Narrative:

Flight 7/91, dfw-msp first officer receiving line check flew flawlessly from takeoff, cruise upon getting to pepper intersection approach held us up high but still able to make crossing restrictions. First officer behind on descent approach kept up high before giving descent for 29L. After descent, clearance given asked us to rt msp. First officer at 12 mi was 5000 ft MSL. I provided continued guidance ie, flap out early, gear down early, etc. GS intercept at 2000 ft MSL on localizer at 2 mi, first officer went below 1 1/2 DOT GS. Guidance was given. GS reintercepted at 500 ft then first officer at 1 DOT above over threshold gave guidance to pull throttles back first officer floated and touched down 2000 ft from end of runway. Did not enter enough reverse thrust and braking to make the hold short clearance given by approach control. 29L landing runway/22 crossing runway. First officer was reminded during approach of hold short and acknowledged. At approximately 700 ft before getting to crossing taxiway I took the aircraft applied maximum reverse, maximum braking and called tower and said unable to comply with hold short. Tower had other air carrier jet abort. Summary: first officer system windshear or tail wind affected GS performance on approach. After I took control I was not assured of making hold short so I notified the tower, as it turned out we would have just made it but it was judgement call on my part. Other air carrier jet abort appeared to be in plenty of time, however, this was very very dangerous. Hold short operations should not be allowed or at least FAA should dictate min of 8000 ft of runway left after GS intersection touch down point on runway also landing charts should be marked annotating hold short crossing runway distance. Note: the fact I was wearing ear piece with boom microphone enabled me to call tower without taking my hands off control yoke giving me a 2 second advantage versus using hand microphone or telling first officer to call. Supplemental information from acn 184677. Traffic was being cleared to depart msp on runway 22, an intersecting runway. This left approximately 6000 ft of runway available. Approximately 50 percent through the landing roll, he told the tower we did not think we could stop. The tower, then immediately cancelled the takeoff clearance for another air carrier flight on runway 22. The other air carrier flight appeared to be at or near V1 speed. The aircraft were approximately 400 ft apart at their stopping points. Realizing that we accepted the 'hold short' clearance, it would seem prudent not to issue such clrncs with such short landing distances and conflicting traffic. Tower was contacted and the matter was discussed.

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Original NASA ASRS Text

Title: POTENTIAL GND CONFLICT WHEN TWO ACR ACFT UTILIZE XING RWYS FOR DEP ARR TFC.

Narrative: FLT 7/91, DFW-MSP FO RECEIVING LINE CHK FLEW FLAWLESSLY FROM TKOF, CRUISE UPON GETTING TO PEPPER INTXN APCH HELD US UP HIGH BUT STILL ABLE TO MAKE XING RESTRICTIONS. FO BEHIND ON DSCNT APCH KEPT UP HIGH BEFORE GIVING DSCNT FOR 29L. AFTER DSCNT, CLRNC GIVEN ASKED US TO RT MSP. FO AT 12 MI WAS 5000 FT MSL. I PROVIDED CONTINUED GUIDANCE IE, FLAP OUT EARLY, GEAR DOWN EARLY, ETC. GS INTERCEPT AT 2000 FT MSL ON LOC AT 2 MI, FO WENT BELOW 1 1/2 DOT GS. GUIDANCE WAS GIVEN. GS REINTERCEPTED AT 500 FT THEN FO AT 1 DOT ABOVE OVER THRESHOLD GAVE GUIDANCE TO PULL THROTTLES BACK FO FLOATED AND TOUCHED DOWN 2000 FT FROM END OF RWY. DID NOT ENTER ENOUGH REVERSE THRUST AND BRAKING TO MAKE THE HOLD SHORT CLRNC GIVEN BY APCH CTL. 29L LNDG RWY/22 XING RWY. FO WAS REMINDED DURING APCH OF HOLD SHORT AND ACKNOWLEDGED. AT APPROX 700 FT BEFORE GETTING TO XING TXWY I TOOK THE ACFT APPLIED MAX REVERSE, MAX BRAKING AND CALLED TWR AND SAID UNABLE TO COMPLY WITH HOLD SHORT. TWR HAD OTHER ACR JET ABORT. SUMMARY: FO SYS WINDSHEAR OR TAIL WIND AFFECTED GS PERFORMANCE ON APCH. AFTER I TOOK CTL I WAS NOT ASSURED OF MAKING HOLD SHORT SO I NOTIFIED THE TWR, AS IT TURNED OUT WE WOULD HAVE JUST MADE IT BUT IT WAS JUDGEMENT CALL ON MY PART. OTHER ACR JET ABORT APPEARED TO BE IN PLENTY OF TIME, HOWEVER, THIS WAS VERY VERY DANGEROUS. HOLD SHORT OPS SHOULD NOT BE ALLOWED OR AT LEAST FAA SHOULD DICTATE MIN OF 8000 FT OF RWY L AFTER GS INTXN TOUCH DOWN POINT ON RWY ALSO LNDG CHARTS SHOULD BE MARKED ANNOTATING HOLD SHORT XING RWY DISTANCE. NOTE: THE FACT I WAS WEARING EAR PIECE WITH BOOM MIC ENABLED ME TO CALL TWR WITHOUT TAKING MY HANDS OFF CTL YOKE GIVING ME A 2 SECOND ADVANTAGE VERSUS USING HAND MIC OR TELLING FO TO CALL. SUPPLEMENTAL INFO FROM ACN 184677. TFC WAS BEING CLRED TO DEPART MSP ON RWY 22, AN INTERSECTING RWY. THIS L APPROX 6000 FT OF RWY AVAILABLE. APPROX 50 PERCENT THROUGH THE LNDG ROLL, HE TOLD THE TWR WE DID NOT THINK WE COULD STOP. THE TWR, THEN IMMEDIATELY CANCELLED THE TKOF CLRNC FOR ANOTHER ACR FLT ON RWY 22. THE OTHER ACR FLT APPEARED TO BE AT OR NEAR V1 SPD. THE ACFT WERE APPROX 400 FT APART AT THEIR STOPPING POINTS. REALIZING THAT WE ACCEPTED THE 'HOLD SHORT' CLRNC, IT WOULD SEEM PRUDENT NOT TO ISSUE SUCH CLRNCS WITH SUCH SHORT LNDG DISTANCES AND CONFLICTING TFC. TWR WAS CONTACTED AND THE MATTER WAS DISCUSSED.

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.