Narrative:

Took position and hold runway 17R dfw. Tower advises ATC hold for north and west departure for WX. Tower says ok to shut down on runway. 1 hour later, air carrier Y was cleared to land on runway 17C. Few mins later air carrier Y lands over the top of us, about 4500 ft down runway 17R. Tower has details, air carrier Z saw it from parallel taxiway. Supplemental information from acn 438783: captain flying, normal descent and approach checks done. Flight cleared for visual approach to runway 17C with dfw runway 17C and runway 17R at 4 O'clock and 6 mi. Altitude was 2300 ft assigned. Rainshowers and light turbulence on approach path. Cloud-to-cloud and cloud-to-ground lightning south of dfw, with a level 6 thunderstorm reported south of dfw. We were on 040 degree heading at time of clearance for visual, and west of runway 17R centerline (extended). Navigation radios tuned: #1 to runway 17C ILS, and #2 to maverick VOR. When aligned with runway 17R, we were cleared to land, reported 20 KT gain in airspeed by previous aircraft. Continued approach to runway 17R, with lightning to south, southwest and southeast of dfw. I noted left deflection (did not discuss it) of omni bearing selector when west of runway 17R centerline. After aligned with runway 17R, noted left deflection and high on GS indication. I knew I was slightly high on profile and felt ok with it because of possible windshear and 12000-13000 ft of runway. I did not discuss either abnormal indication. Also thought possible problem with ground equipment due to WX. Landed normally on runway 17R. We were queried by ground control. We both had felt we were cleared to land runway 17R. Ground control indicated landing clearance was for runway 17C. After short discussion, we felt ground control might be right. Later, we were told that tapes indicated clearance to land runway 17C. Workload was relatively heavy prior to approach/landing. Concern with distant WX to south, cleared for landing about time line-up with runway 17R occurred. Lights looked brighter on runway 17R than runway 17C. These may have all been contributing factors. Supplemental information from acn 438378: my thoughts were on the WX and landing conditions. Much of my attention was focused on the airspeed indications. Because of this, I did not xchk navigation frequencys or omni bearing selector indications. I also don't remember seeing any approach lights for either runway. Failure to retune the localizer frequency for my navigation radio on approach was a primary factor in this incident. Found out at debriefing that there was an aircraft holding on threshold of runway 17R. Was unaware of aircraft and did not see it throughout entire approach. We did not see any aircraft lighting at any time. Supplemental information from acn 438542: preparing to depart dfw on flight, all departures were advised to shut down for an undetermined hold for WX. We were #6 or #7 and air carrier X was in position on runway 17R. He asked tower if he should repos and tower advised him not, and I believe reassured him it was perfectly ok to do so. Air carrier X remained on the runway, but left the majority of his external lights on (no nose or wing landing lights). Miscellaneous arrs continued on runway 17C periodically. Thunderstorm and lightning were on and about the field when the air carrier Y landed. I did not observe its approach, but was just aware of an aircraft passing by when someone commented 'ouch,' or, 'what was that?' following that, I think the aircraft holding #1 started to ask tower what had happened and where the aircraft actually landed. Tower queried the air carrier Y with no response on our frequency. Then gave him a phone number to call. Requested clearance to reposition and did. Immediately after, there was a runway change and aircraft were advised that ground radar was out as we were given taxi instructions. Supplemental information from acn 438543: I was captain on air carrier Y, dfw-sea. My aircraft was 4TH in line waiting for runway 17R on taxiway left about 500 ft south of taxiway eh. Air carrier X was in position and hold on runway 17R when dfw stopped all departures. Tower instructed all of us to shut down. Air carrier X reminded tower he was still on the runway and would like instructions to vacate the runway. Tower told air carrier X to remain where he was and advised him to shut down his engines, no one will be using that runway. Air carrier X left his flood-wing/nacelle, and anti-collision lights on while he remained on the runway. Arrs continued to land on runway 17C. After waiting a little over 1 hour, I witnessed an aircraft break out of the overcast on short final. The aircraft appeared higher and closer than the others that were using runway 17C and possibly above air carrier X when he went by us. Due to my aircraft facing north, I could not see exactly where the landing aircraft touched down.

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Original NASA ASRS Text

Title: DC9 CLRED TO LAND DFW RWY 17C LANDS OVER AN MD80S ON RWY 17R.

Narrative: TOOK POS AND HOLD RWY 17R DFW. TWR ADVISES ATC HOLD FOR N AND W DEP FOR WX. TWR SAYS OK TO SHUT DOWN ON RWY. 1 HR LATER, ACR Y WAS CLRED TO LAND ON RWY 17C. FEW MINS LATER ACR Y LANDS OVER THE TOP OF US, ABOUT 4500 FT DOWN RWY 17R. TWR HAS DETAILS, ACR Z SAW IT FROM PARALLEL TXWY. SUPPLEMENTAL INFO FROM ACN 438783: CAPT FLYING, NORMAL DSCNT AND APCH CHKS DONE. FLT CLRED FOR VISUAL APCH TO RWY 17C WITH DFW RWY 17C AND RWY 17R AT 4 O'CLOCK AND 6 MI. ALT WAS 2300 FT ASSIGNED. RAINSHOWERS AND LIGHT TURB ON APCH PATH. CLOUD-TO-CLOUD AND CLOUD-TO-GND LIGHTNING S OF DFW, WITH A LEVEL 6 TSTM RPTED S OF DFW. WE WERE ON 040 DEG HDG AT TIME OF CLRNC FOR VISUAL, AND W OF RWY 17R CTRLINE (EXTENDED). NAV RADIOS TUNED: #1 TO RWY 17C ILS, AND #2 TO MAVERICK VOR. WHEN ALIGNED WITH RWY 17R, WE WERE CLRED TO LAND, RPTED 20 KT GAIN IN AIRSPD BY PREVIOUS ACFT. CONTINUED APCH TO RWY 17R, WITH LIGHTNING TO S, SW AND SE OF DFW. I NOTED L DEFLECTION (DID NOT DISCUSS IT) OF OMNI BEARING SELECTOR WHEN W OF RWY 17R CTRLINE. AFTER ALIGNED WITH RWY 17R, NOTED L DEFLECTION AND HIGH ON GS INDICATION. I KNEW I WAS SLIGHTLY HIGH ON PROFILE AND FELT OK WITH IT BECAUSE OF POSSIBLE WINDSHEAR AND 12000-13000 FT OF RWY. I DID NOT DISCUSS EITHER ABNORMAL INDICATION. ALSO THOUGHT POSSIBLE PROB WITH GND EQUIP DUE TO WX. LANDED NORMALLY ON RWY 17R. WE WERE QUERIED BY GND CTL. WE BOTH HAD FELT WE WERE CLRED TO LAND RWY 17R. GND CTL INDICATED LNDG CLRNC WAS FOR RWY 17C. AFTER SHORT DISCUSSION, WE FELT GND CTL MIGHT BE RIGHT. LATER, WE WERE TOLD THAT TAPES INDICATED CLRNC TO LAND RWY 17C. WORKLOAD WAS RELATIVELY HVY PRIOR TO APCH/LNDG. CONCERN WITH DISTANT WX TO S, CLRED FOR LNDG ABOUT TIME LINE-UP WITH RWY 17R OCCURRED. LIGHTS LOOKED BRIGHTER ON RWY 17R THAN RWY 17C. THESE MAY HAVE ALL BEEN CONTRIBUTING FACTORS. SUPPLEMENTAL INFO FROM ACN 438378: MY THOUGHTS WERE ON THE WX AND LNDG CONDITIONS. MUCH OF MY ATTN WAS FOCUSED ON THE AIRSPD INDICATIONS. BECAUSE OF THIS, I DID NOT XCHK NAV FREQS OR OMNI BEARING SELECTOR INDICATIONS. I ALSO DON'T REMEMBER SEEING ANY APCH LIGHTS FOR EITHER RWY. FAILURE TO RETUNE THE LOC FREQ FOR MY NAV RADIO ON APCH WAS A PRIMARY FACTOR IN THIS INCIDENT. FOUND OUT AT DEBRIEFING THAT THERE WAS AN ACFT HOLDING ON THRESHOLD OF RWY 17R. WAS UNAWARE OF ACFT AND DID NOT SEE IT THROUGHOUT ENTIRE APCH. WE DID NOT SEE ANY ACFT LIGHTING AT ANY TIME. SUPPLEMENTAL INFO FROM ACN 438542: PREPARING TO DEPART DFW ON FLT, ALL DEPS WERE ADVISED TO SHUT DOWN FOR AN UNDETERMINED HOLD FOR WX. WE WERE #6 OR #7 AND ACR X WAS IN POS ON RWY 17R. HE ASKED TWR IF HE SHOULD REPOS AND TWR ADVISED HIM NOT, AND I BELIEVE REASSURED HIM IT WAS PERFECTLY OK TO DO SO. ACR X REMAINED ON THE RWY, BUT LEFT THE MAJORITY OF HIS EXTERNAL LIGHTS ON (NO NOSE OR WING LNDG LIGHTS). MISC ARRS CONTINUED ON RWY 17C PERIODICALLY. TSTM AND LIGHTNING WERE ON AND ABOUT THE FIELD WHEN THE ACR Y LANDED. I DID NOT OBSERVE ITS APCH, BUT WAS JUST AWARE OF AN ACFT PASSING BY WHEN SOMEONE COMMENTED 'OUCH,' OR, 'WHAT WAS THAT?' FOLLOWING THAT, I THINK THE ACFT HOLDING #1 STARTED TO ASK TWR WHAT HAD HAPPENED AND WHERE THE ACFT ACTUALLY LANDED. TWR QUERIED THE ACR Y WITH NO RESPONSE ON OUR FREQ. THEN GAVE HIM A PHONE NUMBER TO CALL. REQUESTED CLRNC TO REPOSITION AND DID. IMMEDIATELY AFTER, THERE WAS A RWY CHANGE AND ACFT WERE ADVISED THAT GND RADAR WAS OUT AS WE WERE GIVEN TAXI INSTRUCTIONS. SUPPLEMENTAL INFO FROM ACN 438543: I WAS CAPT ON ACR Y, DFW-SEA. MY ACFT WAS 4TH IN LINE WAITING FOR RWY 17R ON TXWY L ABOUT 500 FT S OF TXWY EH. ACR X WAS IN POS AND HOLD ON RWY 17R WHEN DFW STOPPED ALL DEPS. TWR INSTRUCTED ALL OF US TO SHUT DOWN. ACR X REMINDED TWR HE WAS STILL ON THE RWY AND WOULD LIKE INSTRUCTIONS TO VACATE THE RWY. TWR TOLD ACR X TO REMAIN WHERE HE WAS AND ADVISED HIM TO SHUT DOWN HIS ENGS, NO ONE WILL BE USING THAT RWY. ACR X LEFT HIS FLOOD-WING/NACELLE, AND ANTI-COLLISION LIGHTS ON WHILE HE REMAINED ON THE RWY. ARRS CONTINUED TO LAND ON RWY 17C. AFTER WAITING A LITTLE OVER 1 HR, I WITNESSED AN ACFT BREAK OUT OF THE OVCST ON SHORT FINAL. THE ACFT APPEARED HIGHER AND CLOSER THAN THE OTHERS THAT WERE USING RWY 17C AND POSSIBLY ABOVE ACR X WHEN HE WENT BY US. DUE TO MY ACFT FACING N, I COULD NOT SEE EXACTLY WHERE THE LNDG ACFT TOUCHED DOWN.

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.