Date: 201504
Local time of day: 0601-1200
Location: DWH.Airport, TX
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Cessna 210 Centurion / Turbo Centurion 210C; 210D
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Taxi
ATC / advisory: Tower DWH
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Private
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Clearance; Ground Incursion Taxiway
Detector: Person Air Traffic Control
When detected: Taxi
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented
Contributing factors: Airport; Human Factors; Procedure
Primary problem: Human Factors

Narrative: I departed on a flight to DWH. Picked up Houston Center and requested VFR Flight Following. Was cleared into class B airspace. While enroute; I had attempted several times to pick up ATIS; but could not. ATC (Approach I believe) asked if I had current ATIS to which I replied no. but was trying. After trying several more times; I notified ATC that I could not pick up ATIS; and was limited to XM weather that I had on board. ATC replied that they would give me the weather; and he did. (Wind/Alt./ Setting/Runway). Was then switched over to tower. I announced my position and intentions to enter Right Downwind for runway 35L. Tower responded and confirmed right downwind for 35L; and that he would call my base. Tower called my base. Upon needing to turn final; I asked tower if I could turn final and then asked for clearance to land 35L. Upon landing; I used the length of the runway. Near the end of the runway; tower asked where I was parking; to which I replied 'to the FBO'. Tower replied that I had gone too far and instructed a 180 and back taxi. Tower then initiated a 'go-around' for inbound traffic. (Helicopter). Tower had a brief conversation with helicopter trying to determine whether a go-around was actually needed. It appeared as though the go around was not initiated. Tower then addressed me and asked that I exit [taxiway] E and go to ground. After departing the runway and exiting [taxiway] E; I switched to ground and announced my decision.At least two attempts were made to reach ground whereby I stated my position and destination to which there was no reply. As I determined whether or not to go back to tower frequency to get help; a lady began speaking to other traffic. She then calls me? I responded and let her know that I was on Echo headed to the FBO. She then let me know that she needed to give me the phone number to contact tower for a possible pilot deviation. Upon parking; I immediately called the tower. Tower said that I was instructed to exit E; STOP; contact ground; wait for further instruction. I let him know that I had not heard that command; but would be certain to comply hereafter. His response was that they were essentially locking down on everyone and were reporting 100%. He said that they were doing the 'exit; stop; go to ground; wait for progressive' was for the hot zones on the East side of the runway (end of 35R). I was taxiing on the west. I immediately called a mentor to get advice and instruction on how I should handle. He recommended that I wait a few hours to let things 'cool off' and then reach out to the tower again. I called the tower again in hopes of researching all aspects of the event to clarify the role that I played in the incident. When I called the tower back; I spoke with a different gentleman (who seemed to be a manager). He asked for a moment to review the file. While he was reading the file aloud; I concluded that the report being filed was not completely accurate. The report indicated that I was given the command to 'Land 35L; Exit Taxiway Echo; Stop; and Go to ground.' This could not be the case as I had already landed; and was well beyond Echo before the Tower asked where I was parking. It did not appear as though he included the 180 / back taxi command in his report. Or the communications back and forth between me; the tower and the helicopter he was initiating a go-around with. I cannot recall the command to STOP after exiting Echo. After conversing the second time with the tower; he also mentioned that it was my job to pick up ATIS before landing to attain all relevant information. It was at this time that I notified him that I was unable to pick up ATIS; and that ATC had given me the numbers. He said that he would add this to the report for me.On this second call; he also said that they were trying to create a new culture whereby everyone would stop after exiting; go to ground; and then get progressive instruction. He mentioned that it was causing confusion and that there was really no aviation terminology for what they were desiring to happen. He also mentioned that this was the second of such efforts. Initially; they were advising pilots to 'Land 35L; hold short Taxiway E'. This was causing too much confusion because most pilots had no way of determining the distance to Taxiway E. so it was a recent change to initiate the new 'Exit runway/STOP/Go to ground/wait for progressive.' One last thought. If this tower/airport is changing to a modified sequence for real safety measures; and creating a new culture; one would think that they would be sure to re-iterate and verify compliance upon contact. 'Enter right downwind for 35L. Are you familiar with our runway exit procedures?'




Synopsis: BE35 pilot experiences confusion after landing full length Runway 35L at DWH with a destination on the west side of the field. A back taxi is required to taxiway E with instructions to stop upon exiting and contact ground; which are not heard. The Tower Controller is upset.