Narrative:

On contacting msp tower on a visual approach, tower issued cleared to land hold short of runway 22 for crossing traffic, which I rogered. On landing rollout crossed intersecting runway causing an large transport to abort on a short takeoff roll. Our aircraft stopped and cleared approximately 400 further at next taxiway, no further problems. The copilot with 50 hours in type had not flown in several months so I was extremely anxious about the landing phase monitoring close. When tower contacted us with the hold short portion I was performing landing checklist and some flight instructions. Since I had the approach plate out and not the landing diagram - I initially assumed that the 10000 ft runway intersected a couple thousand ft from the end which has been my usual experience with such intersecting traffic operations. Since it has been 3 yrs or more since I had been to msp I was unfamiliar with the fact that the intersection is 6550 from the threshold of 29L. Also distrs of aural gear warnings and an altitude alert distracted my concentration enough that I dismissed the real problem for the more immediate threats. On landing copilot could not get left reverser deployed and used idle on the left. When I took over and braked to stop I was aware as we crossed the runway but was unable to recognize its approach early enough to stop. My recommendations where as the pilot in command is responsible for everything or not is that with the conditions as exist on a daily basis is unfamiliar large aircraft might be given the runway boasting prior soliciting the pilot to accept, the potential is such that this is to marginal to become routine without some prompted warning. Supplemental information from acn: 204879. The approach continued eventfully although cockpit workload seemed high due to light gusty (7 KT gust) winds, radio congestion and heavier than average airplane. On final we recomputed a new vref of 136 (124000 pound plane = 129 + 7 KT gust = 136). Touchdown occurred at approximately 1000 ft and on speed. Callback conversation with reporter revealed the following information: reporter confirmed they were having problems with the #2 reverser. Aircraft was forced to abort the takeoff and the reporter had a discussion with the tower reference the incident.

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Original NASA ASRS Text

Title: FAILED TO COMPLY WITH CLRNC TO HOLD SHORT RWY 22. ACR TKOF 22 CANCELED.

Narrative: ON CONTACTING MSP TWR ON A VISUAL APCH, TWR ISSUED CLRED TO LAND HOLD SHORT OF RWY 22 FOR XING TFC, WHICH I ROGERED. ON LNDG ROLLOUT CROSSED INTERSECTING RWY CAUSING AN LGT TO ABORT ON A SHORT TKOF ROLL. OUR ACFT STOPPED AND CLRED APPROX 400 FURTHER AT NEXT TAXIWAY, NO FURTHER PROBLEMS. THE COPLT WITH 50 HRS IN TYPE HAD NOT FLOWN IN SEVERAL MONTHS SO I WAS EXTREMELY ANXIOUS ABOUT THE LNDG PHASE MONITORING CLOSE. WHEN TWR CONTACTED US WITH THE HOLD SHORT PORTION I WAS PERFORMING LNDG CHKLIST AND SOME FLT INSTRUCTIONS. SINCE I HAD THE APCH PLATE OUT AND NOT THE LNDG DIAGRAM - I INITIALLY ASSUMED THAT THE 10000 FT RWY INTERSECTED A COUPLE THOUSAND FT FROM THE END WHICH HAS BEEN MY USUAL EXPERIENCE WITH SUCH INTERSECTING TFC OPS. SINCE IT HAS BEEN 3 YRS OR MORE SINCE I HAD BEEN TO MSP I WAS UNFAMILIAR WITH THE FACT THAT THE INTXN IS 6550 FROM THE THRESHOLD OF 29L. ALSO DISTRS OF AURAL GEAR WARNINGS AND AN ALT ALERT DISTRACTED MY CONCENTRATION ENOUGH THAT I DISMISSED THE REAL PROBLEM FOR THE MORE IMMEDIATE THREATS. ON LNDG COPLT COULD NOT GET L REVERSER DEPLOYED AND USED IDLE ON THE L. WHEN I TOOK OVER AND BRAKED TO STOP I WAS AWARE AS WE CROSSED THE RWY BUT WAS UNABLE TO RECOGNIZE ITS APCH EARLY ENOUGH TO STOP. MY RECOMMENDATIONS WHERE AS THE PLT IN COMMAND IS RESPONSIBLE FOR EVERYTHING OR NOT IS THAT WITH THE CONDITIONS AS EXIST ON A DAILY BASIS IS UNFAMILIAR LARGE ACFT MIGHT BE GIVEN THE RWY BOASTING PRIOR SOLICITING THE PLT TO ACCEPT, THE POTENTIAL IS SUCH THAT THIS IS TO MARGINAL TO BECOME ROUTINE WITHOUT SOME PROMPTED WARNING. SUPPLEMENTAL INFO FROM ACN: 204879. THE APCH CONTINUED EVENTFULLY ALTHOUGH COCKPIT WORKLOAD SEEMED HIGH DUE TO LIGHT GUSTY (7 KT GUST) WINDS, RADIO CONGESTION AND HEAVIER THAN AVERAGE AIRPLANE. ON FINAL WE RECOMPUTED A NEW VREF OF 136 (124000 LB PLANE = 129 + 7 KT GUST = 136). TOUCHDOWN OCCURRED AT APPROX 1000 FT AND ON SPD. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: REPORTER CONFIRMED THEY WERE HAVING PROBLEMS WITH THE #2 REVERSER. ACFT WAS FORCED TO ABORT THE TKOF AND THE REPORTER HAD A DISCUSSION WITH THE TWR REFERENCE THE INCIDENT.

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.