Flight crew of air carrier cleared for landing 27R at ord, instructed hold short of intersecting run...

Attributes
ACN	114563
Time
Date	198906
Day	Thu
Local Time Of Day	1201 To 1800
Place
Locale Reference	airport : ord
State Reference	IL
Altitude	agl bound lower : 0 agl bound upper : 0
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Operator	common carrier : air carrier
Make Model Name	Medium Large Transport, Low Wing, 2 Turbojet Eng
Navigation In Use	Other
Flight Phase	landing other
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : atp
Experience	flight time last 90 days : 150 flight time total : 8000 flight time type : 1000
ASRS Report	114563
Person 2
Affiliation	company : air carrier
Function	flight crew : first officer
Qualification	pilot : atp pilot : flight engineer
Experience	flight time last 90 days : 190 flight time total : 2700 flight time type : 200
ASRS Report	114562
Events
Anomaly	conflict : ground less severe non adherence : clearance other anomaly other
Independent Detector	other flight crewa
Resolutory Action	other
Consequence	Other
Supplementary
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation
Situations
ATC Facility	procedure or policy : unspecified

Narrative:

We were cleared to land ord runway 27R 'hold short of runway 22R', other traffic landing simultaneously on 22R. During landing roll I felt we would make our stop at the intersection of 22R with no problem but the appearance of another airplane on its landing roll off 22R, into the same intersection, made me realize our airplane was not decelerating fast enough for a comfortable stop without a possible conflict with the 22R traffic. It seemed immediate emergency braking and possible overboost on reverse thrust would be necessary to be stopped by the intersection. Fortunately the other airplane expedited his taxi through the intersection followed by tower's instructions to 'keep it rolling to the end of the runway' which we did but not without several anxious seconds fearing we could not get stopped in time to clear the traffic in front of us. I feel the ord practice of landing on conflicting runways with instructions to hold short is a marginally safe operation at best. I can fault my judgement for not immediately notifying tower on landing roll that we needed the whole runway, indeed we probably should have refused the landing clearance on final approach. Contributing to accepting this landing clearance was that my previous 2 lndgs into ord were on different runways but also with 'hold short' instructions (runway 14R and 27L). I failed to consider that runway 27R 'hold short 22R' produced a much shorter available runway than the others I had landed on in past weeks. (In fact, no 'available distance. Remaining' was offered by tower. I should have asked for it.) summary: landing on a 10,000' runway to hold short with 7000' avail is no big deal, landing on a 7900' runway to hold short with 6000-5500'? Available requires a little more 'heads up' on airplane capability and technique. The routine of landing on the longer runways caught this pilot by surprise the other day. So I feel: when in doubt, notify approach/tower that you won't accept it.

Original NASA ASRS Text

Title: FLT CREW OF AIR CARRIER CLEARED FOR LNDG 27R AT ORD, INSTRUCTED HOLD SHORT OF INTERSECTING RWY 22R. ON ROLL OUT THE FLT CREW REALIZED THEY WERE TOO FAST TO HOLD SHORT. TRAFFIC ROLLED THROUGH THE INTERSECTION AND THE FLT WAS ADVISED TO CONTINUE ROLL TO THE END OF RWY 27R.

Narrative: WE WERE CLRED TO LAND ORD RWY 27R 'HOLD SHORT OF RWY 22R', OTHER TFC LNDG SIMULTANEOUSLY ON 22R. DURING LNDG ROLL I FELT WE WOULD MAKE OUR STOP AT THE INTXN OF 22R WITH NO PROBLEM BUT THE APPEARANCE OF ANOTHER AIRPLANE ON ITS LNDG ROLL OFF 22R, INTO THE SAME INTXN, MADE ME REALIZE OUR AIRPLANE WAS NOT DECELERATING FAST ENOUGH FOR A COMFORTABLE STOP WITHOUT A POSSIBLE CONFLICT WITH THE 22R TFC. IT SEEMED IMMEDIATE EMER BRAKING AND POSSIBLE OVERBOOST ON REVERSE THRUST WOULD BE NECESSARY TO BE STOPPED BY THE INTXN. FORTUNATELY THE OTHER AIRPLANE EXPEDITED HIS TAXI THROUGH THE INTXN FOLLOWED BY TWR'S INSTRUCTIONS TO 'KEEP IT ROLLING TO THE END OF THE RWY' WHICH WE DID BUT NOT WITHOUT SEVERAL ANXIOUS SECONDS FEARING WE COULD NOT GET STOPPED IN TIME TO CLEAR THE TFC IN FRONT OF US. I FEEL THE ORD PRACTICE OF LNDG ON CONFLICTING RWYS WITH INSTRUCTIONS TO HOLD SHORT IS A MARGINALLY SAFE OPERATION AT BEST. I CAN FAULT MY JUDGEMENT FOR NOT IMMEDIATELY NOTIFYING TWR ON LNDG ROLL THAT WE NEEDED THE WHOLE RWY, INDEED WE PROBABLY SHOULD HAVE REFUSED THE LNDG CLRNC ON FINAL APCH. CONTRIBUTING TO ACCEPTING THIS LNDG CLRNC WAS THAT MY PREVIOUS 2 LNDGS INTO ORD WERE ON DIFFERENT RWYS BUT ALSO WITH 'HOLD SHORT' INSTRUCTIONS (RWY 14R AND 27L). I FAILED TO CONSIDER THAT RWY 27R 'HOLD SHORT 22R' PRODUCED A MUCH SHORTER AVAILABLE RWY THAN THE OTHERS I HAD LANDED ON IN PAST WEEKS. (IN FACT, NO 'AVAILABLE DISTANCE. REMAINING' WAS OFFERED BY TWR. I SHOULD HAVE ASKED FOR IT.) SUMMARY: LNDG ON A 10,000' RWY TO HOLD SHORT WITH 7000' AVAIL IS NO BIG DEAL, LNDG ON A 7900' RWY TO HOLD SHORT WITH 6000-5500'? AVAILABLE REQUIRES A LITTLE MORE 'HEADS UP' ON AIRPLANE CAPABILITY AND TECHNIQUE. THE ROUTINE OF LNDG ON THE LONGER RWYS CAUGHT THIS PLT BY SURPRISE THE OTHER DAY. SO I FEEL: WHEN IN DOUBT, NOTIFY APCH/TWR THAT YOU WON'T ACCEPT IT.

Data retrieved from NASA's ASRS site as of August 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.

Flight crew of air carrier cleared for landing 27R at ord, instructed hold short of intersecting runway 22R. On roll out the flight crew realized they were too fast to hold short. Traffic rolled through the intersection and the flight was advised to continue roll to the end of runway 27R.