Narrative:

We were sequenced for landing on runway 09L at fll; executing an ILS (night) approach in visual conditions. We were following a B737; 3 miles ahead. I was flying 1/3 dot above the glideslope; due to wake turbulence considerations. When we were 2.5 miles from touchdown (15 seconds); the controller cleared a B757 for takeoff; that he had put into position immediately after the B737 ahead of us had landed; and cleared the runway. As we entered the flare; we encountered wake turbulence from the departing B757. After 'negotiating' the wake turbulence successfully and landing safely; the controller instructed us to make a 90 degree left turn off of the runway; which we declined. He then issued a clearance to make a high speed taxiway on the right side of the runway (after a brief delay). However; we were not in a position to make the right turn either; as he issued the instruction only after we were abeam and going by it. The first officer advised we would be 'unable.' the tower controller then issued a subsequent clearance to a commercial jet (that he had put into position) to 'takeoff' on the runway that we were still rolling out on! The aircraft acknowledged the takeoff clearance and began his takeoff roll. After a brief delay; the controller cancelled the takeoff clearance of the departing jet behind us; and instructed the approaching DC10 on very short final to go around. Then proceeded to verbally 'scold' us for not making a high speed taxiway which we told him we would be unable to do. I simply replied that we were not in a position to make the instructed taxiways. Contributing factors: 1) wake turbulence encounter with B757 cleared for takeoff less than 2 minutes from our landing. 2) DC10 (approximately 2 miles in trail). 3) controller issuing a takeoff clearance to jet traffic already in position on the same runway. 4) controller apparently 'tuned out' our read backs of 'unable.' 5) lack of timely taxiway clearance instructions; ie left; then right side of runway; etc. Instead of 'expedite in making the first available taxiway.' 6) loss of controller situation awareness; regarding our flight; which was still in the process of landing and stopping on the runway.

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Original NASA ASRS Text

Title: A light transport pilot described a wake turbulence landing event at FLL followed by late ATC runway clearing instructions with which the pilot could not comply.

Narrative: We were sequenced for landing on Runway 09L at FLL; executing an ILS (night) approach in visual conditions. We were following a B737; 3 miles ahead. I was flying 1/3 dot above the glideslope; due to wake turbulence considerations. When we were 2.5 miles from touchdown (15 seconds); the Controller cleared a B757 for takeoff; that he had put into position immediately after the B737 ahead of us had landed; and cleared the runway. As we entered the flare; we encountered wake turbulence from the departing B757. After 'negotiating' the wake turbulence successfully and landing safely; the Controller instructed us to make a 90 degree L turn off of the runway; which we declined. He then issued a clearance to make a high speed taxiway on the R side of the runway (after a brief delay). However; we were not in a position to make the right turn either; as he issued the instruction only after we were abeam and going by it. The First Officer advised we would be 'unable.' The Tower Controller then issued a subsequent clearance to a commercial jet (that he had put into position) to 'takeoff' on the runway that we were still rolling out on! The aircraft acknowledged the takeoff clearance and began his takeoff roll. After a brief delay; the Controller cancelled the takeoff clearance of the departing jet behind us; and instructed the approaching DC10 on very short final to go around. Then proceeded to verbally 'scold' us for not making a high speed taxiway which we told him we would be unable to do. I simply replied that we were not in a position to make the instructed taxiways. Contributing Factors: 1) Wake turbulence encounter with B757 cleared for takeoff less than 2 minutes from our landing. 2) DC10 (approximately 2 miles in trail). 3) Controller issuing a takeoff clearance to jet traffic already in position on the same runway. 4) Controller apparently 'tuned out' our read backs of 'unable.' 5) Lack of timely taxiway clearance instructions; IE left; then right side of runway; etc. instead of 'expedite in making the first available taxiway.' 6) Loss of Controller situation awareness; regarding our flight; which was still in the process of landing and stopping on the runway.

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.