Narrative:

I departed ack for bos on an IFR flight plan. Upon being given clearance for the approach to runway 27 in bos, I was given a land hold short clearance 'clear to land runway 27 hold short of runway 22L.' I read it back, accepting the clearance. I was then told to keep my speed up inside the marker and handed off to tower. Due to being behind a B757 I maintained a 2-3 DOT position above the GS. I had experienced some wake turbulence from it earlier. My airspeed in the descent was 180 KTS, approximately 160 KTS at the threshold. After touching down, I realized I would be unable to hold short but due to the congestion on the frequency, I was unable to communicate this to the tower. I did try to communicate this. During my rollout, I saw 1 airplane which had departed runway 22L at 200 ft above and just ahead of the intersection, and an aircraft in position at the far end. I determined that convergence was not a factor and that the safest course of action was to cross the runway 22L rather than risk stopping on it or worse. After taxiing in to the gate, I contacted tower. There was a tailwind of 160 degrees at 4 KTS when I landed. Supplemental information from acn 378875: we were cleared for takeoff a few mins later and at approximately 30 KTS I saw the cessna cross the end of runway 22L. Since the cessna was so far away and only on the runway for a moment, I decided to continue the takeoff.

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Original NASA ASRS Text

Title: C402 PLT, LNDG RWY 27 AT BOS, CROSSED RWY 22L IN VIOLATION OF THE LAND HOLD SHORT CLRNC RECEIVED. PLT HAD BEEN HIGH ON GS FOR AVOIDANCE OF B757 WAKE AND FAST BECAUSE OF ATC SPD REQUIREMENT. RPTR ALSO HAD A TAILWIND CONDITION ON RWY 27.

Narrative: I DEPARTED ACK FOR BOS ON AN IFR FLT PLAN. UPON BEING GIVEN CLRNC FOR THE APCH TO RWY 27 IN BOS, I WAS GIVEN A LAND HOLD SHORT CLRNC 'CLR TO LAND RWY 27 HOLD SHORT OF RWY 22L.' I READ IT BACK, ACCEPTING THE CLRNC. I WAS THEN TOLD TO KEEP MY SPD UP INSIDE THE MARKER AND HANDED OFF TO TWR. DUE TO BEING BEHIND A B757 I MAINTAINED A 2-3 DOT POS ABOVE THE GS. I HAD EXPERIENCED SOME WAKE TURB FROM IT EARLIER. MY AIRSPD IN THE DSCNT WAS 180 KTS, APPROX 160 KTS AT THE THRESHOLD. AFTER TOUCHING DOWN, I REALIZED I WOULD BE UNABLE TO HOLD SHORT BUT DUE TO THE CONGESTION ON THE FREQ, I WAS UNABLE TO COMMUNICATE THIS TO THE TWR. I DID TRY TO COMMUNICATE THIS. DURING MY ROLLOUT, I SAW 1 AIRPLANE WHICH HAD DEPARTED RWY 22L AT 200 FT ABOVE AND JUST AHEAD OF THE INTXN, AND AN ACFT IN POS AT THE FAR END. I DETERMINED THAT CONVERGENCE WAS NOT A FACTOR AND THAT THE SAFEST COURSE OF ACTION WAS TO CROSS THE RWY 22L RATHER THAN RISK STOPPING ON IT OR WORSE. AFTER TAXIING IN TO THE GATE, I CONTACTED TWR. THERE WAS A TAILWIND OF 160 DEGS AT 4 KTS WHEN I LANDED. SUPPLEMENTAL INFO FROM ACN 378875: WE WERE CLRED FOR TKOF A FEW MINS LATER AND AT APPROX 30 KTS I SAW THE CESSNA CROSS THE END OF RWY 22L. SINCE THE CESSNA WAS SO FAR AWAY AND ONLY ON THE RWY FOR A MOMENT, I DECIDED TO CONTINUE THE TKOF.

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.