Narrative:

While on a practice ILS runway 6 approach to landing at isp with my student under simulated IMC (hooded), he was originally cleared for ILS runway 6 circle runway 33L. He was asked by ATC if he could accept a straight-in landing on runway 6, hold short of runway 33L. The student was more familiar with the airport environment than me and accepted the clearance. With a higher MDA on circling than straight-in, I had him remove the hood early to make sure he could land and hold short of runway 33L. The radio (communication #1) malfunctioned and we no longer were hearing ATC. The student landed on runway 6, and was unable to stop before runway 10. Not knowing if there was an intersecting taxiway before runway 33L, he stopped on the runway and called ATC for permission to do a 180 degree turn and taxi back to runway 10. After getting no response, I adjusted the squelch dial and ATC could be heard again. They asked us to taxi off the runway 6 at taxiway B3 and informed us that a B737 had to go around because we stopped on the runway. I feel that the situation could have been prevented if I had consulted the airport diagram so that I knew where the intersecting txwys were so that I could depart the runway as soon as possible. I was overly concerned with holding short of runway 33L for other traffic under lahso that I didn't realize that I was creating a conflicting situation on runway 6. Contributing factor was the silence on the radio made it appear that there was a 'slow' period at the airport by the silence of the controllers.

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Original NASA ASRS Text

Title: AN INST INSTRUCTOR AND STUDENT CAUSED AN ACR B737 TO GO AROUND WHEN THE STUDENT STOPPED ON THE LNDG RWY AT ISP.

Narrative: WHILE ON A PRACTICE ILS RWY 6 APCH TO LNDG AT ISP WITH MY STUDENT UNDER SIMULATED IMC (HOODED), HE WAS ORIGINALLY CLRED FOR ILS RWY 6 CIRCLE RWY 33L. HE WAS ASKED BY ATC IF HE COULD ACCEPT A STRAIGHT-IN LNDG ON RWY 6, HOLD SHORT OF RWY 33L. THE STUDENT WAS MORE FAMILIAR WITH THE ARPT ENVIRONMENT THAN ME AND ACCEPTED THE CLRNC. WITH A HIGHER MDA ON CIRCLING THAN STRAIGHT-IN, I HAD HIM REMOVE THE HOOD EARLY TO MAKE SURE HE COULD LAND AND HOLD SHORT OF RWY 33L. THE RADIO (COM #1) MALFUNCTIONED AND WE NO LONGER WERE HEARING ATC. THE STUDENT LANDED ON RWY 6, AND WAS UNABLE TO STOP BEFORE RWY 10. NOT KNOWING IF THERE WAS AN INTERSECTING TXWY BEFORE RWY 33L, HE STOPPED ON THE RWY AND CALLED ATC FOR PERMISSION TO DO A 180 DEG TURN AND TAXI BACK TO RWY 10. AFTER GETTING NO RESPONSE, I ADJUSTED THE SQUELCH DIAL AND ATC COULD BE HEARD AGAIN. THEY ASKED US TO TAXI OFF THE RWY 6 AT TXWY B3 AND INFORMED US THAT A B737 HAD TO GO AROUND BECAUSE WE STOPPED ON THE RWY. I FEEL THAT THE SIT COULD HAVE BEEN PREVENTED IF I HAD CONSULTED THE ARPT DIAGRAM SO THAT I KNEW WHERE THE INTERSECTING TXWYS WERE SO THAT I COULD DEPART THE RWY ASAP. I WAS OVERLY CONCERNED WITH HOLDING SHORT OF RWY 33L FOR OTHER TFC UNDER LAHSO THAT I DIDN'T REALIZE THAT I WAS CREATING A CONFLICTING SIT ON RWY 6. CONTRIBUTING FACTOR WAS THE SILENCE ON THE RADIO MADE IT APPEAR THAT THERE WAS A 'SLOW' PERIOD AT THE ARPT BY THE SILENCE OF THE CTLRS.

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.