Narrative:

I was cleared to land on runway 26 at the front range airport. The landing runway had about a 10 KT tailwind which at the time was not much of a problem since it was pretty much directly on the tail and just increased the ground speed on landing. The local controller put an aircraft into position and hold after I went by and had another aircraft on final for landing. I was instructed to turn off at the next intersection as I was rolling out. It required hard braking to slow the aircraft to a speed to make the exit with the distance remaining to the turn. I was able to make the turn and clear the runway but in the process overheated the brakes to the point that they were now ineffective at bringing the aircraft to a complete stop short of the taxiway. I turned onto the parallel taxiway toward the east because it was an uphill grade in that direction and came to a stop. At that point I called ground control for taxi to parking. The ground controller advised me that I was on a movement area without clearance and to call the tower for a possible pilot deviation. My embarrassment from allowing myself to get into that situation kept me from trying to explain my situation as to how I ended up there and would handle it on the phone. Unfortunately for me; I let my thinking as a controller and trying to help out another controller with his operation put me in a marginal situation of clearing the runway by the use of heavy braking. In the future I will advise immediately if I am unable to make a turn off and roll to the next intersection so as not to be in this situation again. As for contributing factors; the tailwind on the landing runway and my decision to make the exit I was told to take knowing it would require maximum braking to do it.

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Original NASA ASRS Text

Title: PA24 landing FTG; with tailwind; applied significant breaking to accommodate ATC exit clearance; subsequently questioned by Controller regarding unauthorized taxiway entry.

Narrative: I was cleared to land on Runway 26 at the Front Range Airport. The landing runway had about a 10 KT tailwind which at the time was not much of a problem since it was pretty much directly on the tail and just increased the ground speed on landing. The Local Controller put an aircraft into position and hold after I went by and had another aircraft on final for landing. I was instructed to turn off at the next intersection as I was rolling out. It required hard braking to slow the aircraft to a speed to make the exit with the distance remaining to the turn. I was able to make the turn and clear the runway but in the process overheated the brakes to the point that they were now ineffective at bringing the aircraft to a complete stop short of the taxiway. I turned onto the parallel taxiway toward the east because it was an uphill grade in that direction and came to a stop. At that point I called Ground Control for taxi to parking. The Ground Controller advised me that I was on a movement area without clearance and to call the Tower for a possible pilot deviation. My embarrassment from allowing myself to get into that situation kept me from trying to explain my situation as to how I ended up there and would handle it on the phone. Unfortunately for me; I let my thinking as a Controller and trying to help out another Controller with his operation put me in a marginal situation of clearing the runway by the use of heavy braking. In the future I will advise immediately if I am unable to make a turn off and roll to the next intersection so as not to be in this situation again. As for contributing factors; the tailwind on the landing runway and my decision to make the exit I was told to take knowing it would require maximum braking to do it.

Data retrieved from NASA's ASRS site as of April 2012 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.