Narrative:

During landing rollout experienced a runway incursion with air carrier Y. Anc ATIS: 7000' broken-X, 1300' broken, 2600' overcast, 1/2S-bs 24/22 29.09 200/16g23. Approach conducted ILS 6R. WX during the approach improved to 1 mi visibility and last wind report from tower was 180 degrees at 17 KTS. Braking action reported as fair by widebody transport captain. Flew approach using ags 1000 heads-up display. Cleared to land and approach lights in sight at about 3 mi. T/D was about 1500' from the end of the runway. Automatic ground spoilers, automatic brakes and normal reverse thrust was used. After about 1000' of ground roll, the shape of air carrier Y appeared through the obscuration. Maximum braking and maximum reverse thrust were immediately applied. Air carrier Y was taxiing from right to left and was square in the middle of runway 6R when I saw it. I estimate that air carrier Y was about 4000' down the runway from my position. I was able to slow my aircraft to a slow taxi approximately 1000-1500' from air carrier Y. Anc tower was informed of air carrier Y on the runway. They acknowledged and said they were discussing it. Once air carrier Y cleared the runway, I taxied off the runway behind him and taxied to the gate west/O further incident. In addition to this runway incursion, anc tower departed a widebody transport from runway 14 while we were on short final. The end of runway 14 stops short of runway 6L and 6R. If I had been issued a go around or if I had initiated a go around, in my opinion, a near miss could have resulted. Also, if the widebody transport had made a high speed abort on snow covered runway 14, it is possible that he could have run off the end of runway 14, crossed runway 6L and ended up on runway 6R during my landing rollout. This problem is no doubt very complex. The blowing snow obscuration was the reason that we did not see air carrier Y until after landing. I could not make a go around when I first saw air carrier Y. There must have been a lack of communication between ground control, tower and air carrier Y, and my aircraft. Air carrier Y was also a foreign carrier, which could have contributed to the problem. The bad WX condition also contributed. The wind was shifting in direction rapidly and the altimeter was rising extremely rapidly. ATIS at XA50Z was 29.09 and at XB16Z (block in) the altimeter was 29.19. I also don't think an aircraft should be cleared for takeoff if it could possibly interfere with a landing aircraft. Greater effort must be made by all parties involved when dealing with obscuring WX conditions. The tower and ground must have positive control of all aircraft on approach, takeoff and taxi. Supplemental information from acn 168092: I was the first officer no sea anc. We were vectored for an ILS 6R. Captain PF, using HUD. Both flight directors on, automatic brakes set on minimum, automatic speed brake armed, engine and wing anti-ice on. The F/east had the wind component chart out and reported that we were within the 10 KT tailwind component. Our gross weight was 132400#. We had vref set at 124 KTS and target set at 144 KTS with the airspeed at vref and variation 5 KTS on final, but stable at T/D. On short final we noticed barely visible widebody transport that had taken off runway 14, climbing south. (Incident #1: why was he taking off with a x-rwy IFR landing in progress? We were in same airspace if we would have gone around). Incident #2: landing was normal, with no noticeable float. All armed equipment worked as advertised. We estimate T/D was within first 1500' of the end of the runway. Normal reverse was used initially. Shortly after T/D, after the rollout was stabilized, we all noticed, at approximately the same time, air carrier Y crossing our runway and centered on our runway. The captain increased reverse thrust and initiated maximum braking. (He reported later that anti-skid was working actively during the rollout.) we came to a stop 1000-2000' prior to intersection of taxiway F where air carrier Y was crossing. We asked tower if they were aware air carrier Y was on runway. They acknowledged and apologized.

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Original NASA ASRS Text

Title: ACR X HAD LESS THAN STANDARD SEPARATION FROM ACR Y. SYSTEM ERROR. ACR X LANDED ON OCCUPIED RWY.

Narrative: DURING LNDG ROLLOUT EXPERIENCED A RWY INCURSION WITH ACR Y. ANC ATIS: 7000' BROKEN-X, 1300' BROKEN, 2600' OVCST, 1/2S-BS 24/22 29.09 200/16G23. APCH CONDUCTED ILS 6R. WX DURING THE APCH IMPROVED TO 1 MI VISIBILITY AND LAST WIND RPT FROM TWR WAS 180 DEGS AT 17 KTS. BRAKING ACTION RPTED AS FAIR BY WDB CAPT. FLEW APCH USING AGS 1000 HEADS-UP DISPLAY. CLRED TO LAND AND APCH LIGHTS IN SIGHT AT ABOUT 3 MI. T/D WAS ABOUT 1500' FROM THE END OF THE RWY. AUTO GND SPOILERS, AUTO BRAKES AND NORMAL REVERSE THRUST WAS USED. AFTER ABOUT 1000' OF GND ROLL, THE SHAPE OF ACR Y APPEARED THROUGH THE OBSCURATION. MAX BRAKING AND MAX REVERSE THRUST WERE IMMEDIATELY APPLIED. ACR Y WAS TAXIING FROM RIGHT TO LEFT AND WAS SQUARE IN THE MIDDLE OF RWY 6R WHEN I SAW IT. I ESTIMATE THAT ACR Y WAS ABOUT 4000' DOWN THE RWY FROM MY POS. I WAS ABLE TO SLOW MY ACFT TO A SLOW TAXI APPROX 1000-1500' FROM ACR Y. ANC TWR WAS INFORMED OF ACR Y ON THE RWY. THEY ACKNOWLEDGED AND SAID THEY WERE DISCUSSING IT. ONCE ACR Y CLRED THE RWY, I TAXIED OFF THE RWY BEHIND HIM AND TAXIED TO THE GATE W/O FURTHER INCIDENT. IN ADDITION TO THIS RWY INCURSION, ANC TWR DEPARTED A WDB FROM RWY 14 WHILE WE WERE ON SHORT FINAL. THE END OF RWY 14 STOPS SHORT OF RWY 6L AND 6R. IF I HAD BEEN ISSUED A GAR OR IF I HAD INITIATED A GAR, IN MY OPINION, A NEAR MISS COULD HAVE RESULTED. ALSO, IF THE WDB HAD MADE A HIGH SPD ABORT ON SNOW COVERED RWY 14, IT IS POSSIBLE THAT HE COULD HAVE RUN OFF THE END OF RWY 14, CROSSED RWY 6L AND ENDED UP ON RWY 6R DURING MY LNDG ROLLOUT. THIS PROB IS NO DOUBT VERY COMPLEX. THE BLOWING SNOW OBSCURATION WAS THE REASON THAT WE DID NOT SEE ACR Y UNTIL AFTER LNDG. I COULD NOT MAKE A GAR WHEN I FIRST SAW ACR Y. THERE MUST HAVE BEEN A LACK OF COM BTWN GND CTL, TWR AND ACR Y, AND MY ACFT. ACR Y WAS ALSO A FOREIGN CARRIER, WHICH COULD HAVE CONTRIBUTED TO THE PROB. THE BAD WX CONDITION ALSO CONTRIBUTED. THE WIND WAS SHIFTING IN DIRECTION RAPIDLY AND THE ALTIMETER WAS RISING EXTREMELY RAPIDLY. ATIS AT XA50Z WAS 29.09 AND AT XB16Z (BLOCK IN) THE ALTIMETER WAS 29.19. I ALSO DON'T THINK AN ACFT SHOULD BE CLRED FOR TKOF IF IT COULD POSSIBLY INTERFERE WITH A LNDG ACFT. GREATER EFFORT MUST BE MADE BY ALL PARTIES INVOLVED WHEN DEALING WITH OBSCURING WX CONDITIONS. THE TWR AND GND MUST HAVE POSITIVE CTL OF ALL ACFT ON APCH, TKOF AND TAXI. SUPPLEMENTAL INFO FROM ACN 168092: I WAS THE F/O NO SEA ANC. WE WERE VECTORED FOR AN ILS 6R. CAPT PF, USING HUD. BOTH FLT DIRECTORS ON, AUTO BRAKES SET ON MINIMUM, AUTO SPD BRAKE ARMED, ENG AND WING ANTI-ICE ON. THE F/E HAD THE WIND COMPONENT CHART OUT AND RPTED THAT WE WERE WITHIN THE 10 KT TAILWIND COMPONENT. OUR GROSS WT WAS 132400#. WE HAD VREF SET AT 124 KTS AND TARGET SET AT 144 KTS WITH THE AIRSPD AT VREF AND VARIATION 5 KTS ON FINAL, BUT STABLE AT T/D. ON SHORT FINAL WE NOTICED BARELY VISIBLE WDB THAT HAD TAKEN OFF RWY 14, CLBING S. (INCIDENT #1: WHY WAS HE TAKING OFF WITH A X-RWY IFR LNDG IN PROGRESS? WE WERE IN SAME AIRSPACE IF WE WOULD HAVE GONE AROUND). INCIDENT #2: LNDG WAS NORMAL, WITH NO NOTICEABLE FLOAT. ALL ARMED EQUIP WORKED AS ADVERTISED. WE ESTIMATE T/D WAS WITHIN FIRST 1500' OF THE END OF THE RWY. NORMAL REVERSE WAS USED INITIALLY. SHORTLY AFTER T/D, AFTER THE ROLLOUT WAS STABILIZED, WE ALL NOTICED, AT APPROX THE SAME TIME, ACR Y XING OUR RWY AND CENTERED ON OUR RWY. THE CAPT INCREASED REVERSE THRUST AND INITIATED MAX BRAKING. (HE RPTED LATER THAT ANTI-SKID WAS WORKING ACTIVELY DURING THE ROLLOUT.) WE CAME TO A STOP 1000-2000' PRIOR TO INTXN OF TXWY F WHERE ACR Y WAS XING. WE ASKED TWR IF THEY WERE AWARE ACR Y WAS ON RWY. THEY ACKNOWLEDGED AND APOLOGIZED.

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