Narrative:

During the completion of a scheduled evening flight, the aircraft was landed on runway 31 at rst airport, mn. The PF, also a captain for the airline, proceeded to slow the airplane in order to make one of the high speed txwys. The aircraft slowed, but continued to roll past the high speed taxiway by a few ft -- perhaps as much as 10 ft. This required the aircraft to be stopped on the runway and turned very sharply to exit the runway on the planned taxiway. The PF elected to proceed with this and initiated the sharp turn on the runway after having come to a stop. I felt this to be an irregular maneuver, but considered it to be legal and within the aircraft's capabilities. The PF, having made the turn toward the taxiway, then felt the turnoff could not be made and proceeded to continue the turn on the runway until the aircraft was facing 180 degrees to the landing direction. I then informed my co-captain that we did not have a clearance for a '180 degree turn' on the runway and that we could still make the turnoff on the taxiway. The PF disregarded these remarks and proceeded to back-taxi on runway 31 to another taxiway exit. At this point the tower informed us of our need for a clearance before a 180 degree turn could be initiated on the runway. As the captain listed on the flight release and flight plan, I should have suggested continuing on to the next taxiway, exiting the runway beyond the original high speed taxiway. The PF, captain's eagerness to exit the runway was the initial cause, but my lateness in offering an alternative was a definite contributing factor.

Google
 

Original NASA ASRS Text

Title: AN F27 CREW, UNABLE TO MAKE A HIGH SPD TURNOFF AT RST, MADE A 180 DEG TURN ON THE RWY.

Narrative: DURING THE COMPLETION OF A SCHEDULED EVENING FLT, THE ACFT WAS LANDED ON RWY 31 AT RST ARPT, MN. THE PF, ALSO A CAPT FOR THE AIRLINE, PROCEEDED TO SLOW THE AIRPLANE IN ORDER TO MAKE ONE OF THE HIGH SPD TXWYS. THE ACFT SLOWED, BUT CONTINUED TO ROLL PAST THE HIGH SPD TXWY BY A FEW FT -- PERHAPS AS MUCH AS 10 FT. THIS REQUIRED THE ACFT TO BE STOPPED ON THE RWY AND TURNED VERY SHARPLY TO EXIT THE RWY ON THE PLANNED TXWY. THE PF ELECTED TO PROCEED WITH THIS AND INITIATED THE SHARP TURN ON THE RWY AFTER HAVING COME TO A STOP. I FELT THIS TO BE AN IRREGULAR MANEUVER, BUT CONSIDERED IT TO BE LEGAL AND WITHIN THE ACFT'S CAPABILITIES. THE PF, HAVING MADE THE TURN TOWARD THE TXWY, THEN FELT THE TURNOFF COULD NOT BE MADE AND PROCEEDED TO CONTINUE THE TURN ON THE RWY UNTIL THE ACFT WAS FACING 180 DEGS TO THE LNDG DIRECTION. I THEN INFORMED MY CO-CAPT THAT WE DID NOT HAVE A CLRNC FOR A '180 DEG TURN' ON THE RWY AND THAT WE COULD STILL MAKE THE TURNOFF ON THE TXWY. THE PF DISREGARDED THESE REMARKS AND PROCEEDED TO BACK-TAXI ON RWY 31 TO ANOTHER TXWY EXIT. AT THIS POINT THE TWR INFORMED US OF OUR NEED FOR A CLRNC BEFORE A 180 DEG TURN COULD BE INITIATED ON THE RWY. AS THE CAPT LISTED ON THE FLT RELEASE AND FLT PLAN, I SHOULD HAVE SUGGESTED CONTINUING ON TO THE NEXT TXWY, EXITING THE RWY BEYOND THE ORIGINAL HIGH SPD TXWY. THE PF, CAPT'S EAGERNESS TO EXIT THE RWY WAS THE INITIAL CAUSE, BUT MY LATENESS IN OFFERING AN ALTERNATIVE WAS A DEFINITE CONTRIBUTING FACTOR.

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.