Narrative:

As we initially approached ind we were given vectors for the ILS approach to runway 22R. After proceeding inbound on the assigned heading for several mins, ind approach changed our landing runway to runway 31. We were then given vectors for the ILS to runway 31 and I spotted the runway 5-7 mi out. At this point we were cleared for the visibility to runway 31 and told to contact the tower. Upon contacting ind tower we were cleared to land on runway 31. Shortly after we were cleared to land an air carrier flight called the tower and advised they were ready for takeoff on runway 22R. The tower then cleared them into position and hold on 22R, and then advised them (the air carrier flight) that traffic was on final for runway 31. (At this point, air carrier would have had ample time to safely takeoff, had the tower cleared them to do so. Instead, air carrier was instructed to taxi into position and hold on runway 22R.) we continued inbound for runway 31 and landed. As we touched down I assumed that we had the full length of runway 31 available for rollout since the tower had not instructed us to hold short of 22R on landing. As we slowed to around 70 KTS, I heard the tower instruct us to make a right turn onto taxiway bravo and to taxi to the ramp on the tower frequency. I looked to the right and the next intersection that we were approaching was alpha, so I was planning to roll past alpha, through 22R and then make a right turn at bravo 3 intersection, since the tower had instructed us to make a right turn onto taxiway bravo. As I approached runway 22R, the tower instructed us to hold short. I quickly stomped on the brakes as the tower instructed us to hold short. I quickly stomped on the brakes as the place slid on the icy runway to a stop just short of 22R. As I looked up the plane slid on the icy runway to a stop just short of 22R. As I looked up, the air carrier flight (an large transport) came rolling through the intersection of 22R and 31 at well over 100 KTS. Somewhere along the way, a definite breakdown in the communications process occurred. It is my opinion that the controller intended for us to make a right turn onto taxiway alpha, followed by a right onto taxiway bravo--but somehow I think he (the controller) got mixed up and gave us the wrong instructions. Also, it's possible that the controller could have told us to turn right onto alpha followed by a right onto bravo. Since we were using reverse to help slow the plane, it's possible that we might not have heard the part of the transmission that instructed us to turn right onto alpha. (ATC loves to call us while we are rolling out, using reverse, and it's next to impossible to hear and understand ATC while the propellers are in reverse.) I will also add that neither myself or my first officer remembers hearing air carrier getting cleared for takeoff.

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Original NASA ASRS Text

Title: NEAR COLLISION BETWEEN LNDG SMT AND DEPARTING LGT AT INTXN OF RWYS.

Narrative: AS WE INITIALLY APCHED IND WE WERE GIVEN VECTORS FOR THE ILS APCH TO RWY 22R. AFTER PROCEEDING INBND ON THE ASSIGNED HDG FOR SEVERAL MINS, IND APCH CHANGED OUR LNDG RWY TO RWY 31. WE WERE THEN GIVEN VECTORS FOR THE ILS TO RWY 31 AND I SPOTTED THE RWY 5-7 MI OUT. AT THIS POINT WE WERE CLRED FOR THE VIS TO RWY 31 AND TOLD TO CONTACT THE TWR. UPON CONTACTING IND TWR WE WERE CLRED TO LAND ON RWY 31. SHORTLY AFTER WE WERE CLRED TO LAND AN ACR FLT CALLED THE TWR AND ADVISED THEY WERE READY FOR TKOF ON RWY 22R. THE TWR THEN CLRED THEM INTO POS AND HOLD ON 22R, AND THEN ADVISED THEM (THE ACR FLT) THAT TFC WAS ON FINAL FOR RWY 31. (AT THIS POINT, ACR WOULD HAVE HAD AMPLE TIME TO SAFELY TKOF, HAD THE TWR CLRED THEM TO DO SO. INSTEAD, ACR WAS INSTRUCTED TO TAXI INTO POS AND HOLD ON RWY 22R.) WE CONTINUED INBND FOR RWY 31 AND LANDED. AS WE TOUCHED DOWN I ASSUMED THAT WE HAD THE FULL LENGTH OF RWY 31 AVAILABLE FOR ROLLOUT SINCE THE TWR HAD NOT INSTRUCTED US TO HOLD SHORT OF 22R ON LNDG. AS WE SLOWED TO AROUND 70 KTS, I HEARD THE TWR INSTRUCT US TO MAKE A RIGHT TURN ONTO TXWY BRAVO AND TO TAXI TO THE RAMP ON THE TWR FREQ. I LOOKED TO THE RIGHT AND THE NEXT INTXN THAT WE WERE APCHING WAS ALPHA, SO I WAS PLANNING TO ROLL PAST ALPHA, THROUGH 22R AND THEN MAKE A RIGHT TURN AT BRAVO 3 INTXN, SINCE THE TWR HAD INSTRUCTED US TO MAKE A RIGHT TURN ONTO TXWY BRAVO. AS I APCHED RWY 22R, THE TWR INSTRUCTED US TO HOLD SHORT. I QUICKLY STOMPED ON THE BRAKES AS THE TWR INSTRUCTED US TO HOLD SHORT. I QUICKLY STOMPED ON THE BRAKES AS THE PLACE SLID ON THE ICY RWY TO A STOP JUST SHORT OF 22R. AS I LOOKED UP THE PLANE SLID ON THE ICY RWY TO A STOP JUST SHORT OF 22R. AS I LOOKED UP, THE ACR FLT (AN LGT) CAME ROLLING THROUGH THE INTXN OF 22R AND 31 AT WELL OVER 100 KTS. SOMEWHERE ALONG THE WAY, A DEFINITE BREAKDOWN IN THE COMS PROCESS OCCURRED. IT IS MY OPINION THAT THE CTLR INTENDED FOR US TO MAKE A RIGHT TURN ONTO TXWY ALPHA, FOLLOWED BY A RIGHT ONTO TXWY BRAVO--BUT SOMEHOW I THINK HE (THE CTLR) GOT MIXED UP AND GAVE US THE WRONG INSTRUCTIONS. ALSO, IT'S POSSIBLE THAT THE CTLR COULD HAVE TOLD US TO TURN RIGHT ONTO ALPHA FOLLOWED BY A RIGHT ONTO BRAVO. SINCE WE WERE USING REVERSE TO HELP SLOW THE PLANE, IT'S POSSIBLE THAT WE MIGHT NOT HAVE HEARD THE PART OF THE XMISSION THAT INSTRUCTED US TO TURN RIGHT ONTO ALPHA. (ATC LOVES TO CALL US WHILE WE ARE ROLLING OUT, USING REVERSE, AND IT'S NEXT TO IMPOSSIBLE TO HEAR AND UNDERSTAND ATC WHILE THE PROPS ARE IN REVERSE.) I WILL ALSO ADD THAT NEITHER MYSELF OR MY F/O REMEMBERS HEARING ACR GETTING CLRED FOR TKOF.

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.