Narrative:

We were being vectored for a visibility approach to runway 18 at cvg and I was giving IOE to a new copilot. We were instructed to contact tower, who cleared us to land and to hold short of the intersection of 18 and 27L. I acknowledged and we continued. Everything was normal until we began the flare. We crossed the threshold on glide path and at vref, but he started the flare a little early and we leveled off about 5' above T/D. He did not pull off much power. During most of his previous lndgs he had been pulling off too much, causing very firm T/D's. We floated a little longer than normal, but at the time it did not seem excessive. As we touched down, tower issued a warning that if we were not going to be able to hold short of the intersection, we had better expedite through it. I took control of the aircraft and began hard braking as I simultaneously slammed the power levers aft, into full reverse. During the 1-2 seconds that it takes the engines to spool up to full reverse, I could now see where we were in relation to 27L and determined that we would probably not get stopped prior to the intersection. Taking tower's advise, I got off the brakes and pushed the power levers forward to expedite as much as possible through the intersection. Just prior to the intersection, I caught a glimpse of landing and taxi lights in my peripheral vision on my left and glanced that way as we crossed 27L to see a large aircraft, that we were crossing in front of by about 75-100'. The tower supervisor told me later (on the phone) that the aircraft involved was an air carrier jet and that he had had to use hard braking to avoid a conflict. Contributing factors, as I see them, are: both my copilot and I were tired and not as sharp as we could/should have been. We had just completed an intensive period of initial aircraft training. I did not get a good night's sleep the night prior (due to a noisy hotel room), and we were on our seventh leg of the day (and our second night leg). We may have had a tailwind for landing another aircraft that had just landed on 27L (the active) and told tower that they had experienced an instantaneous 25 KTS crosswind at 200' during their approach and landing. It was very dark with no moon (overcast cloud layers) and it is very hard to see runway lights from the side when approaching crossing runways, so therefore, very difficult to perceive your distance from at night.

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Original NASA ASRS Text

Title: COMMUTER LTT FAILED TO HOLD SHORT OF CROSSING RWY AS CLRNC AND ACKNOWLEDGED CAUSING CRITICAL GND CONFLICT.

Narrative: WE WERE BEING VECTORED FOR A VIS APCH TO RWY 18 AT CVG AND I WAS GIVING IOE TO A NEW COPLT. WE WERE INSTRUCTED TO CONTACT TWR, WHO CLRED US TO LAND AND TO HOLD SHORT OF THE INTXN OF 18 AND 27L. I ACKNOWLEDGED AND WE CONTINUED. EVERYTHING WAS NORMAL UNTIL WE BEGAN THE FLARE. WE CROSSED THE THRESHOLD ON GLIDE PATH AND AT VREF, BUT HE STARTED THE FLARE A LITTLE EARLY AND WE LEVELED OFF ABOUT 5' ABOVE T/D. HE DID NOT PULL OFF MUCH PWR. DURING MOST OF HIS PREVIOUS LNDGS HE HAD BEEN PULLING OFF TOO MUCH, CAUSING VERY FIRM T/D'S. WE FLOATED A LITTLE LONGER THAN NORMAL, BUT AT THE TIME IT DID NOT SEEM EXCESSIVE. AS WE TOUCHED DOWN, TWR ISSUED A WARNING THAT IF WE WERE NOT GOING TO BE ABLE TO HOLD SHORT OF THE INTXN, WE HAD BETTER EXPEDITE THROUGH IT. I TOOK CTL OF THE ACFT AND BEGAN HARD BRAKING AS I SIMULTANEOUSLY SLAMMED THE PWR LEVERS AFT, INTO FULL REVERSE. DURING THE 1-2 SECS THAT IT TAKES THE ENGS TO SPOOL UP TO FULL REVERSE, I COULD NOW SEE WHERE WE WERE IN RELATION TO 27L AND DETERMINED THAT WE WOULD PROBABLY NOT GET STOPPED PRIOR TO THE INTXN. TAKING TWR'S ADVISE, I GOT OFF THE BRAKES AND PUSHED THE PWR LEVERS FORWARD TO EXPEDITE AS MUCH AS POSSIBLE THROUGH THE INTXN. JUST PRIOR TO THE INTXN, I CAUGHT A GLIMPSE OF LNDG AND TAXI LIGHTS IN MY PERIPHERAL VISION ON MY LEFT AND GLANCED THAT WAY AS WE CROSSED 27L TO SEE A LARGE ACFT, THAT WE WERE XING IN FRONT OF BY ABOUT 75-100'. THE TWR SUPVR TOLD ME LATER (ON THE PHONE) THAT THE ACFT INVOLVED WAS AN ACR JET AND THAT HE HAD HAD TO USE HARD BRAKING TO AVOID A CONFLICT. CONTRIBUTING FACTORS, AS I SEE THEM, ARE: BOTH MY COPLT AND I WERE TIRED AND NOT AS SHARP AS WE COULD/SHOULD HAVE BEEN. WE HAD JUST COMPLETED AN INTENSIVE PERIOD OF INITIAL ACFT TRNING. I DID NOT GET A GOOD NIGHT'S SLEEP THE NIGHT PRIOR (DUE TO A NOISY HOTEL ROOM), AND WE WERE ON OUR SEVENTH LEG OF THE DAY (AND OUR SECOND NIGHT LEG). WE MAY HAVE HAD A TAILWIND FOR LNDG ANOTHER ACFT THAT HAD JUST LANDED ON 27L (THE ACTIVE) AND TOLD TWR THAT THEY HAD EXPERIENCED AN INSTANTANEOUS 25 KTS XWIND AT 200' DURING THEIR APCH AND LNDG. IT WAS VERY DARK WITH NO MOON (OVCST CLOUD LAYERS) AND IT IS VERY HARD TO SEE RWY LIGHTS FROM THE SIDE WHEN APCHING XING RWYS, SO THEREFORE, VERY DIFFICULT TO PERCEIVE YOUR DISTANCE FROM AT NIGHT.

Data retrieved from NASA's ASRS site as of July 2007 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.