Narrative:

Air carrier X was cleared to land on runway 33L with air carrier Y in position on runway 28 waiting for air carrier X to land and clear the intersection. The distance from approach end of runway 33L/15R to the intersection of runway 10/28 is 4250 ft. Normal landing distance for air carrier's is to land and clear at least 7000 ft down runway 33L and clear at taxiway F or taxiway H. Air carrier Y knew about landing traffic on runway 33L and was waiting for him to land so he could leave. After air carrier X landed and started his rollout with reversers; I waited and watched to see him cross runway 4/22 intersection as a reference point when to start the takeoff clearance for air carrier Y. The distance from runway 4/22 and the intersection of runway 10/28 is short so by the time I give a takeoff clearance and hear a readback; the landing aircraft is clear of the intersection. In doing this; aircraft performance is always taken into account for timing purposes and to avoid incursions. Lately air carrier X has been trying to get their pilots to practice 'automatic braking.' I have had 2 air carrier X jets do this in the past and come to a complete stop on runway 33L before the intersection of runway 28. Our supervisor was notified of this and its inherent dangers and he notified the chief pilot of air carrier X over 1 month ago that this should stop immediately at bwi. The chief pilot for air carrier X acknowledged this and told our supervisor that bwi was on the list of airports to 'do not attempt at' for automatic braking. This is an unusual maneuver that is difficult to come out of and is very hard to judge from the tower's perspective until the last 800 ft of rollout when the aircraft speed drops dramatically to a stop. When air carrier X came to a stop; he was in the intersection of runway 10/28 and then turned onto runway 28 towards the air carrier Y jet who had just read back the takeoff clearance. I forcefully said to air carrier X to go straight down the runway don't turn on an active runway 28 at least 3 times. No response was given but air carrier X corrected and accelerated ahead to the next taxiway intersection to clear runway 33L. I reissued the takeoff clearance to air carrier Y to which he again gave me the readback. Air carrier Y did not roll on the initial takeoff clearance either because of my loud instructions to air carrier X and/or obviously seeing air carrier X trying to turn right at him. Our supervisor again called the air carrier X flight operations and talked to the chief pilot and the pilot of air carrier X. The pilot apologized profusely for trying to turn on an active runway and for stopping in the intersection. The chief pilot repeated that bwi is on the 'don't perform automatic land' list.

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Original NASA ASRS Text

Title: BWI CTLR DESCRIBED INCIDENT DURING INTERSECTING RWY OPS; WHEN LNDG TFC ON RWY 33L ATTEMPTED TO TURN R ON RWY 28 WITH DEP CLRED FOR TKOF.

Narrative: ACR X WAS CLRED TO LAND ON RWY 33L WITH ACR Y IN POS ON RWY 28 WAITING FOR ACR X TO LAND AND CLR THE INTXN. THE DISTANCE FROM APCH END OF RWY 33L/15R TO THE INTXN OF RWY 10/28 IS 4250 FT. NORMAL LNDG DISTANCE FOR ACR'S IS TO LAND AND CLR AT LEAST 7000 FT DOWN RWY 33L AND CLR AT TXWY F OR TXWY H. ACR Y KNEW ABOUT LNDG TFC ON RWY 33L AND WAS WAITING FOR HIM TO LAND SO HE COULD LEAVE. AFTER ACR X LANDED AND STARTED HIS ROLLOUT WITH REVERSERS; I WAITED AND WATCHED TO SEE HIM CROSS RWY 4/22 INTXN AS A REF POINT WHEN TO START THE TKOF CLRNC FOR ACR Y. THE DISTANCE FROM RWY 4/22 AND THE INTXN OF RWY 10/28 IS SHORT SO BY THE TIME I GIVE A TKOF CLRNC AND HEAR A READBACK; THE LNDG ACFT IS CLR OF THE INTXN. IN DOING THIS; ACFT PERFORMANCE IS ALWAYS TAKEN INTO ACCOUNT FOR TIMING PURPOSES AND TO AVOID INCURSIONS. LATELY ACR X HAS BEEN TRYING TO GET THEIR PLTS TO PRACTICE 'AUTO BRAKING.' I HAVE HAD 2 ACR X JETS DO THIS IN THE PAST AND COME TO A COMPLETE STOP ON RWY 33L BEFORE THE INTXN OF RWY 28. OUR SUPVR WAS NOTIFIED OF THIS AND ITS INHERENT DANGERS AND HE NOTIFIED THE CHIEF PLT OF ACR X OVER 1 MONTH AGO THAT THIS SHOULD STOP IMMEDIATELY AT BWI. THE CHIEF PLT FOR ACR X ACKNOWLEDGED THIS AND TOLD OUR SUPVR THAT BWI WAS ON THE LIST OF ARPTS TO 'DO NOT ATTEMPT AT' FOR AUTO BRAKING. THIS IS AN UNUSUAL MANEUVER THAT IS DIFFICULT TO COME OUT OF AND IS VERY HARD TO JUDGE FROM THE TWR'S PERSPECTIVE UNTIL THE LAST 800 FT OF ROLLOUT WHEN THE ACFT SPD DROPS DRAMATICALLY TO A STOP. WHEN ACR X CAME TO A STOP; HE WAS IN THE INTXN OF RWY 10/28 AND THEN TURNED ONTO RWY 28 TOWARDS THE ACR Y JET WHO HAD JUST READ BACK THE TKOF CLRNC. I FORCEFULLY SAID TO ACR X TO GO STRAIGHT DOWN THE RWY DON'T TURN ON AN ACTIVE RWY 28 AT LEAST 3 TIMES. NO RESPONSE WAS GIVEN BUT ACR X CORRECTED AND ACCELERATED AHEAD TO THE NEXT TXWY INTXN TO CLR RWY 33L. I REISSUED THE TKOF CLRNC TO ACR Y TO WHICH HE AGAIN GAVE ME THE READBACK. ACR Y DID NOT ROLL ON THE INITIAL TKOF CLRNC EITHER BECAUSE OF MY LOUD INSTRUCTIONS TO ACR X AND/OR OBVIOUSLY SEEING ACR X TRYING TO TURN RIGHT AT HIM. OUR SUPVR AGAIN CALLED THE ACR X FLT OPS AND TALKED TO THE CHIEF PLT AND THE PLT OF ACR X. THE PLT APOLOGIZED PROFUSELY FOR TRYING TO TURN ON AN ACTIVE RWY AND FOR STOPPING IN THE INTXN. THE CHIEF PLT REPEATED THAT BWI IS ON THE 'DON'T PERFORM AUTO LAND' LIST.

Data retrieved from NASA's ASRS site as of January 2009 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.