An ORD Local Controller and a landing flight crewmember describe a loss of separation event that occurred when ATC allowed a landing with traffic on the runway. Both reporters indicated a last minute go around would not have been as safe.
Synopsis
An ORD Local Controller and a landing flight crewmember describe a loss of separation event that occurred when ATC allowed a landing with traffic on the runway. Both reporters indicated a last minute go around would not have been as safe.
Narrative
Landing Runway 22R; departing Runway 9R. Crossed my departure runway with two aircraft from the FBO and when Ground asked me to take them to a different runway for departure; taxied aircraft to my departure runway to hold short of landing Runway 22R. An E145 was cleared to land; departed Runway 9R then crossed previous landing traffic. Instructions were issued for another aircraft to enter Runway 22R to exit on Taxiway W. I had an aircraft working a maintenance issue that was blocking Taxiway H so I could not taxi the aircraft straight across on Taxiway H. Forgot the landing traffic when I allowed the taxiing aircraft to enter the runway. I was looking for where the taxiing aircraft would be sequenced into the departure line. Another controller told me that the arrival was crossing threshold with the taxiing aircraft on the runway. It was too late to send the landing traffic around. ASDE-X did not alert that there was an aircraft on the runway. I should have crossed the departing aircraft and switched them back to Ground Control to work them. I shouldn't allow myself to be distracted worrying about a sequence when crossing an active runway.
Second reporter narrative
ORD [was] reporting 10SM; -RA; 75BKN; arriving 10;14R; 22R; departing 9R; 14L; 22L. I reported inside Ridge for 22R and received unrestricted landing clearance. Aircraft configured flaps 45 requiring 3;760 feet without reverse; reverse [was] available. The preceding aircraft cleared at A1 and a cargo plane was cleared to cross the 22R departure end. On short final I realized the cargo aircraft would not clear prior to touchdown. Without a revised clearance from ATC and judging that the taxiing aircraft would clear before our roll out and that it was over 2;000 feet beyond our performance limit; I decided it was safer to land than go around which would require crossing three active runways on climb out. The taxiing aircraft appeared to enter 22R westbound from Hotel; turn southwest on 22R and exit westbound on Echo. The runway was clear prior to our exit at A1. The First Officer was the flying pilot. I was the Captain performing non-flying duties. The Controller for 22R was also handling departures for 9R and 14L and aircraft crossing runways 22R; 9R and 14R. He had one aircraft in position on 9R and was coordinating 9R departures with 22R arrivals and 14L departures. The taxiing aircraft did not expedite and created a conflict. This event occurred because the taxiing aircraft did not move as expected and the Controller realized too late that it would not clear in time. Aircraft movement at any busy airport requires acute situational awareness from controllers and operators. Controllers expect certain levels of performance which may be lessened by a pilot's unfamiliarity with the airport. Pilots need to recognize when they may not be able to comply with any clearance and inform ATC. A taxiing aircraft has more safe options than a landing aircraft at one hundred feet. During increased operations; ATC supervisors need to be aware of conflicts and be ready to step in to assist in the resolution. Although technically; a go around may have been the prescribed maneuver; considering the airport configuration and aircraft performance; I felt landing was the safer option.
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.