|37000 Feet||Browse and search NASA's
Aviation Safety Reporting System
|Local Time Of Day||0601 To 1200|
|Locale Reference||airport : clt|
|Altitude||agl bound lower : 0|
agl bound upper : 0
|Operator||general aviation : instructional|
|Make Model Name||Small Aircraft, Low Wing, 1 Eng, Fixed Gear|
|Flight Phase||ground other : taxi|
|Function||flight crew : single pilot|
|Qualification||pilot : instrument|
pilot : commercial
pilot : cfi
|Experience||flight time last 90 days : 60|
flight time total : 270
flight time type : 50
|Affiliation||government : faa|
|Function||controller : local|
|Qualification||controller : non radar|
|Anomaly||other anomaly other|
|Independent Detector||other controllera|
|Resolutory Action||none taken : unable|
|Air Traffic Incident||other|
I had just made the ILS runway 36R approach to clt. I was asked to keep my speed up as much as possible, therefore my rollout was well down the runway. On rollout, the tower controller instructed me to make the next right. He then came back a moment later and said that the turnoff would be a high speed taxiway (D6). The next turnoff was a 'reverse high speed taxiway' with a sign beside it reading D6, so I made that turn. I then found myself head to head with a large twin. From the conversation on ground frequency that followed, I gathered that the controller must have wanted me to continue down the runway to the next high speed taxiway which was actually D6. From the controller's telling me 'next right,' and the confusing placement of the taxiway sign, I mistook D5 for D6. The controller had tried to hurry me down final and seemed to be in a hurry to get me off the active. I was doing my best to help, but was told on ground frequency that I had caused a 'real problem' because I apparently misunderstood what the controller wanted me to do. I say apparently because I'm still uncertain what large problem I caused and how I misunderstood the controller. This is the best I can figure. After shutdown, I would have liked to have called the tower to discuss what happened and try to understand how to avoid anything like that in the future. But, with the new strict enforcement, I was reluctant to draw any more attention to myself so I decided to just leave it alone and try to come to a conclusion on my own. I think that my unfamiliarity with the airport and a communication problem with the controller were the major factors here, but I think the biggest detriment to safety was that I couldn't find out exactly what happened and learn from it for fear of punishment.
Original NASA ASRS Text
Title: AFTER LNDG REPORTER ACFT EXITED RWY ONTO WRONG TXWY CAUSING SOME TAXI TRAFFIC CONGESTION.
Narrative: I HAD JUST MADE THE ILS RWY 36R APCH TO CLT. I WAS ASKED TO KEEP MY SPD UP AS MUCH AS POSSIBLE, THEREFORE MY ROLLOUT WAS WELL DOWN THE RWY. ON ROLLOUT, THE TWR CTLR INSTRUCTED ME TO MAKE THE NEXT RIGHT. HE THEN CAME BACK A MOMENT LATER AND SAID THAT THE TURNOFF WOULD BE A HIGH SPD TXWY (D6). THE NEXT TURNOFF WAS A 'REVERSE HIGH SPD TXWY' WITH A SIGN BESIDE IT READING D6, SO I MADE THAT TURN. I THEN FOUND MYSELF HEAD TO HEAD WITH A LARGE TWIN. FROM THE CONVERSATION ON GND FREQ THAT FOLLOWED, I GATHERED THAT THE CTLR MUST HAVE WANTED ME TO CONTINUE DOWN THE RWY TO THE NEXT HIGH SPD TXWY WHICH WAS ACTUALLY D6. FROM THE CTLR'S TELLING ME 'NEXT RIGHT,' AND THE CONFUSING PLACEMENT OF THE TXWY SIGN, I MISTOOK D5 FOR D6. THE CTLR HAD TRIED TO HURRY ME DOWN FINAL AND SEEMED TO BE IN A HURRY TO GET ME OFF THE ACTIVE. I WAS DOING MY BEST TO HELP, BUT WAS TOLD ON GND FREQ THAT I HAD CAUSED A 'REAL PROB' BECAUSE I APPARENTLY MISUNDERSTOOD WHAT THE CTLR WANTED ME TO DO. I SAY APPARENTLY BECAUSE I'M STILL UNCERTAIN WHAT LARGE PROB I CAUSED AND HOW I MISUNDERSTOOD THE CTLR. THIS IS THE BEST I CAN FIGURE. AFTER SHUTDOWN, I WOULD HAVE LIKED TO HAVE CALLED THE TWR TO DISCUSS WHAT HAPPENED AND TRY TO UNDERSTAND HOW TO AVOID ANYTHING LIKE THAT IN THE FUTURE. BUT, WITH THE NEW STRICT ENFORCEMENT, I WAS RELUCTANT TO DRAW ANY MORE ATTN TO MYSELF SO I DECIDED TO JUST LEAVE IT ALONE AND TRY TO COME TO A CONCLUSION ON MY OWN. I THINK THAT MY UNFAMILIARITY WITH THE ARPT AND A COM PROB WITH THE CTLR WERE THE MAJOR FACTORS HERE, BUT I THINK THE BIGGEST DETRIMENT TO SAFETY WAS THAT I COULDN'T FIND OUT EXACTLY WHAT HAPPENED AND LEARN FROM IT FOR FEAR OF PUNISHMENT.
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.