Narrative:

On the ground at gtr. Our IFR clearance to bna was delayed due to inbound traffic. Gtr is a small uncontrolled airport. Radar services are provided by nearby cbm. We were advised that there were several IFR inbnds and would not be able to get our clearance at that time. The WX...700 sct 1500 sct with ceiling 2900 ovc and 5 mi visibility. The cloud bases were very ragged and in some quadrants. The report seemed a little optimistic in view of what we saw. So, we decided to wait on ground until we could receive IFR clearance. An small transport was doing practice approachs on the ILS. We saw a corp jet land. After he was clear of the runway, we received our IFR clearance. Clearance also advised that there was VFR traffic in the area. I took this to mean that the VFR traffic was outside the control zone or at any of the 3 nearby uncontrolled fields. Except for the small transport and the jet, we had heard no other traffic call on unicom for gtr. After checking visly the final approach I made our takeoff intentions known on the unicom frequency and started to taxi onto the runway for takeoff. I then heard a voice on the radio say 'there's one on short final.' I stopped immediately and saw an light transport Y on short final. We were stopped just past the runway hold short line. I questioned the light transport Y on unicom as to whether he would go around. I recieved no reply. The light transport Y continued a normal approach and passed within 50-75' over and just in front of our plane and landed less than 1000' beyond. Not wanting to get into a heated discussion on the radio, I decided to wait until returning to our base to pursue the matter. After takeoff, a query to cbm departure control told us that the light transport which was a far 135/121 air carrier based in memphis, tn, had cancelled IFR south of gtr and proceeded VFR. I very much believe that this incident was caused by a combination of minor errors committed by us, the crew of the light transport Y and cbm clearance. As for ourselves, while waiting for our clearance, we monitored clearance on one radio and unicom on the other. During this time we checked AWOS once using the radio that was monitoring unicom. However it was inadvertently switched to company frequency after getting the AWOS information instead of back to unicom. Although I did notice that and switched back to unicom at least 3 mins prior to announcing our takeoff intentions. It is possible that the light transport Y may have made a call to unicom during this time. At first I had assumed the voice I heard warning me was from the light transport Y. However, I now feel that it may have been from the jet that had landed just prior. The light transport Y crew may never have noticed our runway incursion, which would account for them not going around or at least crossing the threshold higher and landing longer.

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Original NASA ASRS Text

Title: CLOSE PROX COMMUTER LTT TAXIED PAST THE RWY HOLD SHORT LINE AND ANOTHER COMMUTER LTT ON SHORT FINAL LANDED OVER THE HOLDING ACFT.

Narrative: ON THE GND AT GTR. OUR IFR CLRNC TO BNA WAS DELAYED DUE TO INBND TFC. GTR IS A SMALL UNCTLED ARPT. RADAR SVCS ARE PROVIDED BY NEARBY CBM. WE WERE ADVISED THAT THERE WERE SEVERAL IFR INBNDS AND WOULD NOT BE ABLE TO GET OUR CLRNC AT THAT TIME. THE WX...700 SCT 1500 SCT WITH CEILING 2900 OVC AND 5 MI VISIBILITY. THE CLOUD BASES WERE VERY RAGGED AND IN SOME QUADRANTS. THE RPT SEEMED A LITTLE OPTIMISTIC IN VIEW OF WHAT WE SAW. SO, WE DECIDED TO WAIT ON GND UNTIL WE COULD RECEIVE IFR CLRNC. AN SMT WAS DOING PRACTICE APCHS ON THE ILS. WE SAW A CORP JET LAND. AFTER HE WAS CLR OF THE RWY, WE RECEIVED OUR IFR CLRNC. CLRNC ALSO ADVISED THAT THERE WAS VFR TFC IN THE AREA. I TOOK THIS TO MEAN THAT THE VFR TFC WAS OUTSIDE THE CTL ZONE OR AT ANY OF THE 3 NEARBY UNCTLED FIELDS. EXCEPT FOR THE SMT AND THE JET, WE HAD HEARD NO OTHER TFC CALL ON UNICOM FOR GTR. AFTER CHKING VISLY THE FINAL APCH I MADE OUR TKOF INTENTIONS KNOWN ON THE UNICOM FREQ AND STARTED TO TAXI ONTO THE RWY FOR TKOF. I THEN HEARD A VOICE ON THE RADIO SAY 'THERE'S ONE ON SHORT FINAL.' I STOPPED IMMEDIATELY AND SAW AN LTT Y ON SHORT FINAL. WE WERE STOPPED JUST PAST THE RWY HOLD SHORT LINE. I QUESTIONED THE LTT Y ON UNICOM AS TO WHETHER HE WOULD GO AROUND. I RECIEVED NO REPLY. THE LTT Y CONTINUED A NORMAL APCH AND PASSED WITHIN 50-75' OVER AND JUST IN FRONT OF OUR PLANE AND LANDED LESS THAN 1000' BEYOND. NOT WANTING TO GET INTO A HEATED DISCUSSION ON THE RADIO, I DECIDED TO WAIT UNTIL RETURNING TO OUR BASE TO PURSUE THE MATTER. AFTER TKOF, A QUERY TO CBM DEP CTL TOLD US THAT THE LTT WHICH WAS A FAR 135/121 AIR CARRIER BASED IN MEMPHIS, TN, HAD CANCELLED IFR S OF GTR AND PROCEEDED VFR. I VERY MUCH BELIEVE THAT THIS INCIDENT WAS CAUSED BY A COMBINATION OF MINOR ERRORS COMMITTED BY US, THE CREW OF THE LTT Y AND CBM CLRNC. AS FOR OURSELVES, WHILE WAITING FOR OUR CLRNC, WE MONITORED CLRNC ON ONE RADIO AND UNICOM ON THE OTHER. DURING THIS TIME WE CHKED AWOS ONCE USING THE RADIO THAT WAS MONITORING UNICOM. HOWEVER IT WAS INADVERTENTLY SWITCHED TO COMPANY FREQ AFTER GETTING THE AWOS INFO INSTEAD OF BACK TO UNICOM. ALTHOUGH I DID NOTICE THAT AND SWITCHED BACK TO UNICOM AT LEAST 3 MINS PRIOR TO ANNOUNCING OUR TKOF INTENTIONS. IT IS POSSIBLE THAT THE LTT Y MAY HAVE MADE A CALL TO UNICOM DURING THIS TIME. AT FIRST I HAD ASSUMED THE VOICE I HEARD WARNING ME WAS FROM THE LTT Y. HOWEVER, I NOW FEEL THAT IT MAY HAVE BEEN FROM THE JET THAT HAD LANDED JUST PRIOR. THE LTT Y CREW MAY NEVER HAVE NOTICED OUR RWY INCURSION, WHICH WOULD ACCOUNT FOR THEM NOT GOING AROUND OR AT LEAST XING THE THRESHOLD HIGHER AND LNDG LONGER.

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.