Narrative:

The first officer flew a normal landing. Tower called during critical phase of rollout (reverse thrust; 60 KTS; and xferring of aircraft control). I turn left off of slc runway 34R onto taxiway H7 toward company gates (this is a reverse high speed). Tower calls again directing us to take taxiway H8 (90 degrees left). We inform them that we are now committed to taxiway H7 as I was too close to taxiway edge to make H8. The controller was not happy as he sent us to ground control; explaining that he had directed taxiway H8 while we were still rolling out on runway 34R. Ground controller then informed us that we caused the aircraft taking off on the runway behind us to abort his takeoff roll and that I needed to phone the tower. Of course; we missed the first call directing us to use H8. The second call came too late. Tower erred in clearing another aircraft to takeoff before we were clear. Subsequent phone call to tower revealed their frustration with company aircraft often using the reverse high speeds at slc without permission. He indicated that there would be no follow up paperwork. This was later confirmed by a chief pilot follow up. Some airports expect you to use reverse high speeds (dal); some don't (slc). Lax has a commercial chart note preventing reverse high speed use only if another aircraft is on it. Fom says pilot owns runway but may not stop or reverse direction. Is clearing a runway on to a reverse high speed reversing direction on the runway? What's the rule? Apparently slc needs a commercial chart note and fom needs clarification. Callback conversation with reporter revealed the following information: reporter stated that ATC's first call commanding to use of taxiway H8 was missed by the crew because the reversers were operating and the crew was going through the post landing deceleration callouts. The second ATC call was heard as they were in the turn and committed to H7. The crew heard urgency in ATC's call. When the reporter discussed the event with the controller on the phone; the exchange was professional. The controller said he understood why pilots like the high speed because it gets them to the gate more quickly. But from the controller's viewpoint the longer the aircraft's time on the runway the more the operation slows; particularly during one runway operations which were in effect at the time of this event. In the end; the reporter said his company is going to handle the issue with action notifying the pilot group about ATC's wish.

Related reports:

Google
 

Original NASA ASRS Text

Title: AN ACR PILOT WAS ADVISED BY SLC GND CTL OF ATC'S DESIRE FOR ACFT TO USE TXWY H8 AND NOT THE REVERSE HIGH SPEED H7.

Narrative: THE FO FLEW A NORMAL LNDG. TWR CALLED DURING CRITICAL PHASE OF ROLLOUT (REVERSE THRUST; 60 KTS; AND XFERRING OF ACFT CTL). I TURN L OFF OF SLC RWY 34R ONTO TXWY H7 TOWARD COMPANY GATES (THIS IS A REVERSE HIGH SPD). TWR CALLS AGAIN DIRECTING US TO TAKE TXWY H8 (90 DEGS L). WE INFORM THEM THAT WE ARE NOW COMMITTED TO TXWY H7 AS I WAS TOO CLOSE TO TXWY EDGE TO MAKE H8. THE CTLR WAS NOT HAPPY AS HE SENT US TO GND CTL; EXPLAINING THAT HE HAD DIRECTED TXWY H8 WHILE WE WERE STILL ROLLING OUT ON RWY 34R. GND CTLR THEN INFORMED US THAT WE CAUSED THE ACFT TAKING OFF ON THE RWY BEHIND US TO ABORT HIS TKOF ROLL AND THAT I NEEDED TO PHONE THE TWR. OF COURSE; WE MISSED THE FIRST CALL DIRECTING US TO USE H8. THE SECOND CALL CAME TOO LATE. TWR ERRED IN CLRING ANOTHER ACFT TO TKOF BEFORE WE WERE CLR. SUBSEQUENT PHONE CALL TO TWR REVEALED THEIR FRUSTRATION WITH COMPANY ACFT OFTEN USING THE REVERSE HIGH SPDS AT SLC WITHOUT PERMISSION. HE INDICATED THAT THERE WOULD BE NO FOLLOW UP PAPERWORK. THIS WAS LATER CONFIRMED BY A CHIEF PLT FOLLOW UP. SOME ARPTS EXPECT YOU TO USE REVERSE HIGH SPDS (DAL); SOME DON'T (SLC). LAX HAS A COMMERCIAL CHART NOTE PREVENTING REVERSE HIGH SPD USE ONLY IF ANOTHER ACFT IS ON IT. FOM SAYS PLT OWNS RWY BUT MAY NOT STOP OR REVERSE DIRECTION. IS CLRING A RWY ON TO A REVERSE HIGH SPD REVERSING DIRECTION ON THE RWY? WHAT'S THE RULE? APPARENTLY SLC NEEDS A COMMERCIAL CHART NOTE AND FOM NEEDS CLARIFICATION. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: REPORTER STATED THAT ATC'S FIRST CALL COMMANDING TO USE OF TXWY H8 WAS MISSED BY THE CREW BECAUSE THE REVERSERS WERE OPERATING AND THE CREW WAS GOING THROUGH THE POST LANDING DECELERATION CALLOUTS. THE SECOND ATC CALL WAS HEARD AS THEY WERE IN THE TURN AND COMMITTED TO H7. THE CREW HEARD URGENCY IN ATC'S CALL. WHEN THE REPORTER DISCUSSED THE EVENT WITH THE CTLR ON THE PHONE; THE EXCHANGE WAS PROFESSIONAL. THE CTLR SAID HE UNDERSTOOD WHY PILOTS LIKE THE HIGH SPEED BECAUSE IT GETS THEM TO THE GATE MORE QUICKLY. BUT FROM THE CTLR'S VIEWPOINT THE LONGER THE ACFT'S TIME ON THE RWY THE MORE THE OPERATION SLOWS; PARTICULARLY DURING ONE RWY OPERATIONS WHICH WERE IN EFFECT AT THE TIME OF THIS EVENT. IN THE END; THE REPORTER SAID HIS COMPANY IS GOING TO HANDLE THE ISSUE WITH ACTION NOTIFYING THE PILOT GROUP ABOUT ATC'S WISH.

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.