Narrative:

[I was] working local south at night during a busy arrival push with multiple departures on intersecting runways and lahso procedures in use. As an A340 crossed the runway threshold an A330 was instructed to luaw on runway 9; with the next arrival on a 5-6 mile final and additional traffic on similar final for intersecting runway 12. Once at taxi speed; the A340 was instructed to turn left at T3; and I proceeded to issue instructions to another aircraft landing runway 12. I began to issue traffic and turn instructions to the A330 (holding in position); and waited until I saw the tail of the A340 fully clear of the runway surface with nothing impeding his forward movement before ending the transmission with 'cleared for take off'. I then instructed the aircraft that was exiting runway 12 to pass behind traffic on the parallel taxiway; and issued a crossing to an aircraft holding short of runway 12. At this point; I returned my attention to runway 9 and immediately observed that the A340 had come to a stop with the rear of the aircraft not fully across the hold short bar. I urgently instructed the pilot to continue moving forward; to fully exit the runway; but since the heavy aircraft had come to a complete stop it took several seconds to start moving again. The A330 started his take off roll; and 15 seconds after my subsequent transmission to the A340; the asde-X alarm sounded. At this point the A340 was accelerating again; and was fully clear of the hold short bar in a matter of seconds. The aim (4-3-20) clearly states that aircraft must fully exit the landing runway and be across the hold short bars before coming to a complete stop. I would like to see a reminder of proper runway exiting requirements included in a safety bulletin to flight crews. It is unacceptable to stop your aircraft until it is fully clear of the landing runway hold short bars; especially when you know there is traffic on final behind you; and a departure in position about to start his takeoff roll. In addition; late last year new procedures were implemented at mia which directed that nearly all air carriers were to land on runway 9 and 12; if winds were conducive to lahso operations. Previously; many arrivals would land on runway 8L. This has greatly increased the workload of the lcs position; and makes it very difficult to depart aircraft from runway 9 during arrival pushes. I would recommend the flms at mia instruct approach control to occasionally land runway 8L during heavy arrival periods; making runway 12 crossings and runway 9 departures more manageable.

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Original NASA ASRS Text

Title: MIA Local Controller described an ASDE-X alarm when a landing aircraft failed to clear the landing runway with a departure beginning take off; the reporter suggesting flight crew training with regard to clearing the landing runway.

Narrative: [I was] working Local South at night during a busy arrival push with multiple departures on intersecting runways and LAHSO procedures in use. As an A340 crossed the runway threshold an A330 was instructed to LUAW on Runway 9; with the next arrival on a 5-6 mile final and additional traffic on similar final for intersecting Runway 12. Once at taxi speed; the A340 was instructed to turn left at T3; and I proceeded to issue instructions to another aircraft landing Runway 12. I began to issue traffic and turn instructions to the A330 (holding in position); and waited until I saw the tail of the A340 fully clear of the runway surface with nothing impeding his forward movement before ending the transmission with 'cleared for take off'. I then instructed the aircraft that was exiting Runway 12 to pass behind traffic on the parallel taxiway; and issued a crossing to an aircraft holding short of Runway 12. At this point; I returned my attention to Runway 9 and immediately observed that the A340 had come to a stop with the rear of the aircraft not fully across the hold short bar. I urgently instructed the pilot to continue moving forward; to fully exit the runway; but since the heavy aircraft had come to a complete stop it took several seconds to start moving again. The A330 started his take off roll; and 15 seconds after my subsequent transmission to the A340; the ASDE-X alarm sounded. At this point the A340 was accelerating again; and was fully clear of the hold short bar in a matter of seconds. The AIM (4-3-20) clearly states that aircraft must fully exit the landing runway and be across the hold short bars before coming to a complete stop. I would like to see a reminder of proper runway exiting requirements included in a safety bulletin to flight crews. It is unacceptable to stop your aircraft until it is fully clear of the landing runway hold short bars; especially when you know there is traffic on final behind you; and a departure in position about to start his takeoff roll. In addition; late last year new procedures were implemented at MIA which directed that nearly all air carriers were to land on Runway 9 and 12; if winds were conducive to LAHSO operations. Previously; many arrivals would land on Runway 8L. This has greatly increased the workload of the LCS position; and makes it very difficult to depart aircraft from Runway 9 during arrival pushes. I would recommend the FLMs at MIA instruct Approach Control to occasionally land Runway 8L during heavy arrival periods; making Runway 12 crossings and Runway 9 departures more manageable.

Data retrieved from NASA's ASRS site as of July 2013 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.