Narrative:

After landing at phx, we had a misunderstanding with the tower about exiting the runway. The result was an uncomfortable conflict with an large transport taxiing in the opp dir on a parallel taxiway. There was some 4-WAY irritation among pilots of the 2 aircraft and the local tower and ground controllers. Immediately after landing, the tower controller issued some lengthy instructions which we could neither hear nor pay attention to until we came out of reverse and were slowed. On our request to repeat, he told us to turn off at C-4 and contact ground control. The distance between the runway and parallel taxiway C is so narrow that a widebody transport whose tail is clear of the runway will have his nose well into taxiway C, you can't hold between the two. The opp dir large transport and the ground controller expected me to hold short of taxiway C. I expected the large transport to hold short of C-4, and the tower controller expected me to clear the runway. After parking I phoned the tower supervisor. I would say that our conversation benefitted all concerned. If I could have a re-run, I would say no to the turnoff on C-4 and go to the next exit and come on the taxiway behind the other aircraft. I think the tower and ground controller should coordinate if the tower is calling for a runway exit that creates a ground traffic conflict. In passing, I want to comment that there are a few tower controllers who feel that when the nose wheel of a landing aircraft is on the runway that they can issue some rapid fire instructions about taxiing. It's the wrong time and place. The pilot, of necessity, must ignore that noise until everything has slowed. I am told that controller trainers is to wait until the aircraft is slow enough to consider a turnoff but, once in awhile, you encounter exceptions.

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Original NASA ASRS Text

Title: ACR-WDB TURNED OFF RWY AND NEARLY HAD GND COLLISION WITH TAXIING ACR-LGT.

Narrative: AFTER LNDG AT PHX, WE HAD A MISUNDERSTANDING WITH THE TWR ABOUT EXITING THE RWY. THE RESULT WAS AN UNCOMFORTABLE CONFLICT WITH AN LGT TAXIING IN THE OPP DIR ON A PARALLEL TXWY. THERE WAS SOME 4-WAY IRRITATION AMONG PLTS OF THE 2 ACFT AND THE LCL TWR AND GND CTLRS. IMMEDIATELY AFTER LNDG, THE TWR CTLR ISSUED SOME LENGTHY INSTRUCTIONS WHICH WE COULD NEITHER HEAR NOR PAY ATTN TO UNTIL WE CAME OUT OF REVERSE AND WERE SLOWED. ON OUR REQUEST TO REPEAT, HE TOLD US TO TURN OFF AT C-4 AND CONTACT GND CTL. THE DISTANCE BTWN THE RWY AND PARALLEL TXWY C IS SO NARROW THAT A WDB WHOSE TAIL IS CLR OF THE RWY WILL HAVE HIS NOSE WELL INTO TXWY C, YOU CAN'T HOLD BTWN THE TWO. THE OPP DIR LGT AND THE GND CTLR EXPECTED ME TO HOLD SHORT OF TXWY C. I EXPECTED THE LGT TO HOLD SHORT OF C-4, AND THE TWR CTLR EXPECTED ME TO CLR THE RWY. AFTER PARKING I PHONED THE TWR SUPVR. I WOULD SAY THAT OUR CONVERSATION BENEFITTED ALL CONCERNED. IF I COULD HAVE A RE-RUN, I WOULD SAY NO TO THE TURNOFF ON C-4 AND GO TO THE NEXT EXIT AND COME ON THE TXWY BEHIND THE OTHER ACFT. I THINK THE TWR AND GND CTLR SHOULD COORDINATE IF THE TWR IS CALLING FOR A RWY EXIT THAT CREATES A GND TFC CONFLICT. IN PASSING, I WANT TO COMMENT THAT THERE ARE A FEW TWR CTLRS WHO FEEL THAT WHEN THE NOSE WHEEL OF A LNDG ACFT IS ON THE RWY THAT THEY CAN ISSUE SOME RAPID FIRE INSTRUCTIONS ABOUT TAXIING. IT'S THE WRONG TIME AND PLACE. THE PLT, OF NECESSITY, MUST IGNORE THAT NOISE UNTIL EVERYTHING HAS SLOWED. I AM TOLD THAT CTLR TRAINERS IS TO WAIT UNTIL THE ACFT IS SLOW ENOUGH TO CONSIDER A TURNOFF BUT, ONCE IN AWHILE, YOU ENCOUNTER EXCEPTIONS.

Data retrieved from NASA's ASRS site as of August 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.