Narrative:

This report summarizes a potentially serious conflict between two aircraft landing on crossing runways at pdx. I was captain on a small aircraft (small aircraft). I was accompanied by a first officer. Prior to landing; we had canceled our IFR for the VFR arrival route. We were then handed off from pdx approach to pdx tower. Conditions were clear night. Upon contacting pdx tower; the tower said to 'continue inbound for the airport; there's an air carrier north of the airport; and I'll assign a runway shortly. It depends on how fast they get in.' we acknowledged. A short time later; tower said; 'small aircraft make a straight-in runway 3; wind 290 at 4; runway 3 cleared to land.' while we were on approach to runway 3; the tower had this exchange with an air carrier; 'small aircraft 3 mile final for runway 3; wind 330 at 3; runway 10R cleared to land.' first officer and pilot flying conducted the landing. He is new to the company and inexperienced in the aircraft. His touchdown was somewhat long. Immediately after touchdown; I took control of the aircraft and tower said; 'can you hold short of runway 10R?' we responded 'wilco.' I was surprised when the tower controller asked/instructed that I hold short of runway 10R because we are not authorized for lahso; are not allowed to accept such clearances; and by rights; should have had the whole runway available to us if necessary. Note that the controller's question/instruction regarding holding short of 10R occurred just after our touchdown. Taxiway C parallels runway 10R and it intersects runway 3 just 335 feet before the intersection with runway 10R/28L. Because of the first officer's long landing; I had to use maximum braking to slow for the charlie turnoff; and actually had to turn more than 90 degrees to the left to exit the runway as I had slightly overshot charlie. As I'm braking; tower says; 'can you make the turn on charlie?' as this exchange is occurring; and I'm doing all but skidding the tires to make the exit at charlie; I glance ahead and slightly left. I am almost horrified to see that the air carrier is flaring over the runway 10R touchdown zone. All of a sudden I realized that; had I not been able to stop before the runway 10R intersection; there would have been a very serious conflict between our aircraft and the air carrier. My suspicion is that the tower controller recognized the situation only as we were touching down; and his solution was to have us hold short. Fortunately; I was able to do so even though I didn't know the reason for the instruction at the moment it was given. Tower might have been able to give the air carrier a last second go-around; but it still would have been a close call. I think a better solution would have been to have the air carrier go-around much earlier. There is nothing to indicate that the air carrier crew was even aware of the potential threat we posed to them as they were landing. Though we were pointed out as traffic while on approach; they never indicated seeing us. The controller's surprised reaction to the air carrier's statement about a tailwind implies that he may have underestimated the time it would take the air carrier to reach runway 10R. However; the wind advisories given to myself and the air carrier when we were each cleared for approach indicated a slight tailwind for runway 10R. Thus; the controller's implication that he thought there was still a headwind doesn't make total sense. In any case; pdx is a radar tower; and regardless of the wind; I believe that the controller should have seen the situation developing much sooner than he did. Perhaps the low traffic levels at that time of night lulled him into some complacency. I'll bet be breathed a deep sigh of relief when he saw me make the turn-off at charlie.

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Original NASA ASRS Text

Title: Small aircraft landing Runway 3 at PDX described potential conflict event with air carrier landing Runway 10R; reporter alleging ATC spacing judgement was flawed and should have seen the situation developing sooner.

Narrative: This report summarizes a potentially serious conflict between two aircraft landing on crossing runways at PDX. I was Captain on a Small Aircraft (SMA). I was accompanied by a First Officer. Prior to landing; we had canceled our IFR for the VFR arrival route. We were then handed off from PDX Approach to PDX Tower. Conditions were clear night. Upon contacting PDX Tower; the Tower said to 'continue inbound for the airport; there's an air carrier north of the airport; and I'll assign a runway shortly. It depends on how fast they get in.' We acknowledged. A short time later; Tower said; 'SMA make a straight-in Runway 3; wind 290 at 4; Runway 3 cleared to land.' While we were on approach to Runway 3; the Tower had this exchange with an Air carrier; 'SMA 3 mile final for Runway 3; wind 330 at 3; Runway 10R cleared to land.' First Officer and pilot flying conducted the landing. He is new to the company and inexperienced in the aircraft. His touchdown was somewhat long. Immediately after touchdown; I took control of the aircraft and Tower said; 'can you hold short of Runway 10R?' We responded 'Wilco.' I was surprised when the Tower Controller asked/instructed that I hold short of Runway 10R because we are not authorized for LAHSO; are not allowed to accept such clearances; and by rights; should have had the whole runway available to us if necessary. Note that the Controller's question/instruction regarding holding short of 10R occurred just after our touchdown. Taxiway C parallels Runway 10R and it intersects Runway 3 just 335 feet before the intersection with Runway 10R/28L. Because of the First Officer's long landing; I had to use maximum braking to slow for the Charlie turnoff; and actually had to turn more than 90 degrees to the left to exit the runway as I had slightly overshot Charlie. As I'm braking; Tower says; 'can you make the turn on Charlie?' As this exchange is occurring; and I'm doing all but skidding the tires to make the exit at Charlie; I glance ahead and slightly left. I am almost horrified to see that the air carrier is flaring over the Runway 10R touchdown zone. All of a sudden I realized that; had I not been able to stop before the Runway 10R Intersection; there would have been a very serious conflict between our aircraft and the air carrier. My suspicion is that the Tower Controller recognized the situation only as we were touching down; and his solution was to have us hold short. Fortunately; I was able to do so even though I didn't know the reason for the instruction at the moment it was given. Tower might have been able to give the air carrier a last second go-around; but it still would have been a close call. I think a better solution would have been to have the air carrier go-around much earlier. There is nothing to indicate that the air carrier crew was even aware of the potential threat we posed to them as they were landing. Though we were pointed out as traffic while on approach; they never indicated seeing us. The Controller's surprised reaction to the air carrier's statement about a tailwind implies that he may have underestimated the time it would take the air carrier to reach Runway 10R. However; the wind advisories given to myself and the air carrier when we were each cleared for approach indicated a slight tailwind for Runway 10R. Thus; the Controller's implication that he thought there was still a headwind doesn't make total sense. In any case; PDX is a radar Tower; and regardless of the wind; I believe that the Controller should have seen the situation developing much sooner than he did. Perhaps the low traffic levels at that time of night lulled him into some complacency. I'll bet be breathed a deep sigh of relief when he saw me make the turn-off at Charlie.

Data retrieved from NASA's ASRS site as of April 2012 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.