90 days : 115 flight time total : 1020 flight time type : 200
ASRS Report	712182
Person 2
Affiliation	company : corporate
Function	flight crew : captain oversight : pic
Events
Anomaly	conflict : ground less severe incursion : taxiway non adherence : clearance
Independent Detector	other controllera other flight crewa
Resolutory Action	flight crew : returned to original clearance
Supplementary
Problem Areas	ATC Human Performance Flight Crew Human Performance
Primary Problem	Flight Crew Human Performance

Narrative:

While decelerating on the runway; we were cleared to taxi straight into the ramp on the tower frequency. The ramp was unusually crowded; so I continued northbound on the taxiway causing a regional jet to hold short of the taxiway. There was an additional airplane on final for the same runway we had just cleared and that the regional jet had just crossed. We hurried onto the ramp and everything worked out without incident or a go around. I believe one of the contributing factors to be the issuance of taxi instructions while still rolling down the runway. Also; the fact that tys rarely utilizes the ground control frequency. I don't know if this is a staffing issue or not; but 1 person controling ground; instead of 1 guy controling simultaneous approachs on parallel runways and also controling all ground movement seems to be a better fit. The FAA has canceled position and hold procedures at tys for unknown reasons; but we were told it was because of understaffing. Thankfully; all ended well on that afternoon.

Original NASA ASRS Text

Title: A C525B WAS CLRED TO THE RAMP AFTER LNDG AT TYS. THE CAPT ELECTED TO MODIFY HIS TAXI RTE BECAUSE OF RAMP CONGESTION; CAUSING SOME CONFLICT WITH ANOTHER TAXIING ACFT.

Narrative: WHILE DECELERATING ON THE RWY; WE WERE CLRED TO TAXI STRAIGHT INTO THE RAMP ON THE TWR FREQ. THE RAMP WAS UNUSUALLY CROWDED; SO I CONTINUED NBOUND ON THE TXWY CAUSING A REGIONAL JET TO HOLD SHORT OF THE TXWY. THERE WAS AN ADDITIONAL AIRPLANE ON FINAL FOR THE SAME RWY WE HAD JUST CLRED AND THAT THE REGIONAL JET HAD JUST CROSSED. WE HURRIED ONTO THE RAMP AND EVERYTHING WORKED OUT WITHOUT INCIDENT OR A GAR. I BELIEVE ONE OF THE CONTRIBUTING FACTORS TO BE THE ISSUANCE OF TAXI INSTRUCTIONS WHILE STILL ROLLING DOWN THE RWY. ALSO; THE FACT THAT TYS RARELY UTILIZES THE GND CTL FREQ. I DON'T KNOW IF THIS IS A STAFFING ISSUE OR NOT; BUT 1 PERSON CTLING GND; INSTEAD OF 1 GUY CTLING SIMULTANEOUS APCHS ON PARALLEL RWYS AND ALSO CTLING ALL GND MOVEMENT SEEMS TO BE A BETTER FIT. THE FAA HAS CANCELED POS AND HOLD PROCS AT TYS FOR UNKNOWN REASONS; BUT WE WERE TOLD IT WAS BECAUSE OF UNDERSTAFFING. THANKFULLY; ALL ENDED WELL ON THAT AFTERNOON.

Data retrieved from NASA's ASRS site as of January 2009 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.