Narrative:

On that night; controller was a little difficult to hear. Instructions were not completely clear and concise.this detailed report is to explain multiple transmission instructions the interpretation confusion between our flight and burbank tower control.it is critical and extremely important for me to make clear: at no time were we on the runway after exiting. At no time did we re-enter the runway after clearing the runway during this event. I always make absolute certain I completely exit the runway and bring the aircraft past the runway holding lines at any airport I fly into.we discussed flying into bur and the operational differences the day before on our trip and during this day since the first officer had never flown into bur. We extensively discussed flying anomalies and techniques due to the short runway 8 and close proximity the terminal was to runway 8/26. We looked at all charts; viewed the 10-7C pictorial discussing the runway/aircraft proximity threat and critical importance of vigilance. We looked closely at the 10-9 and the single hot-spot at the corner of 8/26-15/33. There are no hot-spots exiting off right from runway 8 nor any notes regarding runway end threats; tower expectations; or standard exiting procedures. To mitigate these threats; we briefed everything well prior to the decent to insure the first officer had full focus and concentration to conduct stabilized and unstressed approach and landing.as we rolled to the end of runway 8; tower instructed: 'turn right to the ramp taxi parking remain this frequency.' knowing it is very narrow between the runway [and] the terminal; I made a 90 degree right turn and taxied deliberately straight ahead to insure I was completely clear of the runway. Exiting runway 8; it is very dark and impossible to see surface markings without aircraft lighting illuminating the surface; as there are no taxi lights; yellow line centerline lights or runway entry guard lights.when I was completely clear of the runway; I slowed to make sure I had a clear look at taxi markings. I saw the yellow taxi line and began a turn to the right to join it. I noted [an air carrier] pushing back 3 gates ahead and tail turning towards us; I did not know how far back they would be pushed so; I made the right 90 degree turn onto the yellow line carefully and not taxiing forward. Lighting is virtually nil exiting from runway 8 and impossible to see lines on the surface without full aircraft lights on.20 seconds later- tower said: 'I need you to turnoff sir; traffic 1 & half mile behind.' the aircraft was completely off the runway before this. (*Note- on the phone later he told me 'tower cannot really see us down there'). I finished making the turn by this time and was on the yellow line.tower then said: 'once your nose wheel is square on...on the solid yellow line hold position' what I heard: 'once your nose wheel...yellow square...hold your position.' because transmissions were a little muffled; the tarmac and end of the runway 8/26 [to our right] was very dark; I thought he wanted us to hold by a 'yellow square or something to make sure we were out of the way for [the air carrier] pushing and/or the aircraft on final for runway 8 to land. Because I had not flown into bur for several years; I thought we both had missed some new holding point/line once cleared off the runway and normally awaiting further taxi clearances during our thorough briefings of bur.I was perplexed with his instructions; so I began a slow turn to the right; thinking perhaps I was on the wrong yellow line and we both saw the black & yellow hold line. I knew that was not what tower meant and I stopped.**we never crossed the black and yellow hold line.tower then instructed: 'once your nose wheel is on the solid yellow line hold position.' tower apparently did not know if we were 'square on the yellow line;' so he instructed [the air carrier] to go-around.I turned to the left to get parallel (square) on the yellow line. I replied: 'will advise; my apologies will advise when on the yellow line.' again;T instructed: 'roger; just advise when you're on the solid yellow line sir.' (reconfirming they cannot see us).I told tower we were on the yellow line.tower instructed us: 'turn right onto runway 8 back taxi and turn left into the ramp around the 737...' [the] rest of transmission was cut off. First officer read back what we thought we heard and asked for clarification since the transmission cut off. Tower again instructed us: 'once you're past the 737 pushed out ahead of you join into the ramp and continue to the gate.'to ensure we had the clearance correct; the first officer asked for confirmation when we were at the point to turn left onto the ramp. Tower confirmed the clearance.we continued taxing to the gate. We were asked to contact tower regarding a possible pilot deviation. I called and had a discussion with the tower controller related to this event. He told me they cannot see us well down there at that spot. It then became clear to me why he kept instructing us on the yellow line and asking us to report the yellow line. He could not tell where we were. [The cause was] very poor to no lightning around the south end of runway 8 (after passing runways 15/33). The only lighting are white flush mounted runway edge lights. No taxi lights on the south side; no lighted runway signage of any kind on the south side; no lighted 'yellow line'; no runway entrance guard lights. Nothing in any of the briefing text or any of the various approach plates; nor the overview charts; 10-7; 10-9 charts regarding this area off runway 8.no disclosure from tower when instructing us they have no/limited visibility at that end which made their multiple transmissions about the yellow line a little perplexing. Seems to me from this studying this event that the 'yellow line' is the tower's demarcation of a safety zone/buffer to the runway instead of the black & yellow hold line. Any aircraft not precisely parallel on it is cause to call a go-around.having commercial aircraft all exit to the right off runway 8 instead of exiting off left creating a safer environment. I get the impression from reviewing this event; the lack of standard lighting or any lighting is due to light pollution restrictions for neighboring homes. Which removes safety from this part of the field. Tower uses some non-standard terminology: 'get ya flipping' (to another aircraft for clearance prior to us) and 'nose wheel square.' I have spent an extensive amount of time replaying the event in my mind; looking over charts; google maps satellite of the ramp/runway; listening to live ATC to make sense of what caused this communications problem and the layout problems of burbank.my suggestions are:tower should opt to have aircraft exit left; 180 degree and hold short of the runway at [taxiway] a. The north side is properly lighted; it is wide-open; taxiway is properly marked and no threat of aircraft pushing back or yellow line problems. Would reduce south side congestion dramatically and safety improved greatly. More charts. Include a satellite overview of the airport with several zoomed in sections as well for terminal areas.add a hot spot at the south side end of runway 8 all along the terminal; not just the intersection.add some form of acceptable lighting for that entire area. Some signage to insure all aircraft know what the tower demarcates as 'off the runway.'yellow line lighting; low intensity would be sufficient.generate a separate 10-9 type chart that outlines that yellow line; the specifics on what tower expects when you exit south off of runway 8. With an overview drawing with arrows perhaps.if none of this; then at a minimal level- when tower gives taxi instructions as aircraft are rolling out; be very specific as to what they want. I.e. Aircraft XXX; turn right off the end;right again; taxi aircraft parallel onto the solid yellow line closest to the terminal and stop.

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Original NASA ASRS Text

Title: Air carrier flight crew reported radio transmissions from the Tower Controller were somewhat broken and there was some confusion over taxi instructions after landing. They were on the yellow taxiway center line; but non-standard terminology used by ATC caused them confusion.

Narrative: On that night; Controller was a little difficult to hear. Instructions were not completely clear and concise.This detailed report is to explain multiple transmission instructions the interpretation confusion between our flight and Burbank Tower Control.It is critical and extremely important for me to make clear: At no time were we on the runway after exiting. At no time did we re-enter the runway after clearing the runway during this event. I always make absolute certain I completely exit the runway and bring the aircraft past the runway holding lines at any airport I fly into.We discussed flying into BUR and the operational differences the day before on our trip and during this day since the First Officer had never flown into BUR. We extensively discussed flying anomalies and techniques due to the short Runway 8 and close proximity the Terminal was to Runway 8/26. We looked at all charts; viewed the 10-7C pictorial discussing the runway/aircraft proximity threat and critical importance of vigilance. We looked closely at the 10-9 and the single Hot-Spot at the corner of 8/26-15/33. There are no hot-spots exiting off right from Runway 8 nor any notes regarding runway end threats; Tower expectations; or standard exiting procedures. To mitigate these threats; we briefed everything well prior to the decent to insure the First Officer had full focus and concentration to conduct stabilized and unstressed approach and landing.As we rolled to the end of Runway 8; Tower instructed: 'Turn right to the ramp taxi parking remain this frequency.' Knowing it is very narrow between the runway [and] the terminal; I made a 90 degree right turn and taxied deliberately straight ahead to insure I was completely clear of the runway. Exiting Runway 8; it is very dark and impossible to see surface markings without aircraft lighting illuminating the surface; as there are no taxi lights; yellow line centerline lights or runway entry guard lights.When I was completely clear of the runway; I slowed to make sure I had a clear look at taxi markings. I saw the yellow taxi line and began a turn to the right to join it. I noted [an air carrier] pushing back 3 gates ahead and tail turning towards us; I did not know how far back they would be pushed so; I made the right 90 degree turn onto the yellow line carefully and not taxiing forward. Lighting is virtually nil exiting from Runway 8 and impossible to see lines on the surface without full aircraft lights on.20 seconds later- Tower said: 'I need you to turnoff sir; traffic 1 & half mile behind.' The aircraft was completely off the runway before this. (*Note- On the phone later he told me 'Tower cannot really see us down there'). I finished making the turn by this time and was on the yellow line.Tower then said: 'Once your nose wheel is square on...on the solid yellow line hold position' What I heard: 'Once your nose wheel...yellow square...hold your position.' Because transmissions were a little muffled; the tarmac and end of the Runway 8/26 [to our right] was very dark; I thought he wanted us to hold by a 'yellow square or something to make sure we were out of the way for [the air carrier] pushing and/or the aircraft on final for Runway 8 to land. Because I had not flown into BUR for several years; I thought we both had missed some new holding point/line once cleared off the runway and normally awaiting further taxi clearances during our thorough briefings of BUR.I was perplexed with his instructions; so I began a slow turn to the right; thinking perhaps I was on the wrong yellow line and we both saw the black & yellow hold line. I knew that was not what Tower meant and I stopped.**We never crossed the black and yellow hold line.Tower then instructed: 'Once your nose wheel is on the solid yellow line hold position.' Tower apparently did not know if we were 'square on the yellow line;' so he instructed [the air carrier] to go-around.I turned to the left to get parallel (square) on the yellow line. I replied: 'Will advise; my apologies will advise when on the yellow line.' Again;T instructed: 'Roger; just advise when you're on the solid yellow line sir.' (Reconfirming they cannot see us).I told Tower we were on the yellow line.Tower instructed us: 'Turn right onto Runway 8 back taxi and turn left into the ramp around the 737...' [The] rest of transmission was cut off. First Officer read back what we thought we heard and asked for clarification since the transmission cut off. Tower again instructed us: 'Once you're past the 737 pushed out ahead of you join into the ramp and continue to the gate.'To ensure we had the clearance correct; the First Officer asked for confirmation when we were at the point to turn left onto the ramp. Tower confirmed the clearance.We continued taxing to the gate. We were asked to contact Tower regarding a possible Pilot Deviation. I called and had a discussion with the Tower controller related to this event. He told me they cannot see us well down there at that spot. It then became clear to me why he kept instructing us on the yellow line and asking us to report the yellow line. He could not tell where we were. [The cause was] very poor to no lightning around the south end of Runway 8 (after passing runways 15/33). The only lighting are white flush mounted runway edge lights. No taxi lights on the south side; no lighted runway signage of any kind on the south side; no lighted 'yellow line'; no runway entrance guard lights. Nothing in any of the briefing text or any of the various approach plates; nor the Overview charts; 10-7; 10-9 charts regarding this area off runway 8.No disclosure from Tower when instructing us they have no/limited visibility at that end which made their multiple transmissions about the Yellow line a little perplexing. Seems to me from this studying this event that the 'yellow line' is the Tower's demarcation of a safety zone/buffer to the runway instead of the black & yellow hold line. Any aircraft not precisely parallel on it is cause to call a go-around.Having commercial aircraft all exit to the right off Runway 8 instead of exiting off left creating a safer environment. I get the impression from reviewing this event; the lack of standard lighting or any lighting is due to light pollution restrictions for neighboring homes. Which removes safety from this part of the field. Tower uses some non-standard terminology: 'get ya flipping' (to another aircraft for clearance prior to us) and 'nose wheel square.' I have spent an extensive amount of time replaying the event in my mind; looking over charts; Google Maps Satellite of the ramp/runway; listening to Live ATC to make sense of what caused this communications problem and the layout problems of Burbank.My suggestions are:Tower should opt to have aircraft exit left; 180 degree and hold short of the Runway at [Taxiway] A. The north side is properly lighted; it is wide-open; taxiway is properly marked and no threat of aircraft pushing back or yellow line problems. Would reduce south side congestion dramatically and safety improved greatly. More charts. Include a satellite overview of the airport with several zoomed in sections as well for terminal areas.Add a Hot Spot at the south side end of Runway 8 all along the terminal; not just the intersection.Add some form of acceptable lighting for that entire area. Some signage to insure all aircraft know what the tower demarcates as 'off the runway.'Yellow Line lighting; low intensity would be sufficient.Generate a separate 10-9 type chart that outlines that yellow line; the specifics on what tower expects when you exit south off of runway 8. With an overview drawing with arrows perhaps.If none of this; then at a minimal level- when Tower gives taxi instructions as aircraft are rolling out; be VERY SPECIFIC as to what they want. i.e. Aircraft XXX; turn right off the end;right again; taxi aircraft parallel onto the solid yellow line closest to the terminal and stop.

Data retrieved from NASA's ASRS site 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.