USMCFLYR

I can't remember if the 'not is use' part is important or not, but you aren't suppose to use any runway unless cleared to do so by ATC correct?

For instance here at KOKC we land on 17R to the south most often.
Back taxiing on RWY 13 is the quickest way to the hangar.

Often RWY 13 is IN USE if RWY 17R is being used and I'd never turn on RWY 13 unless specifically cleared. At the same time - I didn't think you should clear onto RWY 13 even if it wasn't being used without the same specific clearance.

To the point of the OP - I was asking a work colleague about stopping at KDWH yesterday and he told me about clearing the runway and ending up with his nose in the taxiway intersection. He didn't have the problems though with ground control in the scenario.

Update: Never mind the response to the exiting onto another runway. That was covered in the AIM 4-3-29 as well:
and in the JO 7100.65W CHG 1

2StgTurbine

That is correct and that was an error on the crew, but I don't think they would have made that error if they were not pressured by ATC to exit quickly.

RI830

At ORD, you clear and keep moving. You stop and you'll be "told about it"!
Just keep moving until you can get a word in or ground calls you.

As to the OP, just clear the runway and call ground.
Ground and tower controllers should be coordinating to not have an interference of taxiing and clearing traffic.

rickair7777

That's local tribal culture and is only going to last until somebody pulls a big runway incursion because he was afraid to stop and ask. I don't go there that often so I stop and ask if needed (and I get yelled at too, but that's OK).

Until about 15 years ago, airliners were expected to just land without a clearance at big airports, vice going around, if tower was too busy to get a word in. We don't do that anymore either.

cardiomd

Ironically this situation happens to us light planes at busy airports more often than you might think - sounds like the controller assumed the landing craft would exit further down the runway and not get off the runway until after the taxiing aircraft, and not "cut it off" when exiting early.

I can have my Cessna down and off the runway in well under 1000 feet, and it would be silly / idiotic to exit at A1 or Y1 or whatever right in front of the 737 who is heading to A / Y to takeoff behind me. I'm assuming that is what happened and the controller chewed him out (somewhat incorrectly) for this.

CLEARLY landing traffic has priority to exiting the runway, and that is why we should also taxi slowly and be ready. So the guy technically did nothing wrong.

If I see a line of other aircraft taxiing to takeoff I typically "land long" (for me, anyway) rapidly exit behind them, then call ground.

A little SA goes a long way.

Exactly.

I'd add at a few airports there are intersecting runways that immediately lead to taxiways, so if you exit the runway you will have to go 30 feet on another runway then reach the next taxiway. I've always wondered the "legality" of using that short distance and fortunately nobody has ever made a big deal of it, in fact sometimes tower tells you to do that. Usually they are marked "hot spots" on the airport diagram.

clipperskipper

Ice is on the right track here, as many airports don't have more than the length of one aircraft between the cat lines, leaving you caught between a rock, and a rock. Absolutely clear the runway, and stop, unless you can rely on local knowledge at that particular airport, and keep moving toward the fbo/gate. Just make this, and hot spots/ expected taxi route part of your approach brief.

JamesNoBrakes

Covered in one of the 91 regulations too, where it says can not be on a runway unless you have specific authorization to do so.

ToastAir

I used to work ATC at an airport with close parallel runways. The hold short for one runway came before the clear line for the other. When landing on the "outboard" runway, pilots were reluctant to taxi far enough to clear the landing runway. Sometimes they would just stop not clear for fear of an incursion of the parallel without saying a thing. My technique (if I had time) was to inform the pilot that he would have to cross the second line to be clear of the landing runway.

cardiomd

That sounds reasonable. The landing traffic should realize that if the runways are that close, then simultaneous or segregated parallel approaches are not going to be in use. For GA there are sometimes 2 FBOs at different ends of the fields so tower usually asks, or I let them know, where going so they can expect an exit on the appropriate side if applicable.

This is all kind of airport ops 101 though, wasn't this stuff discussed to he11 during training? I remember several sessions on this topic, dual frequency requirements for parallel approaches etc.

One thing I think would improve safety is to have the yellow lines would always be painted well because it is a great clue that it is not an intersecting runway exit in low viz. We've had GPS overlay with taxi diagrams with GA SA toys which helps a lot, but I've heard still not universal in airlines.

trip

A good tower/ground "team" have these issues worked out before they happen, (exit at mike six start south on alpha or hold short of bravo). It's also good for the pilot to have some situational awareness as to whats moving around the airport, take a quick glance on short final for any potential conflicts or threats.
I've been chided as well for entering a taxiway without clearance after exiting the runway. Some tribal knowledge helps because some prefer you head towards the gate and others want you stopped immediately.