Narrative:

Upon arrival into ZZZ airspace we requested runway xxr due to light weight; GS and ramp. Due to traffic we had to use xxl. Vectored for the xxl ILS GS OTS at 3000 ft. We had slowed to 155 KTS but was told to maintain 180 until intersection. At localizer capture we descended to 2400 ft and using fpa started down. Crossing restr at 4.5 miles was made okay. Preceding aircraft was an MD11 and we were cleared to land about 1 mile out. 1000 ft fully configured and at 500 ft I called out 'on speed; sink 700 ft.' traffic level was high with lots of radio communications. At approximately 100 ft we got a burble of turbulence from preceding aircraft and at 50 ft we experienced a roll and turbulence due to slight quartering crosswind. First officer added power to recover a sink rate as I called out sink (the sink rate was 1000 FPM) and concentrated on handling aircraft in turbulence and landing. We noticed on rollout that the previous MD11 was just finishing his turn from the high speed turn; B6 to bravo taxiway. There was a DC8 on taxiway charlie and I surmise that the MD11 delayed his exit due to that aircraft. We rolled to runway intersection and exited. We taxied down to ramp and parked. Later; the duty pilot looked me up and said the tower supervisor wanted to talk with me. I called and was asked if we heard the call to go around and neither the first officer nor I heard any call with our flight number to go around. I later asked my first officer if he heard any call to go around and he and I agreed that if the words were used it was during our landing with wake turbulence and definitely didn't specify what aircraft. The tower supervisor said that the runway was clear. Traffic flows are so tight at ZZZ during the inbound that any delay by one aircraft affects others adversely. During the flare with wake turbulence the first priority is to aviate.

Related reports:

Google
 

Original NASA ASRS Text

Title: MD11 FLT CREW LANDS AFTER ATCT HAD ALLEGEDLY ISSUED A GAR CLRNC DUE TO THE PRECEDING ACFT OCCUPYING THE RWY LONGER THAN EXPECTED.

Narrative: UPON ARR INTO ZZZ AIRSPACE WE REQUESTED RWY XXR DUE TO LIGHT WT; GS AND RAMP. DUE TO TFC WE HAD TO USE XXL. VECTORED FOR THE XXL ILS GS OTS AT 3000 FT. WE HAD SLOWED TO 155 KTS BUT WAS TOLD TO MAINTAIN 180 UNTIL INTXN. AT LOC CAPTURE WE DSNDED TO 2400 FT AND USING FPA STARTED DOWN. CROSSING RESTR AT 4.5 MILES WAS MADE OKAY. PRECEDING ACFT WAS AN MD11 AND WE WERE CLEARED TO LAND ABOUT 1 MILE OUT. 1000 FT FULLY CONFIGURED AND AT 500 FT I CALLED OUT 'ON SPEED; SINK 700 FT.' TFC LEVEL WAS HIGH WITH LOTS OF RADIO COMS. AT APPROX 100 FT WE GOT A BURBLE OF TURBULENCE FROM PRECEDING ACFT AND AT 50 FT WE EXPERIENCED A ROLL AND TURBULENCE DUE TO SLIGHT QUARTERING CROSSWIND. FO ADDED POWER TO RECOVER A SINK RATE AS I CALLED OUT SINK (THE SINK RATE WAS 1000 FPM) AND CONCENTRATED ON HANDLING ACFT IN TURBULENCE AND LNDG. WE NOTICED ON ROLLOUT THAT THE PREVIOUS MD11 WAS JUST FINISHING HIS TURN FROM THE HIGH SPEED TURN; B6 TO BRAVO TXWY. THERE WAS A DC8 ON TXWY CHARLIE AND I SURMISE THAT THE MD11 DELAYED HIS EXIT DUE TO THAT ACFT. WE ROLLED TO RWY INTXN AND EXITED. WE TAXIED DOWN TO RAMP AND PARKED. LATER; THE DUTY PLT LOOKED ME UP AND SAID THE TOWER SUPVR WANTED TO TALK WITH ME. I CALLED AND WAS ASKED IF WE HEARD THE CALL TO GAR AND NEITHER THE FO NOR I HEARD ANY CALL WITH OUR FLT NUMBER TO GAR. I LATER ASKED MY FO IF HE HEARD ANY CALL TO GAR AND HE AND I AGREED THAT IF THE WORDS WERE USED IT WAS DURING OUR LNDG WITH WAKE TURBULENCE AND DEFINITELY DIDN'T SPECIFY WHAT ACFT. THE TOWER SUPVR SAID THAT THE RWY WAS CLEAR. TFC FLOWS ARE SO TIGHT AT ZZZ DURING THE INBOUND THAT ANY DELAY BY ONE ACFT AFFECTS OTHERS ADVERSELY. DURING THE FLARE WITH WAKE TURBULENCE THE FIRST PRIORITY IS TO AVIATE.

Data retrieved from NASA's ASRS site as of May 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.