No incident report.

Attributes
ACN	120907
Time
Date	198908
Day	Sat
Local Time Of Day	0601 To 1200
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	Large Transport, Low Wing, 3 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 pilot : flight engineer
Experience	flight time last 90 days : 200 flight time total : 16000 flight time type : 1300
ASRS Report	120907
Person 2
Affiliation	company : air carrier
Function	flight crew : first officer
Qualification	pilot : atp
Events
Anomaly	other anomaly other
Independent Detector	other flight crewa
Resolutory Action	none taken : anomaly accepted
Consequence	Other
Supplementary
Primary Problem	ATC Human Performance
Air Traffic Incident	other

Narrative:

Flying large transport type aircraft into ord, landing 27R, simultaneous apches/lndgs on 22R. Aircraft landing 22R being said something on the order of 'you're not going to make it, large transport type' (apparently referring to high speed taxiway prior to 22R intersection), 'just don't do what xx airline did!' there was an medium large transport in the 9L pad. I didn't (and still don't) know what xx airline did. A confused, and confusing, series of taxi instructions followed along with some tower/ground tower/ground frequency changes. Landing on intersecting runways with 'hold short' clrncs is an iffy operation at best. Taxi instructions issued at 100K on the rollout are worse. Worse yet is the assumption that the landing aircraft will clear the runway at a certain point because 'that's the way we do it here' or 'everybody else does'! I'm enough of a realist to know the pressure to 'move iron' will keep us landing on intersecting runways. To do it as safely as possible I'd recommend: 1) make information readily available on the distance from the threshold to the point of clearing the runway (am I legal to accept the clearance?). 2) pre-advise carriers of planned intersecting runway operations so information can be used in dispatch planning. 3) 'hold short' clrncs be issued early enough to allow us to check charts for legality. 4) controllers be made aware that different aircraft (even different large transport's from the same airline) have different stopping capabilities on different days, please! No 'disciplinary vectors' if we can't accept a 'hold short'. 5) controllers be aware that equipment malfunction (or even misjudgment) can cause an overshoot. Even if the pilot is totally at fault no violation can ever bring people back to life! 6) use some common sense! 27R threshold to high speed before 22R can't be much over 5000' (often with another aircraft stopped or slow taxiing on high speed. Why subject passenger and equipment ot this kind of hazard and abuse without good reason?

Original NASA ASRS Text

Title: NO INCIDENT REPORT.

Narrative: FLYING LGT TYPE ACFT INTO ORD, LNDG 27R, SIMULTANEOUS APCHES/LNDGS ON 22R. ACFT LNDG 22R BEING SAID SOMETHING ON THE ORDER OF 'YOU'RE NOT GOING TO MAKE IT, LGT TYPE' (APPARENTLY REFERRING TO HIGH SPEED TXWY PRIOR TO 22R INTXN), 'JUST DON'T DO WHAT XX AIRLINE DID!' THERE WAS AN MLG IN THE 9L PAD. I DIDN'T (AND STILL DON'T) KNOW WHAT XX AIRLINE DID. A CONFUSED, AND CONFUSING, SERIES OF TAXI INSTRUCTIONS FOLLOWED ALONG WITH SOME TWR/GND TWR/GND FREQ CHANGES. LNDG ON INTERSECTING RWYS WITH 'HOLD SHORT' CLRNCS IS AN IFFY OPERATION AT BEST. TAXI INSTRUCTIONS ISSUED AT 100K ON THE ROLLOUT ARE WORSE. WORSE YET IS THE ASSUMPTION THAT THE LNDG ACFT WILL CLEAR THE RWY AT A CERTAIN POINT BECAUSE 'THAT'S THE WAY WE DO IT HERE' OR 'EVERYBODY ELSE DOES'! I'M ENOUGH OF A REALIST TO KNOW THE PRESSURE TO 'MOVE IRON' WILL KEEP US LNDG ON INTERSECTING RWYS. TO DO IT AS SAFELY AS POSSIBLE I'D RECOMMEND: 1) MAKE INFO READILY AVAILABLE ON THE DISTANCE FROM THE THRESHOLD TO THE POINT OF CLEARING THE RWY (AM I LEGAL TO ACCEPT THE CLRNC?). 2) PRE-ADVISE CARRIERS OF PLANNED INTERSECTING RWY OPERATIONS SO INFO CAN BE USED IN DISPATCH PLANNING. 3) 'HOLD SHORT' CLRNCS BE ISSUED EARLY ENOUGH TO ALLOW US TO CHECK CHARTS FOR LEGALITY. 4) CTLRS BE MADE AWARE THAT DIFFERENT ACFT (EVEN DIFFERENT LGT'S FROM THE SAME AIRLINE) HAVE DIFFERENT STOPPING CAPABILITIES ON DIFFERENT DAYS, PLEASE! NO 'DISCIPLINARY VECTORS' IF WE CAN'T ACCEPT A 'HOLD SHORT'. 5) CTLRS BE AWARE THAT EQUIPMENT MALFUNCTION (OR EVEN MISJUDGMENT) CAN CAUSE AN OVERSHOOT. EVEN IF THE PLT IS TOTALLY AT FAULT NO VIOLATION CAN EVER BRING PEOPLE BACK TO LIFE! 6) USE SOME COMMON SENSE! 27R THRESHOLD TO HIGH SPEED BEFORE 22R CAN'T BE MUCH OVER 5000' (OFTEN WITH ANOTHER ACFT STOPPED OR SLOW TAXIING ON HIGH SPEED. WHY SUBJECT PAX AND EQUIPMENT OT THIS KIND OF HAZARD AND ABUSE WITHOUT GOOD REASON?

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.