Narrative:

From 10 miles away the student pilot called the tower and informed them of our position to the east; that we had the ATIS information and that the transponder had not been working. Controller 1's instructed us to report a 3 mile final for runway 24. Shortly after another aircraft; an archer called and said he was over sky acres (44N); which was roughly our position; for landing as well. Controller 1 asked him to report a left base for runway 24 and we were asked to ident; I replied 'negative transponder;' controller 1 then reported us to the archer andporting three mile final the male controller gave us landing clearance; which the student read back. On very short final controller 2 came on the frequency and said 'archer s-turns approved;' I heard no request for s-turns or reply from the archer. We touched down on runway 24 before taxiway B and began our landing roll. While crossing runway 15/33 controller 1 instructed us to turn left on taxiway east without delay for traffic on short final. We read back the instructions and proceeded down the runway without braking; once clear of 15/33; while still on the landing roll on runway 24 and before turning onto taxiway east (between 15/33 and taxiway east on runway 24) I looked behind us to see the archer in the flare and touching down for landing on 24; the same runway we were positioned on. Turning on taxiway east we applied almost full power to attempt to clear the runway but we were still well inside of the hold short line (still on the runway side) when the archer rolled past us on 24. A collision would have been inevitable if we had been unable to clear the runway for an unexpected reason; such as a flat tire; or if we had attempted to stop at an earlier taxiway before instructed to take taxiway east; causing a delay; or if we had a slower approach or the archer had a faster approach and the separation distance was smaller. As the archer rolled past us on 24 controller 1 instructed them to make the right turn on taxiway G and to taxi to juliet on the tower frequency; and then controller 2 said 'sorry about that; training in progress.' we then proceeded to taxi to the terminal via taxiway east with a clearance from the ground control frequency. The main cause of this near miss is the failure of the archer to execute a go-around with traffic still on the runway; which was caused by a combination of failing to see traffic on the runway as a possible conflict; and the controller not calling a go-around after clearing the archer for landing with very little separation. Contributing to the situation that lead to the near miss was not having an operable transponder [in our aircraft]; although it is not required in the airspace the aircraft was in; sequencing a slower aircraft before a faster aircraft from a similar position relative to the airport; not informing the aircraft in front of the faster aircraft of the proximity of the second aircraft; distraction of the controller by the skyhawk from the north making requests and distractions to the controller resulting from the training they were doing. The only environmental factor that may have had an effect was the sun in the west potentially making it difficult for the pilot of the archer to see traffic ahead of them.

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Original NASA ASRS Text

Title: c152 Instructor Pilot was surprised that another aircraft was allowed to land so close behind them that it could have resulted in a ground collision had they been slower exiting the runway.

Narrative: From 10 miles away the student pilot called the Tower and informed them of our position to the east; that we had the ATIS information and that the transponder had not been working. Controller 1's instructed us to report a 3 mile final for runway 24. Shortly after another aircraft; an Archer called and said he was over Sky Acres (44N); which was roughly our position; for landing as well. Controller 1 asked him to report a left base for runway 24 and we were asked to ident; I replied 'negative transponder;' Controller 1 then reported us to the Archer andporting three mile final the male controller gave us landing clearance; which the student read back. On very short final Controller 2 came on the frequency and said 'Archer s-turns approved;' I heard no request for s-turns or reply from the Archer. We touched down on runway 24 before taxiway B and began our landing roll. While crossing runway 15/33 Controller 1 instructed us to turn left on taxiway E without delay for traffic on short final. We read back the instructions and proceeded down the runway without braking; once clear of 15/33; while still on the landing roll on runway 24 and before turning onto taxiway E (between 15/33 and taxiway E on runway 24) I looked behind us to see the Archer in the flare and touching down for landing on 24; the same runway we were positioned on. Turning on taxiway E we applied almost full power to attempt to clear the runway but we were still well inside of the hold short line (still on the runway side) when the Archer rolled past us on 24. A collision would have been inevitable if we had been unable to clear the runway for an unexpected reason; such as a flat tire; or if we had attempted to stop at an earlier taxiway before instructed to take taxiway E; causing a delay; or if we had a slower approach or the Archer had a faster approach and the separation distance was smaller. As the Archer rolled past us on 24 Controller 1 instructed them to make the right turn on taxiway G and to taxi to Juliet on the tower frequency; and then Controller 2 said 'sorry about that; training in progress.' We then proceeded to taxi to the terminal via taxiway E with a clearance from the ground control frequency. The main cause of this near miss is the failure of the Archer to execute a go-around with traffic still on the runway; which was caused by a combination of failing to see traffic on the runway as a possible conflict; and the controller not calling a go-around after clearing the Archer for landing with very little separation. Contributing to the situation that lead to the near miss was not having an operable transponder [in our aircraft]; although it is not required in the airspace the aircraft was in; sequencing a slower aircraft before a faster aircraft from a similar position relative to the airport; not informing the aircraft in front of the faster aircraft of the proximity of the second aircraft; distraction of the controller by the Skyhawk from the north making requests and distractions to the controller resulting from the training they were doing. The only environmental factor that may have had an effect was the sun in the west potentially making it difficult for the pilot of the Archer to see traffic ahead of them.

Data retrieved from NASA's ASRS site 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.