Narrative:

On aug/xx/96, I was involved in a situation that involved another plane during final approach to land. The problem began on the ground with the other pilot/plane before flight. The other pilot became angry at me for attempting to fix a questionable radio in my friend's aircraft which this pilot was going to fly. I ignored the conversation and went about my business just because the pilot always wants to cause some kind of trouble/argument with anyone. I had my own problems. I had a cessna 150 that I just got done flying and found that the plane was not running quite right. I did some checking on the ground and found nothing. So I decided to try to duplicate the sound that I heard in the air. I did a normal pattern and proceed to pull the power at the same time I did the first landing. During this time I found no weird sound so I proceed to return to the airport and enter a normal downwind with the appropriate radio call and visual alertness. I continued to set the aircraft up for a landing and made another radio call in the pattern at the base leg turn. I then started setting the aircraft up for a final approach. I made my radio call and proceeded to fly the final approach. As I reached about the time to pull the power to idle I saw a plane pull out on the runway. This didn't bother me because pilots do this and then move off the runway soon enough so to let the airplane on final land. Well in this case, the pilot did not move off the runway and did not respond to my radio calls as warnings of my position. I then proceeded to make additional radio call at short final to let the pilot know that I was almost down. The pilot came on the radio and deliberately told me that he was not moving off the runway and that I should do a go around. Well by the time this radio traffic ended I had pulled the power and committed the landing because I thought he would leave the runway anyway, but he didn't and I had to leap frog over the other plane that was back taxiing on the runway to complete my landing safely. I realize that I could have done a go around but I also had other obstacles in the air, I had a parachute off my near right side and an aircraft on downwind and I had pulled power and was at low airspeed with full 40 degree flaps. The situation presented itself to me and my judgement was to leap frog him to a successful landing and deal with the bad judgement of the other pilot later. Cessna 182 skydiving/jumper plane, this was the aircraft taxiing. Cessna 150 privately owned was on final approach to landing. Contributing factors: other pilot took an argument and bad attitude into the air and tried to argue it out in the air. The other pilot put his life and the others' on board lives in danger due to his inability to obey the regulations and common sense to move off the runway. The other pilot's anger obscured his judgement during his taxi and proceeded to deliberately/verbally on the radio refuse to exit the runway, instead he continued to back taxi. Bad judgement and professionalism. Corrective actions: leap-frogged over the other aircraft to a successful and safe landing at an uncontrolled private airport. Discussions of regulations and possible violation action against the taxiing aircraft and pilot. Personal meeting with other pilot to discuss wrongful judgement and violation of regulations. Human performance considerations: bad judgement decision. Anger affected the taxiing aircraft's pilot's thought process. Taxiing pilot brought an attitude (bad one) in the air. Behavioral moods during the whole ordeal caused bad decision making. Lack of professionalism. Actions or inactions: no action was taken by the taxiing pilot to avoid a collision. I made a maneuver to leap frog over the other aircraft taxiing, at a slow airspeed and made a safe landing behind taxiing aircraft. This however, may not have been the best judgement but at the time I had it seemed to be the safest one and it turned out fine. Violation and rules, no action has been taken to violate or reprimand the other pilot. I have left the airport environment so that I will not have my life endangered by that pilot.

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Original NASA ASRS Text

Title: NMAC AT A NON TWR ARPT. APCH LNDG ON OCCUPIED RWY.

Narrative: ON AUG/XX/96, I WAS INVOLVED IN A SIT THAT INVOLVED ANOTHER PLANE DURING FINAL APCH TO LAND. THE PROB BEGAN ON THE GND WITH THE OTHER PLT/PLANE BEFORE FLT. THE OTHER PLT BECAME ANGRY AT ME FOR ATTEMPTING TO FIX A QUESTIONABLE RADIO IN MY FRIEND'S ACFT WHICH THIS PLT WAS GOING TO FLY. I IGNORED THE CONVERSATION AND WENT ABOUT MY BUSINESS JUST BECAUSE THE PLT ALWAYS WANTS TO CAUSE SOME KIND OF TROUBLE/ARGUMENT WITH ANYONE. I HAD MY OWN PROBS. I HAD A CESSNA 150 THAT I JUST GOT DONE FLYING AND FOUND THAT THE PLANE WAS NOT RUNNING QUITE RIGHT. I DID SOME CHKING ON THE GND AND FOUND NOTHING. SO I DECIDED TO TRY TO DUPLICATE THE SOUND THAT I HEARD IN THE AIR. I DID A NORMAL PATTERN AND PROCEED TO PULL THE PWR AT THE SAME TIME I DID THE FIRST LNDG. DURING THIS TIME I FOUND NO WEIRD SOUND SO I PROCEED TO RETURN TO THE ARPT AND ENTER A NORMAL DOWNWIND WITH THE APPROPRIATE RADIO CALL AND VISUAL ALERTNESS. I CONTINUED TO SET THE ACFT UP FOR A LNDG AND MADE ANOTHER RADIO CALL IN THE PATTERN AT THE BASE LEG TURN. I THEN STARTED SETTING THE ACFT UP FOR A FINAL APCH. I MADE MY RADIO CALL AND PROCEEDED TO FLY THE FINAL APCH. AS I REACHED ABOUT THE TIME TO PULL THE PWR TO IDLE I SAW A PLANE PULL OUT ON THE RWY. THIS DIDN'T BOTHER ME BECAUSE PLTS DO THIS AND THEN MOVE OFF THE RWY SOON ENOUGH SO TO LET THE AIRPLANE ON FINAL LAND. WELL IN THIS CASE, THE PLT DID NOT MOVE OFF THE RWY AND DID NOT RESPOND TO MY RADIO CALLS AS WARNINGS OF MY POS. I THEN PROCEEDED TO MAKE ADDITIONAL RADIO CALL AT SHORT FINAL TO LET THE PLT KNOW THAT I WAS ALMOST DOWN. THE PLT CAME ON THE RADIO AND DELIBERATELY TOLD ME THAT HE WAS NOT MOVING OFF THE RWY AND THAT I SHOULD DO A GAR. WELL BY THE TIME THIS RADIO TFC ENDED I HAD PULLED THE PWR AND COMMITTED THE LNDG BECAUSE I THOUGHT HE WOULD LEAVE THE RWY ANYWAY, BUT HE DIDN'T AND I HAD TO LEAP FROG OVER THE OTHER PLANE THAT WAS BACK TAXIING ON THE RWY TO COMPLETE MY LNDG SAFELY. I REALIZE THAT I COULD HAVE DONE A GAR BUT I ALSO HAD OTHER OBSTACLES IN THE AIR, I HAD A PARACHUTE OFF MY NEAR R SIDE AND AN ACFT ON DOWNWIND AND I HAD PULLED PWR AND WAS AT LOW AIRSPD WITH FULL 40 DEG FLAPS. THE SIT PRESENTED ITSELF TO ME AND MY JUDGEMENT WAS TO LEAP FROG HIM TO A SUCCESSFUL LNDG AND DEAL WITH THE BAD JUDGEMENT OF THE OTHER PLT LATER. CESSNA 182 SKYDIVING/JUMPER PLANE, THIS WAS THE ACFT TAXIING. CESSNA 150 PRIVATELY OWNED WAS ON FINAL APCH TO LNDG. CONTRIBUTING FACTORS: OTHER PLT TOOK AN ARGUMENT AND BAD ATTITUDE INTO THE AIR AND TRIED TO ARGUE IT OUT IN THE AIR. THE OTHER PLT PUT HIS LIFE AND THE OTHERS' ON BOARD LIVES IN DANGER DUE TO HIS INABILITY TO OBEY THE REGS AND COMMON SENSE TO MOVE OFF THE RWY. THE OTHER PLT'S ANGER OBSCURED HIS JUDGEMENT DURING HIS TAXI AND PROCEEDED TO DELIBERATELY/VERBALLY ON THE RADIO REFUSE TO EXIT THE RWY, INSTEAD HE CONTINUED TO BACK TAXI. BAD JUDGEMENT AND PROFESSIONALISM. CORRECTIVE ACTIONS: LEAP-FROGGED OVER THE OTHER ACFT TO A SUCCESSFUL AND SAFE LNDG AT AN UNCTLED PVT ARPT. DISCUSSIONS OF REGS AND POSSIBLE VIOLATION ACTION AGAINST THE TAXIING ACFT AND PLT. PERSONAL MEETING WITH OTHER PLT TO DISCUSS WRONGFUL JUDGEMENT AND VIOLATION OF REGS. HUMAN PERFORMANCE CONSIDERATIONS: BAD JUDGEMENT DECISION. ANGER AFFECTED THE TAXIING ACFT'S PLT'S THOUGHT PROCESS. TAXIING PLT BROUGHT AN ATTITUDE (BAD ONE) IN THE AIR. BEHAVIORAL MOODS DURING THE WHOLE ORDEAL CAUSED BAD DECISION MAKING. LACK OF PROFESSIONALISM. ACTIONS OR INACTIONS: NO ACTION WAS TAKEN BY THE TAXIING PLT TO AVOID A COLLISION. I MADE A MANEUVER TO LEAP FROG OVER THE OTHER ACFT TAXIING, AT A SLOW AIRSPD AND MADE A SAFE LNDG BEHIND TAXIING ACFT. THIS HOWEVER, MAY NOT HAVE BEEN THE BEST JUDGEMENT BUT AT THE TIME I HAD IT SEEMED TO BE THE SAFEST ONE AND IT TURNED OUT FINE. VIOLATION AND RULES, NO ACTION HAS BEEN TAKEN TO VIOLATE OR REPRIMAND THE OTHER PLT. I HAVE LEFT THE ARPT ENVIRONMENT SO THAT I WILL NOT HAVE MY LIFE ENDANGERED BY THAT PLT.

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.