An air carrier medium large transport taxied without clearance.

Attributes
ACN	271410
Time
Date	199405
Day	Sun
Local Time Of Day	1201 To 1800
Place
Locale Reference	airport : mia
State Reference	FL
Altitude	agl bound lower : 0 agl bound upper : 2000
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Controlling Facilities	tower : mia
Operator	common carrier : air carrier
Make Model Name	Commercial Fixed Wing
Operating Under FAR Part	Part 121
Navigation In Use	Other Other
Flight Phase	descent : approach ground other : taxi landing other
Route In Use	approach : straight in arrival other enroute : on vectors
Flight Plan	IFR
Aircraft 2
Operator	common carrier : air carrier
Make Model Name	B757 Undifferentiated or Other Model
Operating Under FAR Part	Part 121
Navigation In Use	Other Other
Flight Phase	descent : approach landing other
Route In Use	approach : straight in arrival other
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : flight engineer pilot : atp pilot : cfi
Experience	flight time last 90 days : 150 flight time total : 8000 flight time type : 900
ASRS Report	271410
Person 2
Affiliation	company : air carrier
Function	flight crew : first officer
Qualification	pilot : instrument pilot : commercial
Events
Anomaly	conflict : airborne less severe other anomaly other other anomaly other
Independent Detector	other flight crewa
Resolutory Action	none taken : insufficient time
Consequence	Other
Supplementary
Air Traffic Incident	other

Narrative:

Being vectored for 9R ILS, controller issued a 757 TA to us. We were 3 mi behind. We had to tell controller 3 times we needed 5 mi behind for wake turbulence. He gave us a heading outside the marker, 40 degrees right of localizer. Upon localizer interception just outside marker we were only 4 mi behind. We called the tower and advised we were slowing to final approach speed to get 5 mi behind 757. On rollout, tower advised to exit runway as soon as possible as there was traffic on 1 mi final. We exited with instructions to hold short of runway 12. Then they told us to cross 12 and expedite as there was traffic on final for '12' 1 mi out. We expedited, the aircraft was moving at a rather brisk rate to comply with controller. We passed taxiway 'Q' and 'P' before contacting ground. I would have had to slam on brakes, possibly injuring flight attendants. Causing further brake heating might have led to blown tires after using strong braking on runway. There were no other aircraft on txwys. Thus, I felt the safest course of action was to continue into 'gate' area 'straight ahead' and contact ground while rolling. I feel we should be given '5' mi behind 757's and controllers shouldn't rush aircraft across runways.

Original NASA ASRS Text

Title: AN ACR MLG TAXIED WITHOUT CLRNC.

Narrative: BEING VECTORED FOR 9R ILS, CTLR ISSUED A 757 TA TO US. WE WERE 3 MI BEHIND. WE HAD TO TELL CTLR 3 TIMES WE NEEDED 5 MI BEHIND FOR WAKE TURB. HE GAVE US A HDG OUTSIDE THE MARKER, 40 DEGS R OF LOC. UPON LOC INTERCEPTION JUST OUTSIDE MARKER WE WERE ONLY 4 MI BEHIND. WE CALLED THE TWR AND ADVISED WE WERE SLOWING TO FINAL APCH SPD TO GET 5 MI BEHIND 757. ON ROLLOUT, TWR ADVISED TO EXIT RWY ASAP AS THERE WAS TFC ON 1 MI FINAL. WE EXITED WITH INSTRUCTIONS TO HOLD SHORT OF RWY 12. THEN THEY TOLD US TO CROSS 12 AND EXPEDITE AS THERE WAS TFC ON FINAL FOR '12' 1 MI OUT. WE EXPEDITED, THE ACFT WAS MOVING AT A RATHER BRISK RATE TO COMPLY WITH CTLR. WE PASSED TXWY 'Q' AND 'P' BEFORE CONTACTING GND. I WOULD HAVE HAD TO SLAM ON BRAKES, POSSIBLY INJURING FLT ATTENDANTS. CAUSING FURTHER BRAKE HEATING MIGHT HAVE LED TO BLOWN TIRES AFTER USING STRONG BRAKING ON RWY. THERE WERE NO OTHER ACFT ON TXWYS. THUS, I FELT THE SAFEST COURSE OF ACTION WAS TO CONTINUE INTO 'GATE' AREA 'STRAIGHT AHEAD' AND CONTACT GND WHILE ROLLING. I FEEL WE SHOULD BE GIVEN '5' MI BEHIND 757'S AND CTLRS SHOULDN'T RUSH ACFT ACROSS RWYS.

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