Narrative:

We pushed back from the gate at approximately XP15. We called ground for taxi and were cleared to taxi to runway 27R. When we were #1 for departure, I advised tower we would need a few mins to wait for our weight and balance data and were told to hold short. We complied. When we were ready, we advised tower we were ready for takeoff, just as air carrier west (B737) was touching down. The tower controller then cleared us into position and hold on runway 27R. There was no mention of the traffic on final and as we were in rainy, dark and poor visibility conditions, we did not see them. As we were turning onto the runway, a gulfstream (aircraft Z) checked in with the tower and were cleared to land behind air carrier Y. This raised our awareness of the air carrier behind us on final. Tower then was busy clearing air carrier west from the runway and communicating with what sounded like another aircraft on another frequency for taxi instructions. I keyed the microphone to remind ATC we were on the runway. I quickly released it before saying anything because I thought ATC had also keyed the microphone and did not want to block our takeoff clearance. Approximately 3 seconds later, air carrier Y passed above us approximately 20-30 ft and landed safely. I immediately keyed the microphone and advised ATC we were on the runway and air carrier Y had landed right beyond us. His response: 'you are exactly right, ma'am.' needless to say, things were a little quiet for a moment. The controller then sent the gulfstream around and the captain told him 'we don't want to situation here any longer.' we were asked whether we wanted to go back or take off. We then decided there was no point in going back, so we opted to take off and continue the flight. Looking back there is not much we could have done differently. We had just landed in fll about 45 mins prior to our departure. During our approach, on about a 2 mi final, they cleared another air carrier for takeoff in front of us. We had also commented, this is poor visibility and it was hard to see the runway. The flight visibility was also much lower than the reported tower visibility. We believe there is no way air carrier Y could have noticed us on the runway. The runway lights were up to high intensity, making us invisible. Also very high workload, late at night and storms around area and oversaturation of ATC were the contributing factors. I see the only way of this not occurring again is better staffing of this ATC facility to allow controllers to concentrate on their primary task of aircraft separation.

Related reports:

Google
 

Original NASA ASRS Text

Title: B767 LANDS OVER B732 HOLDING IN POS ON RWY AT FLL.

Narrative: WE PUSHED BACK FROM THE GATE AT APPROX XP15. WE CALLED GND FOR TAXI AND WERE CLRED TO TAXI TO RWY 27R. WHEN WE WERE #1 FOR DEP, I ADVISED TWR WE WOULD NEED A FEW MINS TO WAIT FOR OUR WT AND BAL DATA AND WERE TOLD TO HOLD SHORT. WE COMPLIED. WHEN WE WERE READY, WE ADVISED TWR WE WERE READY FOR TKOF, JUST AS ACR W (B737) WAS TOUCHING DOWN. THE TWR CTLR THEN CLRED US INTO POS AND HOLD ON RWY 27R. THERE WAS NO MENTION OF THE TFC ON FINAL AND AS WE WERE IN RAINY, DARK AND POOR VISIBILITY CONDITIONS, WE DID NOT SEE THEM. AS WE WERE TURNING ONTO THE RWY, A GULFSTREAM (ACFT Z) CHKED IN WITH THE TWR AND WERE CLRED TO LAND BEHIND ACR Y. THIS RAISED OUR AWARENESS OF THE ACR BEHIND US ON FINAL. TWR THEN WAS BUSY CLRING ACR W FROM THE RWY AND COMMUNICATING WITH WHAT SOUNDED LIKE ANOTHER ACFT ON ANOTHER FREQ FOR TAXI INSTRUCTIONS. I KEYED THE MIKE TO REMIND ATC WE WERE ON THE RWY. I QUICKLY RELEASED IT BEFORE SAYING ANYTHING BECAUSE I THOUGHT ATC HAD ALSO KEYED THE MIKE AND DID NOT WANT TO BLOCK OUR TKOF CLRNC. APPROX 3 SECONDS LATER, ACR Y PASSED ABOVE US APPROX 20-30 FT AND LANDED SAFELY. I IMMEDIATELY KEYED THE MIKE AND ADVISED ATC WE WERE ON THE RWY AND ACR Y HAD LANDED RIGHT BEYOND US. HIS RESPONSE: 'YOU ARE EXACTLY RIGHT, MA'AM.' NEEDLESS TO SAY, THINGS WERE A LITTLE QUIET FOR A MOMENT. THE CTLR THEN SENT THE GULFSTREAM AROUND AND THE CAPT TOLD HIM 'WE DON'T WANT TO SIT HERE ANY LONGER.' WE WERE ASKED WHETHER WE WANTED TO GO BACK OR TAKE OFF. WE THEN DECIDED THERE WAS NO POINT IN GOING BACK, SO WE OPTED TO TAKE OFF AND CONTINUE THE FLT. LOOKING BACK THERE IS NOT MUCH WE COULD HAVE DONE DIFFERENTLY. WE HAD JUST LANDED IN FLL ABOUT 45 MINS PRIOR TO OUR DEP. DURING OUR APCH, ON ABOUT A 2 MI FINAL, THEY CLRED ANOTHER ACR FOR TKOF IN FRONT OF US. WE HAD ALSO COMMENTED, THIS IS POOR VISIBILITY AND IT WAS HARD TO SEE THE RWY. THE FLT VISIBILITY WAS ALSO MUCH LOWER THAN THE RPTED TWR VISIBILITY. WE BELIEVE THERE IS NO WAY ACR Y COULD HAVE NOTICED US ON THE RWY. THE RWY LIGHTS WERE UP TO HIGH INTENSITY, MAKING US INVISIBLE. ALSO VERY HIGH WORKLOAD, LATE AT NIGHT AND STORMS AROUND AREA AND OVERSATURATION OF ATC WERE THE CONTRIBUTING FACTORS. I SEE THE ONLY WAY OF THIS NOT OCCURRING AGAIN IS BETTER STAFFING OF THIS ATC FACILITY TO ALLOW CTLRS TO CONCENTRATE ON THEIR PRIMARY TASK OF ACFT SEPARATION.

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.