Narrative:

At approximately XX00 GMT I was working 2 aircraft. An large transport was cleared to land on runway 28L and I taxied an air carrier X into position and hold on runway 28C. I did not clear air carrier X for takeoff because I was engaged in a conversation with a pilot on a land line about his departing a local airport in reduced visibility conditions. I had looked at the medium large transport and runway 28C to ensure it was free of traffic prior to issuing the takeoff clearance, but I did not see the light transport Y on very short final for runway 32. I had not communicated with light transport Y at any time prior to clearing air carrier X for takeoff nor had I observed him as an arrival for runway 32 on the tower D BRITE. I was aware we were going to change operations but missed the landing runway change on light transport Y. At XX05:54 air carrier X said 'air carrier X is aborting because of the aircraft on the runway.' air carrier X had stopped prior to the intersection at light transport Y rolled across runway 28C. I then taxied light transport Y to the ramp and air carrier X needed to return to the ramp to allow his brakes to cool off. The biggest factor in the deviation was the light transport Y pilot not making any xmissions to the tower or receiving any clearance to land prior to his landing on runway 32. Perhaps if I had not had to step away from the position I would have seen the ARTS tag of light transport Y. Because of the distance from the tower to the approach end of runway 32 and the size of the light transport I do not believe I would have observed his arrival by just scanning quickly down the runway. The visibility was also restr in fog and haze and while the reported visibility was 6 mi, with the glare of the sun it would be very hard to see a small twin aircraft at a distance of 1 3/4 mi, which is the distance from the tower cabin attendant to the approach end of runway 32. Supplemental information from acn 208994. I was PIC of light transport Y en route from parkersburg, wv, to pit. We had copied ATIS information off of the ATIS, which told us to expect an ILS to either 28L or 28R at pit. When we were on a high 2 mi final the approach controller instructed us to contact tower on 119.1. The copilot had his hands full with the checklist and microphone so I tuned in 119.1. As this was happening I was watching the large transport cross the threshold of runway 28L and we finished the initial checks and immediately began the final checks. I watched where the large transport touched down and I remember being worried about his wake turbulence so I was watching this aircraft to my left. As we touched down I heard the tower controller clear another aircraft for takeoff on runway 28C. I then noticed air carrier X on runway 28C (to my right) for the first time. He began to power up and started rolling. As we rolled through the intersection my first officer called 'Y is crossing the center!' several times. Air carrier X aborted his takeoff roll. ATC then asked 'who is crossing the center?' ATC then apologized to the air carrier X saying he had no idea we were there, he hadn't seen us or known we were coming. As we exited the runway we realized that a mistake had been made. It then (for the first time) became apparent that we had probably not been cleared to land. Supplemental information from 209003. Air carrier X cleared into position to hold on runway 28C. We were cleared for takeoff after holding for 20-30 seconds. As we accelerated through about 80 KTS my peripheral vision picked up a converging light transport Y landing on runway 3L. I initiated an abort. While we were slowing, light transport Y passed in front of us. We received clearance to turn down runway 32 and exit at 'V' to check our brake cooling chart. Tower had not cleared the light transport to land and obviously was not aware of the light transport position.

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Original NASA ASRS Text

Title: ACR X HAD NMAC LTSS FROM LTT Y ON MULTIPLE RWY OP INTERSECTING RWYS. SYS ERROR. LTT Y LANDED WITHOUT CLRNC. PLTDEV.

Narrative: AT APPROX XX00 GMT I WAS WORKING 2 ACFT. AN LGT WAS CLRED TO LAND ON RWY 28L AND I TAXIED AN ACR X INTO POS AND HOLD ON RWY 28C. I DID NOT CLR ACR X FOR TKOF BECAUSE I WAS ENGAGED IN A CONVERSATION WITH A PLT ON A LAND LINE ABOUT HIS DEPARTING A LCL ARPT IN REDUCED VISIBILITY CONDITIONS. I HAD LOOKED AT THE MLG AND RWY 28C TO ENSURE IT WAS FREE OF TFC PRIOR TO ISSUING THE TKOF CLRNC, BUT I DID NOT SEE THE LTT Y ON VERY SHORT FINAL FOR RWY 32. I HAD NOT COMMUNICATED WITH LTT Y AT ANY TIME PRIOR TO CLRING ACR X FOR TKOF NOR HAD I OBSERVED HIM AS AN ARR FOR RWY 32 ON THE TWR D BRITE. I WAS AWARE WE WERE GOING TO CHANGE OPS BUT MISSED THE LNDG RWY CHANGE ON LTT Y. AT XX05:54 ACR X SAID 'ACR X IS ABORTING BECAUSE OF THE ACFT ON THE RWY.' ACR X HAD STOPPED PRIOR TO THE INTXN AT LTT Y ROLLED ACROSS RWY 28C. I THEN TAXIED LTT Y TO THE RAMP AND ACR X NEEDED TO RETURN TO THE RAMP TO ALLOW HIS BRAKES TO COOL OFF. THE BIGGEST FACTOR IN THE DEV WAS THE LTT Y PLT NOT MAKING ANY XMISSIONS TO THE TWR OR RECEIVING ANY CLRNC TO LAND PRIOR TO HIS LNDG ON RWY 32. PERHAPS IF I HAD NOT HAD TO STEP AWAY FROM THE POS I WOULD HAVE SEEN THE ARTS TAG OF LTT Y. BECAUSE OF THE DISTANCE FROM THE TWR TO THE APCH END OF RWY 32 AND THE SIZE OF THE LTT I DO NOT BELIEVE I WOULD HAVE OBSERVED HIS ARR BY JUST SCANNING QUICKLY DOWN THE RWY. THE VISIBILITY WAS ALSO RESTR IN FOG AND HAZE AND WHILE THE RPTED VISIBILITY WAS 6 MI, WITH THE GLARE OF THE SUN IT WOULD BE VERY HARD TO SEE A SMALL TWIN ACFT AT A DISTANCE OF 1 3/4 MI, WHICH IS THE DISTANCE FROM THE TWR CAB TO THE APCH END OF RWY 32. SUPPLEMENTAL INFO FROM ACN 208994. I WAS PIC OF LTT Y ENRTE FROM PARKERSBURG, WV, TO PIT. WE HAD COPIED ATIS INFO OFF OF THE ATIS, WHICH TOLD US TO EXPECT AN ILS TO EITHER 28L OR 28R AT PIT. WHEN WE WERE ON A HIGH 2 MI FINAL THE APCH CTLR INSTRUCTED US TO CONTACT TWR ON 119.1. THE COPLT HAD HIS HANDS FULL WITH THE CHKLIST AND MICROPHONE SO I TUNED IN 119.1. AS THIS WAS HAPPENING I WAS WATCHING THE LGT CROSS THE THRESHOLD OF RWY 28L AND WE FINISHED THE INITIAL CHKS AND IMMEDIATELY BEGAN THE FINAL CHKS. I WATCHED WHERE THE LGT TOUCHED DOWN AND I REMEMBER BEING WORRIED ABOUT HIS WAKE TURB SO I WAS WATCHING THIS ACFT TO MY L. AS WE TOUCHED DOWN I HEARD THE TWR CTLR CLR ANOTHER ACFT FOR TKOF ON RWY 28C. I THEN NOTICED ACR X ON RWY 28C (TO MY R) FOR THE FIRST TIME. HE BEGAN TO PWR UP AND STARTED ROLLING. AS WE ROLLED THROUGH THE INTXN MY FO CALLED 'Y IS XING THE CTR!' SEVERAL TIMES. ACR X ABORTED HIS TKOF ROLL. ATC THEN ASKED 'WHO IS XING THE CTR?' ATC THEN APOLOGIZED TO THE ACR X SAYING HE HAD NO IDEA WE WERE THERE, HE HADN'T SEEN US OR KNOWN WE WERE COMING. AS WE EXITED THE RWY WE REALIZED THAT A MISTAKE HAD BEEN MADE. IT THEN (FOR THE FIRST TIME) BECAME APPARENT THAT WE HAD PROBABLY NOT BEEN CLRED TO LAND. SUPPLEMENTAL INFO FROM 209003. ACR X CLRED INTO POS TO HOLD ON RWY 28C. WE WERE CLRED FOR TKOF AFTER HOLDING FOR 20-30 SECONDS. AS WE ACCELERATED THROUGH ABOUT 80 KTS MY PERIPHERAL VISION PICKED UP A CONVERGING LTT Y LNDG ON RWY 3L. I INITIATED AN ABORT. WHILE WE WERE SLOWING, LTT Y PASSED IN FRONT OF US. WE RECEIVED CLRNC TO TURN DOWN RWY 32 AND EXIT AT 'V' TO CHK OUR BRAKE COOLING CHART. TWR HAD NOT CLRED THE LTT TO LAND AND OBVIOUSLY WAS NOT AWARE OF THE LTT POS.

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.