Narrative:

Air carrier X had been turned to heading 030 degrees to intercept and fly the ILS/visibility for runway 14R at ord. The approach was short, high, fast. Air carrier X type medium large transport. We emerged below a scattered deck of clouds while making the turn, which pointed us directly at the OM for runway 14R, perhaps 2 mi south of the marker, descending through approximately 4500' AGL. The OM is 5.7 mi from the end of the runway. Winds at 3000' were 260/22. As we completed the turn, approach control called out cpr Y on final ahead of us for the same runway. The captain called cpr Y in sight and we were cleared for the visibility approach to runway 14R and contact tower. We were very high on glide path to make the approach. With gear and flaps however, the approach was do-able provided we kept the airspeed up. I flew the approach (last 4-5 mi) with gear down, full flaps and 170 KTS in the descent. Bug speed for landing was 120 KTS. Winds being called by the tower were approximately 230/18g24. So, in addition to a high, fast approach, I was facing significant crosswind. I concentrated on the end of the runway, airspeed and relationship to glide path to ensure arriving over the threshold on speed, nominal rate of descent (not the 1500 FPM on final to get down) and power not at the idle stops, so as not to drag a wing tip or bang the aircraft on the ground. As I touched down, the tower said, 'go around,' since cpr Y was still turning off the runway. I normally scan the runway for aircraft as part of my before landing checklist and even call, 'runway's yours,' to the other pilot when he's flying and the runway is clear. In this case, I was concentrating on flying the aircraft to the runway and under the conditions, the captain was watching me closely. Neither of us scanned the runway for traffic. I believe that in clearing us for a close in, high approach, the controller did not consider or was unaware that we would need to keep airspeed 50 KTS above bug speed to make the descent and we lost spacing on the preceding traffic. In the future, I will make a final approach, before landing runway scan while performing as PF as well as PNF.

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Original NASA ASRS Text

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

Narrative: ACR X HAD BEEN TURNED TO HDG 030 DEGS TO INTERCEPT AND FLY THE ILS/VIS FOR RWY 14R AT ORD. THE APCH WAS SHORT, HIGH, FAST. ACR X TYPE MLG. WE EMERGED BELOW A SCATTERED DECK OF CLOUDS WHILE MAKING THE TURN, WHICH POINTED US DIRECTLY AT THE OM FOR RWY 14R, PERHAPS 2 MI S OF THE MARKER, DSNDING THROUGH APPROX 4500' AGL. THE OM IS 5.7 MI FROM THE END OF THE RWY. WINDS AT 3000' WERE 260/22. AS WE COMPLETED THE TURN, APCH CTL CALLED OUT CPR Y ON FINAL AHEAD OF US FOR THE SAME RWY. THE CAPT CALLED CPR Y IN SIGHT AND WE WERE CLRED FOR THE VIS APCH TO RWY 14R AND CONTACT TWR. WE WERE VERY HIGH ON GLIDE PATH TO MAKE THE APCH. WITH GEAR AND FLAPS HOWEVER, THE APCH WAS DO-ABLE PROVIDED WE KEPT THE AIRSPD UP. I FLEW THE APCH (LAST 4-5 MI) WITH GEAR DOWN, FULL FLAPS AND 170 KTS IN THE DSNT. BUG SPD FOR LNDG WAS 120 KTS. WINDS BEING CALLED BY THE TWR WERE APPROX 230/18G24. SO, IN ADDITION TO A HIGH, FAST APCH, I WAS FACING SIGNIFICANT XWIND. I CONCENTRATED ON THE END OF THE RWY, AIRSPD AND RELATIONSHIP TO GLIDE PATH TO ENSURE ARRIVING OVER THE THRESHOLD ON SPD, NOMINAL RATE OF DSNT (NOT THE 1500 FPM ON FINAL TO GET DOWN) AND PWR NOT AT THE IDLE STOPS, SO AS NOT TO DRAG A WING TIP OR BANG THE ACFT ON THE GND. AS I TOUCHED DOWN, THE TWR SAID, 'GO AROUND,' SINCE CPR Y WAS STILL TURNING OFF THE RWY. I NORMALLY SCAN THE RWY FOR ACFT AS PART OF MY BEFORE LNDG CHKLIST AND EVEN CALL, 'RWY'S YOURS,' TO THE OTHER PLT WHEN HE'S FLYING AND THE RWY IS CLR. IN THIS CASE, I WAS CONCENTRATING ON FLYING THE ACFT TO THE RWY AND UNDER THE CONDITIONS, THE CAPT WAS WATCHING ME CLOSELY. NEITHER OF US SCANNED THE RWY FOR TFC. I BELIEVE THAT IN CLRING US FOR A CLOSE IN, HIGH APCH, THE CTLR DID NOT CONSIDER OR WAS UNAWARE THAT WE WOULD NEED TO KEEP AIRSPD 50 KTS ABOVE BUG SPD TO MAKE THE DSNT AND WE LOST SPACING ON THE PRECEDING TFC. IN THE FUTURE, I WILL MAKE A FINAL APCH, BEFORE LNDG RWY SCAN WHILE PERFORMING AS PF AS WELL AS PNF.

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.