What happens is that pilots with reasonable survival instinct would become proactive and intervene MANUALLY by pulling back the stick/yoke/wheel and shoving and holding the throttles/thrust levers forward
Been there-done that and it worked well, thank goodness. Night landing in a 737 to Guam in the Western Pacific Region. ILS to 6L and when visual, cleared to side step to land 6R. Panam 747 holding on taxiway joining the approach end of both runways and awaiting clearance to line up and take off 6L as soon as we confirmed sidestepping to land 6R. In other words he was holding at 90 degrees to 6L with his tail facing the threshold of 6R about 60 metres away.
We called sidestepping and ATC cleared Panam to take off on 6L. No ILS or VASIS on 6R. We came over the threshold of 6R slightly high due no glide slope. It was dark.
About 50 feet the wings rocked and the 737 seemed to fall out of the sky with PM calling urgently Vref minus 20. It happened so quickly. I instinctively firewalled the engines and pulled back to 15 degrees body angle on instruments and waited for the impact. As it turned out we caught the sink in time and the wheels did not hit before we climbed away.
The cause of the incident was the 747 had opened up to break-away thrust while on the taxiway at 90 degrees to 6R and we caught the jet blast from his engines as we passed behind him at 50 feet. If the crew of the 747 had acted immediately to taxi on to 6L when cleared by ATC the incident would have never happened. Instead the 747 crew failed to commence taxiing when cleared, maybe briefing or reading checklists while staying put on the cross taxiway before starting to roll on to 6L. It was an uncomfortable moment for us.