Narrative:

Arriving den, sct circuit breaker's ws alerts. Our arrival gate changed three times with about 4 or 5 total changes (back to same arrival gate) runways switched between runway 17R and 35L two times (as I recall). We were told we would be last aircraft for runway 17R and were cleared for visual same runway behind B727. Around the outer marker we lose ILS signal and identify. I query tower if they are switching the ILS frequency's I am told he will check. Signal and identify come back for runway 17R. We had a quartering tailwind but told to expect 20KT loss on short final, runway 17R winds 4 KTS. We use a throttle all the way down to flair, and medium automatic-brakes. We miss first high speed I look up (from watching GS decel on pfd) and see an MD80 on short final to runway 35L I tell first officer to catch 2ND high speed, he says were too fast (I don't think he was fully aware of the MD80) I jump on the brakes fairly aggressively and use tiller and rudders to catch high speed (anti-skid activated and a little rubber protesting on the high rate of turn). Just as we clear runway 17R the MD80 is past the threshold of runway 35L and in his flair (I never heard him on frequency. I think runway 35L was on another frequency than us). I tell ground control 'that was too close' his reply was 'noted'. I then used a land line and spoke with denver tower supervisor. We discussed the situation and he agreed is was too close and they would do a review of what happened. Callback conversation with reporter revealed the following information: he felt that his loss of the ILS signal indicated that it had been switched to the runway 35L operation on the probable erroneous assumption that the B727 preceding him was thought to be the last arrival for runway 17R. Since he did not hear any radio calls to or from the md-80 he assumes, and was not contradicted by the tower supervisor he contacted later, that there were two different frequencies being used for the opposing runways during the airport runway configuration change over. The tower supervisor said the md-80 was a surprise to them indicating a late handoff or failure of the crew to report to the tower. The md-80 touched down after the reporter was on the high speed but he was not sure if he was completely clear of the hold short line for the runway. Another major concern was the possibility of what would be the result of a go around by one of the aircraft had it been required earlier in this scenario.

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Original NASA ASRS Text

Title: DURING LNDG ROLL OUT ON DEN RWY 17R AN ACR REQUIRES MAXIMUM BRAKING TO MAKE A HIGH SPEED TURNOFF WHEN ANOTHER ACR ACFT IS SIGHTED IN HIS LNDG FLARE ON RWY 35L.

Narrative: ARRIVING DEN, SCT CB'S WS ALERTS. OUR ARR GATE CHANGED THREE TIMES WITH ABOUT 4 OR 5 TOTAL CHANGES (BACK TO SAME ARR GATE) RWYS SWITCHED BTWN RWY 17R AND 35L TWO TIMES (AS I RECALL). WE WERE TOLD WE WOULD BE LAST ACFT FOR RWY 17R AND WERE CLRED FOR VISUAL SAME RWY BEHIND B727. AROUND THE OUTER MARKER WE LOSE ILS SIGNAL AND IDENT. I QUERY TWR IF THEY ARE SWITCHING THE ILS FREQ'S I AM TOLD HE WILL CHECK. SIGNAL AND IDENT COME BACK FOR RWY 17R. WE HAD A QUARTERING TAILWIND BUT TOLD TO EXPECT 20KT LOSS ON SHORT FINAL, RWY 17R WINDS 4 KTS. WE USE A THROTTLE ALL THE WAY DOWN TO FLAIR, AND MEDIUM AUTO-BRAKES. WE MISS FIRST HIGH SPEED I LOOK UP (FROM WATCHING GS DECEL ON PFD) AND SEE AN MD80 ON SHORT FINAL TO RWY 35L I TELL FO TO CATCH 2ND HIGH SPEED, HE SAYS WERE TOO FAST (I DON'T THINK HE WAS FULLY AWARE OF THE MD80) I JUMP ON THE BRAKES FAIRLY AGGRESSIVELY AND USE TILLER AND RUDDERS TO CATCH HIGH SPEED (ANTI-SKID ACTIVATED AND A LITTLE RUBBER PROTESTING ON THE HIGH RATE OF TURN). JUST AS WE CLR RWY 17R THE MD80 IS PAST THE THRESHOLD OF RWY 35L AND IN HIS FLAIR (I NEVER HEARD HIM ON FREQ. I THINK RWY 35L WAS ON ANOTHER FREQ THAN US). I TELL GND CTL 'THAT WAS TOO CLOSE' HIS REPLY WAS 'NOTED'. I THEN USED A LAND LINE AND SPOKE WITH DENVER TWR SUPVR. WE DISCUSSED THE SIT AND HE AGREED IS WAS TOO CLOSE AND THEY WOULD DO A REVIEW OF WHAT HAPPENED. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: HE FELT THAT HIS LOSS OF THE ILS SIGNAL INDICATED THAT IT HAD BEEN SWITCHED TO THE RWY 35L OP ON THE PROBABLE ERRONEOUS ASSUMPTION THAT THE B727 PRECEDING HIM WAS THOUGHT TO BE THE LAST ARR FOR RWY 17R. SINCE HE DID NOT HEAR ANY RADIO CALLS TO OR FROM THE MD-80 HE ASSUMES, AND WAS NOT CONTRADICTED BY THE TWR SUPVR HE CONTACTED LATER, THAT THERE WERE TWO DIFFERENT FREQUENCIES BEING USED FOR THE OPPOSING RWYS DURING THE ARPT RWY CONFIGURATION CHANGE OVER. THE TWR SUPVR SAID THE MD-80 WAS A SURPRISE TO THEM INDICATING A LATE HANDOFF OR FAILURE OF THE CREW TO RPT TO THE TWR. THE MD-80 TOUCHED DOWN AFTER THE RPTR WAS ON THE HIGH SPEED BUT HE WAS NOT SURE IF HE WAS COMPLETELY CLR OF THE HOLD SHORT LINE FOR THE RWY. ANOTHER MAJOR CONCERN WAS THE POSSIBILITY OF WHAT WOULD BE THE RESULT OF A GAR BY ONE OF THE ACFT HAD IT BEEN REQUIRED EARLIER IN THIS SCENARIO.

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.