Narrative:

Approaching to land at anc, runway 6L. Runway 6R closed, runway 32 in use for takeoff. OAT about plus 2 degrees fahrenheit. Operating aircraft (especially on takeoff roll) were generating ice fog. Prevailing visibility was better than 5 mi, with clear skies. A light breeze was blowing out of the north. Approaching OM cleared for a visual approach to runway 6L, following a 737 on a visual approximately 4 mi ahead. Somewhere inside the OM, a heavy dc-10 freight cleared for takeoff. Runway gradually became obscured, although runway 6R and a parallel taxiway were clearly visible. I continued the approach assuming that the patch of ice fog was caused by the dc-10 starting a takeoff roll on runway 32. I directed the copilot to have anc tower step runway and approach lights to maximum, and stopped descent. As we cleared the ice fog patch to our surprise noticed dc-10 still in position. (I now believe the dc-10 crew was waiting for ice fog along takeoff path to dissipate.) I began descending again, and tower told dc-10, 'I need you to start takeoff roll, now!' we landed slightly long, and in the flare encountered jet blast from dc-10. 1 sharp movement to the right, 1 to the left (no appreciable roll), and then a normal landing. In response: 1) obtaining either a local approach clearance or continuing to circle till fog dissipated would have been a lot less stressful! 2) ignore time pressure. Company was holding a connecting long haul flight.

Related reports:

Google
 

Original NASA ASRS Text

Title: WAKE TURB ENCOUNTER DURING LNDG.

Narrative: APCHING TO LAND AT ANC, RWY 6L. RWY 6R CLOSED, RWY 32 IN USE FOR TKOF. OAT ABOUT PLUS 2 DEGS FAHRENHEIT. OPERATING ACFT (ESPECIALLY ON TKOF ROLL) WERE GENERATING ICE FOG. PREVAILING VISIBILITY WAS BETTER THAN 5 MI, WITH CLR SKIES. A LIGHT BREEZE WAS BLOWING OUT OF THE N. APCHING OM CLRED FOR A VISUAL APCH TO RWY 6L, FOLLOWING A 737 ON A VISUAL APPROX 4 MI AHEAD. SOMEWHERE INSIDE THE OM, A HVY DC-10 FREIGHT CLRED FOR TKOF. RWY GRADUALLY BECAME OBSCURED, ALTHOUGH RWY 6R AND A PARALLEL TXWY WERE CLRLY VISIBLE. I CONTINUED THE APCH ASSUMING THAT THE PATCH OF ICE FOG WAS CAUSED BY THE DC-10 STARTING A TKOF ROLL ON RWY 32. I DIRECTED THE COPLT TO HAVE ANC TWR STEP RWY AND APCH LIGHTS TO MAX, AND STOPPED DSCNT. AS WE CLRED THE ICE FOG PATCH TO OUR SURPRISE NOTICED DC-10 STILL IN POS. (I NOW BELIEVE THE DC-10 CREW WAS WAITING FOR ICE FOG ALONG TKOF PATH TO DISSIPATE.) I BEGAN DSNDING AGAIN, AND TWR TOLD DC-10, 'I NEED YOU TO START TKOF ROLL, NOW!' WE LANDED SLIGHTLY LONG, AND IN THE FLARE ENCOUNTERED JET BLAST FROM DC-10. 1 SHARP MOVEMENT TO THE R, 1 TO THE L (NO APPRECIABLE ROLL), AND THEN A NORMAL LNDG. IN RESPONSE: 1) OBTAINING EITHER A LCL APCH CLRNC OR CONTINUING TO CIRCLE TILL FOG DISSIPATED WOULD HAVE BEEN A LOT LESS STRESSFUL! 2) IGNORE TIME PRESSURE. COMPANY WAS HOLDING A CONNECTING LONG HAUL FLT.

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.