SMA TAXIED OFF THE PAVEMENT WHEN TRYING TO EXIT THE RUNWAY ON AN INTERSECTION THAT WAS SLIGHTLY BEHIND THE AIRCRAFT; ALLEGING ATC'S INSTRUCTIONS CONTRIBUTED TO THE EVENT.

Narrative

ON VFR FLT PLAN FROM ZZZ TO ZZZ1; I WAS HANDED OFF FROM ZZZ TO ZZZ1 TWR APPROX 6 MI FROM ARPT. I WAS IMMEDIATELY CLRED FOR LNDG ON XXR. ON SHORT FINAL I REDUCED SPD TO 65 KTS WITH 1/2 FLAPS. NORMAL APCH SPD IS 60 KTS; BUT DUE TO GUSTING XWIND; I USED THE FASTER SPD. TOUCHDOWN WAS UNEVENTFUL. AS I WAS ROLLING OUT; THE TWR INSTRUCTED ME TO EXIT ON BRAVO 3. LOOKING AHEAD; I COULD ONLY SEE BRAVO 2; AND BECAME CONFUSED. I ASKED FOR PROGRESSIVE TAXI INSTRUCTIONS. TWR INFORMED ME I WAS AT BRAVO 3. LOOKING OVER MY R SHOULDER; I COULD SEE IT BEHIND ME. I SLOWED DOWN AND ATTEMPTED TO MAKE THE HARD R TURN (APPROX 140 DEGS). I WAS MOVING AT A VERY SLOW PACE; BUT I COULD TELL THAT I WAS NOT GOING TO BE ABLE TO STAY ON THE PAVEMENT AND COMPLETE THE TURN TO BRAVO 3. THE GRASS APPEARED TO BE AT THE SAME LEVEL AS THE PAVEMENT; SO I CONTINUED WITH THE R TURN WITH THE NOSEWHEEL ON THE GRASS. AS THE NOSEWHEEL LEFT THE PAVEMENT; I LEARNED THAT GND WAS SOME INCHES LOWER THAN THE ASPHALT. WITHIN A SECOND OR 2 THE FORKS ON THE NOSEWHEEL COLLAPSED. BESIDES THE BENT FORKS; THE ONLY OTHER OBSERVED DAMAGE WAS MINOR SCUFFING OF THE PROP (FROM STRIKING THE SOFT DIRT; THE ENG DID NOT STOP OR SLOW). THE PLANE NEEDED TO BE TOWED TO THE RAMP. RWY XXR WAS UNAVAILABLE UNTIL THE FBO COULD CLR THE ACFT FROM THE SIDE OF XXR. BASED ON THE CTLR'S REQUEST; I ASSUMED THAT THERE WAS TFC CLOSE BEHIND ME; AND I WAS TRYING TO HELP OUT THE TWR BY GETTING OFF WHERE HE ASKED. BRAVO 3 IS A HIGH SPD EXIT ANGLED FOR USE ON RWY 16L. AS PIC; I SHOULD HAVE 1) TOLD TWR I WAS UNABLE TO GET OFF ON BRAVO 3; OR 2) IF I TRIED IT; I SHOULD HAVE STOPPED SHORT OF THE GRASS. AT THE SAME TIME; THE CTLR SHOULD 1) NOT INSTRUCT A PLANE TO TAKE A TXWY THEY ARE ALREADY PAST AND 2) BE SURE TO USE THE PHRASE 'EXIT AT TXWY...IF ABLE.