ACR X HAD LTSS FROM ACR Y ON TKOF ROLL. SYS ERROR.

Narrative

ACR X ON APCH INTO MSP ON ILS 11L PAST OM TWR ASKED TO SLOW TO APCH SPD. I TOLD HIM WE WERE AT APCH SPD OF 133 KTS AND HE CLRED US TO LAND. AT 250 FT WE SIGHTED APCH LIGHTS. AT 100 FT WE SIGHTED RWY. AT FLARE FOR TOUCHDOWN I CALLED 'ACFT ON RWY.' AT THE OTHER END OF RWY WAS FOG. ACFT LIFTED OFF AS WE TOUCHED DOWN. TWR WAS CALLED AFTER LNDG AND TOLD US THAT LEGALLY THE ACFT NOSEWHEEL WAS IN AIR THEY CONSIDERED IT AIRBORNE. THE OPTIONS WERE VERY LIMITED FOR US! IF WE WENT AROUND WITH THE CONDITION WE COULD NOT HAVE KEPT ACFT IN SIGHT. WE DID NOT KNOW WHICH WAY HE WAS TURNING AND DEPS WERE ALSO OFF R RWY. A L TURN OUT WAS NOT THE MISSED APCH PROC; AND IN A DC9-50 AFTER FLARE; WOULD HAVE BEEN INTERESTING TO BRING PWR BACK TO TKOF; BECAUSE WE WOULD HAVE TOUCHDOWN BEFORE PWR WAS BACK AND A ROTATION COULD OCCUR. THE TWR SHOULD HAVE ALERTED US TO THE FACT A ACFT WAS ON RWY. IN MINIMUM WX CONDITIONS THE SPACING SHOULD BE SO YOU WOULD NOT BE CONCERNED ABOUT AN ACFT ON OTHER END OF RWY WHEN IT IS NOT IN VISUAL SIGHT WITH LNDG ACFT. IF THE SIT HAD OCCURRED IN VFR WE WOULD HAVE GONE AROUND. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: RPTR WAS INFORMED THAT THE TWR DID NOT HAVE STANDARD SEPARATION FOR THE WX CONDITIONS. VISUAL SEPARATION WAS NOT APPLIED AND COULD NOT BE APPLIED. RPTR STATED IF THE CTLR HAD INFORMED THE FLC ABOUT THE COMPANY TFC DEPARTING PRIOR TO ACR X LNDG THE FLC WOULD NOT HAVE BEEN CONCERNED. RPTR STATED THE COMPANY CHIEF PLT WAS MEETING WITH THE TWR MGR ABOUT THE SPACING OF ACFT AT MSP.