DC9 CLRED TO LAND DFW RWY 17C LANDS OVER AN MD80S ON RWY 17R.

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TOOK POS AND HOLD RWY 17R DFW. TWR ADVISES ATC HOLD FOR N AND W DEP FOR WX. TWR SAYS OK TO SHUT DOWN ON RWY. 1 HR LATER; ACR Y WAS CLRED TO LAND ON RWY 17C. FEW MINS LATER ACR Y LANDS OVER THE TOP OF US; ABOUT 4500 FT DOWN RWY 17R. TWR HAS DETAILS; ACR Z SAW IT FROM PARALLEL TXWY. SUPPLEMENTAL INFO FROM ACN 438783: CAPT FLYING; NORMAL DSCNT AND APCH CHKS DONE. FLT CLRED FOR VISUAL APCH TO RWY 17C WITH DFW RWY 17C AND RWY 17R AT 4 O'CLOCK AND 6 MI. ALT WAS 2300 FT ASSIGNED. RAINSHOWERS AND LIGHT TURB ON APCH PATH. CLOUD-TO-CLOUD AND CLOUD-TO-GND LIGHTNING S OF DFW; WITH A LEVEL 6 TSTM RPTED S OF DFW. WE WERE ON 040 DEG HDG AT TIME OF CLRNC FOR VISUAL; AND W OF RWY 17R CTRLINE (EXTENDED). NAV RADIOS TUNED: #1 TO RWY 17C ILS; AND #2 TO MAVERICK VOR. WHEN ALIGNED WITH RWY 17R; WE WERE CLRED TO LAND; RPTED 20 KT GAIN IN AIRSPD BY PREVIOUS ACFT. CONTINUED APCH TO RWY 17R; WITH LIGHTNING TO S; SW AND SE OF DFW. I NOTED L DEFLECTION (DID NOT DISCUSS IT) OF OMNI BEARING SELECTOR WHEN W OF RWY 17R CTRLINE. AFTER ALIGNED WITH RWY 17R; NOTED L DEFLECTION AND HIGH ON GS INDICATION. I KNEW I WAS SLIGHTLY HIGH ON PROFILE AND FELT OK WITH IT BECAUSE OF POSSIBLE WINDSHEAR AND 12000-13000 FT OF RWY. I DID NOT DISCUSS EITHER ABNORMAL INDICATION. ALSO THOUGHT POSSIBLE PROB WITH GND EQUIP DUE TO WX. LANDED NORMALLY ON RWY 17R. WE WERE QUERIED BY GND CTL. WE BOTH HAD FELT WE WERE CLRED TO LAND RWY 17R. GND CTL INDICATED LNDG CLRNC WAS FOR RWY 17C. AFTER SHORT DISCUSSION; WE FELT GND CTL MIGHT BE RIGHT. LATER; WE WERE TOLD THAT TAPES INDICATED CLRNC TO LAND RWY 17C. WORKLOAD WAS RELATIVELY HVY PRIOR TO APCH/LNDG. CONCERN WITH DISTANT WX TO S; CLRED FOR LNDG ABOUT TIME LINE-UP WITH RWY 17R OCCURRED. LIGHTS LOOKED BRIGHTER ON RWY 17R THAN RWY 17C. THESE MAY HAVE ALL BEEN CONTRIBUTING FACTORS. SUPPLEMENTAL INFO FROM ACN 438378: MY THOUGHTS WERE ON THE WX AND LNDG CONDITIONS. MUCH OF MY ATTN WAS FOCUSED ON THE AIRSPD INDICATIONS. BECAUSE OF THIS; I DID NOT XCHK NAV FREQS OR OMNI BEARING SELECTOR INDICATIONS. I ALSO DON'T REMEMBER SEEING ANY APCH LIGHTS FOR EITHER RWY. FAILURE TO RETUNE THE LOC FREQ FOR MY NAV RADIO ON APCH WAS A PRIMARY FACTOR IN THIS INCIDENT. FOUND OUT AT DEBRIEFING THAT THERE WAS AN ACFT HOLDING ON THRESHOLD OF RWY 17R. WAS UNAWARE OF ACFT AND DID NOT SEE IT THROUGHOUT ENTIRE APCH. WE DID NOT SEE ANY ACFT LIGHTING AT ANY TIME. SUPPLEMENTAL INFO FROM ACN 438542: PREPARING TO DEPART DFW ON FLT; ALL DEPS WERE ADVISED TO SHUT DOWN FOR AN UNDETERMINED HOLD FOR WX. WE WERE #6 OR #7 AND ACR X WAS IN POS ON RWY 17R. HE ASKED TWR IF HE SHOULD REPOS AND TWR ADVISED HIM NOT; AND I BELIEVE REASSURED HIM IT WAS PERFECTLY OK TO DO SO. ACR X REMAINED ON THE RWY; BUT LEFT THE MAJORITY OF HIS EXTERNAL LIGHTS ON (NO NOSE OR WING LNDG LIGHTS). MISC ARRS CONTINUED ON RWY 17C PERIODICALLY. TSTM AND LIGHTNING WERE ON AND ABOUT THE FIELD WHEN THE ACR Y LANDED. I DID NOT OBSERVE ITS APCH; BUT WAS JUST AWARE OF AN ACFT PASSING BY WHEN SOMEONE COMMENTED 'OUCH;' OR; 'WHAT WAS THAT?' FOLLOWING THAT; I THINK THE ACFT HOLDING #1 STARTED TO ASK TWR WHAT HAD HAPPENED AND WHERE THE ACFT ACTUALLY LANDED. TWR QUERIED THE ACR Y WITH NO RESPONSE ON OUR FREQ. THEN GAVE HIM A PHONE NUMBER TO CALL. REQUESTED CLRNC TO REPOSITION AND DID. IMMEDIATELY AFTER; THERE WAS A RWY CHANGE AND ACFT WERE ADVISED THAT GND RADAR WAS OUT AS WE WERE GIVEN TAXI INSTRUCTIONS. SUPPLEMENTAL INFO FROM ACN 438543: I WAS CAPT ON ACR Y; DFW-SEA. MY ACFT WAS 4TH IN LINE WAITING FOR RWY 17R ON TXWY L ABOUT 500 FT S OF TXWY EH. ACR X WAS IN POS AND HOLD ON RWY 17R WHEN DFW STOPPED ALL DEPS. TWR INSTRUCTED ALL OF US TO SHUT DOWN. ACR X REMINDED TWR HE WAS STILL ON THE RWY AND WOULD LIKE INSTRUCTIONS TO VACATE THE RWY. TWR TOLD ACR X TO REMAIN WHERE HE WAS AND ADVISED HIM TO SHUT DOWN HIS ENGS; NO ONE WILL BE USING THAT RWY. ACR X LEFT HIS FLOOD-WING/NACELLE; AND ANTI-COLLISION LIGHTS ON WHILE HE REMAINED ON THE RWY. ARRS CONTINUED TO LAND ON RWY 17C. AFTER WAITING A LITTLE OVER 1 HR; I WITNESSED AN ACFT BREAK OUT OF THE OVCST ON SHORT FINAL. THE ACFT APPEARED HIGHER AND CLOSER THAN THE OTHERS THAT WERE USING RWY 17C AND POSSIBLY ABOVE ACR X WHEN HE WENT BY US. DUE TO MY ACFT FACING N; I COULD NOT SEE EXACTLY WHERE THE LNDG ACFT TOUCHED DOWN.