Narrative:

I was established on final approach for landing approximately 1 mi from the threshold of runway 35 at grand prairie municipal airport. 1 aircraft had just landed, when an small aircraft Y taxied into position for takeoff. The small aircraft Y pilot announced his intentions on unicom of a 'no delay departure.' I continued my approach, expecting the previously landed aircraft to clear the ray and the small aircraft Y to begin his departure roll. My approach speed was approximately 10-20 KTS faster than normal, with no headwind component or flaps set. This disrupted my judgement bout how much time there was to execute a go around. With no training for this type of situation, or a mandatory altitude to initiate a go around (similar to decision height), I continued inbound. When I realized that there was no way to land, I executed the go around by maneuvering to the east side of the runway and adding full power. The small aircraft Y lifted off the runway so that he climbed through my altitude as I passed his 3 O'clock position, giving us approximately 50' horizontal sep. I continued straight ahead until I felt it was safe to start a climbing right turn to re-enter the traffic pattern. I believe what caused the problem was the small aircraft Y not waiting for me to land before taxiing on to the active runway. I aggravated the situation by not beginning an earlier go around. To prevent this from happening again, I will establish a decision height for go around when there is an aircraft or obstruction on the runway of intended landing.

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Original NASA ASRS Text

Title: NMAC BETWEEN 2 SMA'S AT F67.

Narrative: I WAS ESTABLISHED ON FINAL APCH FOR LNDG APPROX 1 MI FROM THE THRESHOLD OF RWY 35 AT GRAND PRAIRIE MUNICIPAL ARPT. 1 ACFT HAD JUST LANDED, WHEN AN SMA Y TAXIED INTO POS FOR TKOF. THE SMA Y PLT ANNOUNCED HIS INTENTIONS ON UNICOM OF A 'NO DELAY DEP.' I CONTINUED MY APCH, EXPECTING THE PREVIOUSLY LANDED ACFT TO CLR THE RAY AND THE SMA Y TO BEGIN HIS DEP ROLL. MY APCH SPD WAS APPROX 10-20 KTS FASTER THAN NORMAL, WITH NO HEADWIND COMPONENT OR FLAPS SET. THIS DISRUPTED MY JUDGEMENT BOUT HOW MUCH TIME THERE WAS TO EXECUTE A GAR. WITH NO TRNING FOR THIS TYPE OF SITUATION, OR A MANDATORY ALT TO INITIATE A GAR (SIMILAR TO DECISION HEIGHT), I CONTINUED INBND. WHEN I REALIZED THAT THERE WAS NO WAY TO LAND, I EXECUTED THE GAR BY MANEUVERING TO THE E SIDE OF THE RWY AND ADDING FULL PWR. THE SMA Y LIFTED OFF THE RWY SO THAT HE CLBED THROUGH MY ALT AS I PASSED HIS 3 O'CLOCK POS, GIVING US APPROX 50' HORIZ SEP. I CONTINUED STRAIGHT AHEAD UNTIL I FELT IT WAS SAFE TO START A CLBING RIGHT TURN TO RE-ENTER THE TFC PATTERN. I BELIEVE WHAT CAUSED THE PROB WAS THE SMA Y NOT WAITING FOR ME TO LAND BEFORE TAXIING ON TO THE ACTIVE RWY. I AGGRAVATED THE SITUATION BY NOT BEGINNING AN EARLIER GAR. TO PREVENT THIS FROM HAPPENING AGAIN, I WILL ESTABLISH A DECISION HEIGHT FOR GAR WHEN THERE IS AN ACFT OR OBSTRUCTION ON THE RWY OF INTENDED LNDG.

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.