Narrative:

As we were on short final for runway 14 at sby, a cessna 150 type airplane started to taxi on the end of the runway from the right side of the runway. As my first officer and I were discussing the need for a go around maneuver, events unfolded which made a go around unnecessary. The sby FSS specialist informed the pilot of the cessna of our position on final. The cessna pilot promptly stopped his taxi on the end edge of the runway. The FSS specialist then asked if the pilot of the cessna could clear the end of the runway. The cessna pilot could not taxi off the edge of the runway without taxiing on the runway to turn around. Then the FSS specialist asked the pilot of the cessna to hold his position and let us land on the runway. The cessna pilot agreed to hold his position in order to allow our landing. My first officer expressed concern about over-flying the cessna. I agreed with his concern. Also, I felt that with the cessna holding position, no reduction in safety would occur with a continued approach and landing. I maneuvered the airplane a bit to the left of center and then back to runway centerline to avoid over-flight of the cessna. A normal landing on centerline in the touchdown zone of the runway was made. After landing, taxiing toward the terminal my first officer said that he did not feel as though we should have landed with the runway incursion by the cessna. He stated his belief in a 1 airplane on the runway at a time rule. As I had never heard of that rule, I did not appreciate his concern until after landing. Had the FSS specialist not intervened, a resultant go around have proved much less stressful than the disagreement over continued landing approach with a cessna on the approach edge of the runway.

Related reports:

Google
 

Original NASA ASRS Text

Title: FLC OF AN MDT LANDED ON AN UNCTLED ARPT RWY WHEN ANOTHER ACFT WAS STOPPED ON THE END OF THE RWY.

Narrative: AS WE WERE ON SHORT FINAL FOR RWY 14 AT SBY, A CESSNA 150 TYPE AIRPLANE STARTED TO TAXI ON THE END OF THE RWY FROM THE R SIDE OF THE RWY. AS MY FO AND I WERE DISCUSSING THE NEED FOR A GAR MANEUVER, EVENTS UNFOLDED WHICH MADE A GAR UNNECESSARY. THE SBY FSS SPECIALIST INFORMED THE PLT OF THE CESSNA OF OUR POS ON FINAL. THE CESSNA PLT PROMPTLY STOPPED HIS TAXI ON THE END EDGE OF THE RWY. THE FSS SPECIALIST THEN ASKED IF THE PLT OF THE CESSNA COULD CLR THE END OF THE RWY. THE CESSNA PLT COULD NOT TAXI OFF THE EDGE OF THE RWY WITHOUT TAXIING ON THE RWY TO TURN AROUND. THEN THE FSS SPECIALIST ASKED THE PLT OF THE CESSNA TO HOLD HIS POS AND LET US LAND ON THE RWY. THE CESSNA PLT AGREED TO HOLD HIS POS IN ORDER TO ALLOW OUR LNDG. MY FO EXPRESSED CONCERN ABOUT OVER-FLYING THE CESSNA. I AGREED WITH HIS CONCERN. ALSO, I FELT THAT WITH THE CESSNA HOLDING POS, NO REDUCTION IN SAFETY WOULD OCCUR WITH A CONTINUED APCH AND LNDG. I MANEUVERED THE AIRPLANE A BIT TO THE L OF CTR AND THEN BACK TO RWY CTRLINE TO AVOID OVER-FLT OF THE CESSNA. A NORMAL LNDG ON CTRLINE IN THE TOUCHDOWN ZONE OF THE RWY WAS MADE. AFTER LNDG, TAXIING TOWARD THE TERMINAL MY FO SAID THAT HE DID NOT FEEL AS THOUGH WE SHOULD HAVE LANDED WITH THE RWY INCURSION BY THE CESSNA. HE STATED HIS BELIEF IN A 1 AIRPLANE ON THE RWY AT A TIME RULE. AS I HAD NEVER HEARD OF THAT RULE, I DID NOT APPRECIATE HIS CONCERN UNTIL AFTER LNDG. HAD THE FSS SPECIALIST NOT INTERVENED, A RESULTANT GAR HAVE PROVED MUCH LESS STRESSFUL THAN THE DISAGREEMENT OVER CONTINUED LNDG APCH WITH A CESSNA ON THE APCH EDGE OF THE RWY.

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.