WAKE TURB ENCOUNTER DURING LNDG.

Narrative

APCHING TO LAND AT ANC; RWY 6L. RWY 6R CLOSED; RWY 32 IN USE FOR TKOF. OAT ABOUT PLUS 2 DEGS FAHRENHEIT. OPERATING ACFT (ESPECIALLY ON TKOF ROLL) WERE GENERATING ICE FOG. PREVAILING VISIBILITY WAS BETTER THAN 5 MI; WITH CLR SKIES. A LIGHT BREEZE WAS BLOWING OUT OF THE N. APCHING OM CLRED FOR A VISUAL APCH TO RWY 6L; FOLLOWING A 737 ON A VISUAL APPROX 4 MI AHEAD. SOMEWHERE INSIDE THE OM; A HVY DC-10 FREIGHT CLRED FOR TKOF. RWY GRADUALLY BECAME OBSCURED; ALTHOUGH RWY 6R AND A PARALLEL TXWY WERE CLRLY VISIBLE. I CONTINUED THE APCH ASSUMING THAT THE PATCH OF ICE FOG WAS CAUSED BY THE DC-10 STARTING A TKOF ROLL ON RWY 32. I DIRECTED THE COPLT TO HAVE ANC TWR STEP RWY AND APCH LIGHTS TO MAX; AND STOPPED DSCNT. AS WE CLRED THE ICE FOG PATCH TO OUR SURPRISE NOTICED DC-10 STILL IN POS. (I NOW BELIEVE THE DC-10 CREW WAS WAITING FOR ICE FOG ALONG TKOF PATH TO DISSIPATE.) I BEGAN DSNDING AGAIN; AND TWR TOLD DC-10; 'I NEED YOU TO START TKOF ROLL; NOW!' WE LANDED SLIGHTLY LONG; AND IN THE FLARE ENCOUNTERED JET BLAST FROM DC-10. 1 SHARP MOVEMENT TO THE R; 1 TO THE L (NO APPRECIABLE ROLL); AND THEN A NORMAL LNDG. IN RESPONSE: 1) OBTAINING EITHER A LCL APCH CLRNC OR CONTINUING TO CIRCLE TILL FOG DISSIPATED WOULD HAVE BEEN A LOT LESS STRESSFUL! 2) IGNORE TIME PRESSURE. COMPANY WAS HOLDING A CONNECTING LONG HAUL FLT.