Narrative:

Briefed and planned on landing at lax ILS 6L with visual backup; also briefed 7L if it was offered. Was given 6R instead and didn't have time to brief it. After touchdown and rollout; attempted to turn off at E-13. First officer said taxi light was too close on the right; so I stopped and we notified tower that we were unsure if we could make the turn safely and that we needed assistance. The tower sent out a car to check to see if we could safely make the turn. The airport representative in the car said if we made a sharp right turn; we could turn back on the runway. Since the plan now was to turn back onto the runway; we asked if he could check the left side clearance since there appeared to be more clearance from taxi lights. The airport representative said the left side was clear; so I took that to mean he wanted me to turn left. As I started to turn left; he said stop that he wanted us to turn right. At that point he said that we had gone too far to safely make the turn on our own and that we would require a tug to push us back onto the runway. The tower closed runway 6R and a tug was called to push us back. After pushing us back onto the runway; we taxied on our own back to the gate. Although the nose wheel was believed to have remained on the structural concrete surface at all times; I entered into the logbook that the nose gear should be inspected in case it had left the structural concrete. Maintenance signed off the logbook that there was no damage to the nose gear. On check in with sct approach; we were told to expect runway 6L. We were then given runway 6R at the last minute; so I didn't have time to review the best taxiway to exit the runway.

Related reports:

Google
 

Original NASA ASRS Text

Title: An air carrier Captain approaching LAX was expecting a Runway 6L or 7L approach but was given a 6R approach which the crew did not have time to brief. After landing the aircraft could not turn off at Taxiway E13 and needed tow assistance to get back on the Runway.

Narrative: Briefed and planned on landing at LAX ILS 6L with visual backup; also briefed 7L if it was offered. Was given 6R instead and didn't have time to brief it. After touchdown and rollout; attempted to turn off at E-13. First Officer said taxi light was too close on the right; so I stopped and we notified Tower that we were unsure if we could make the turn safely and that we needed assistance. The Tower sent out a car to check to see if we could safely make the turn. The Airport Representative in the car said if we made a sharp right turn; we could turn back on the runway. Since the plan now was to turn back onto the runway; we asked if he could check the left side clearance since there appeared to be more clearance from taxi lights. The Airport Representative said the left side was clear; so I took that to mean he wanted me to turn left. As I started to turn left; he said stop that he wanted us to turn right. At that point he said that we had gone too far to safely make the turn on our own and that we would require a tug to push us back onto the runway. The Tower closed Runway 6R and a tug was called to push us back. After pushing us back onto the runway; we taxied on our own back to the gate. Although the nose wheel was believed to have remained on the structural concrete surface at all times; I entered into the logbook that the nose gear should be inspected in case it had left the structural concrete. Maintenance signed off the logbook that there was no damage to the nose gear. On check in with SCT Approach; we were told to expect Runway 6L. We were then given Runway 6R at the last minute; so I didn't have time to review the best taxiway to exit the runway.

Data retrieved from NASA's ASRS site as of April 2012 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.