Narrative:

At approximately XA40 pm on dec sun 1996, after crossing the numbers of runway 25 at 4000 ft, I was told to follow the traffic and cleared for the visual approach to runway 19L. Upon contacting tower, landing clearance was issued for runway 19L. While on final, the preceding traffic landed and almost stopped on the runway, at which time I slowed my king air 350 to its slowest possible speed and shallowed my descent to provide more room between us. After stopping on the runway, the traffic turned left at taxiway south, cleared the runway and stopped. At this time, my aircraft was past the threshold of runway 19L at 50 ft and level. Upon seeing the aircraft clearing the runway, I continued my approach, at which time the landing aircraft then asked the controller which way, left or right. The controller responded, go right, and the traffic pulled back onto the runway to cross to the west side. I was approximately 1500 ft down the runway and began a go around to prevent a collision. I estimate that in passing the other aircraft on the runway, I was approximately 50 ft above and 100 ft horizontal to that aircraft. At this time, I spotted the air carrier departing runway 25 so I began a turn to 270 degrees to avoid one more conflict. It wasn't until after this time the controller issued his instructions. In conclusion, 1) had the controller looked out the window and monitored his traffic, he should have upon landing instructed the aircraft to exit the runway to the right or, 2) after hearing the question, left or right, he should have looked out the window and responded, stop, hold short. In closing, I believe the controller simply didn't look out the window while doing his job. All actions to avoid a serious accident were initiated by myself. The controller was merely issuing instructions in hindsight to what had already taken place. Had I been in an aircraft of lesser performance, a runway collision would have occurred resulting in possible fatalities.

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Original NASA ASRS Text

Title: NMAC BTWN A BEECH KING AIR 350 LNDG AND ANOTHER UNKNOWN ACFT TAXIING AFTER LNDG BACK ACROSS THE RWY IN FRONT OF THE LNDG KING AIR.

Narrative: AT APPROX XA40 PM ON DEC SUN 1996, AFTER XING THE NUMBERS OF RWY 25 AT 4000 FT, I WAS TOLD TO FOLLOW THE TFC AND CLRED FOR THE VISUAL APCH TO RWY 19L. UPON CONTACTING TWR, LNDG CLRNC WAS ISSUED FOR RWY 19L. WHILE ON FINAL, THE PRECEDING TFC LANDED AND ALMOST STOPPED ON THE RWY, AT WHICH TIME I SLOWED MY KING AIR 350 TO ITS SLOWEST POSSIBLE SPD AND SHALLOWED MY DSCNT TO PROVIDE MORE ROOM BTWN US. AFTER STOPPING ON THE RWY, THE TFC TURNED L AT TXWY S, CLRED THE RWY AND STOPPED. AT THIS TIME, MY ACFT WAS PAST THE THRESHOLD OF RWY 19L AT 50 FT AND LEVEL. UPON SEEING THE ACFT CLRING THE RWY, I CONTINUED MY APCH, AT WHICH TIME THE LNDG ACFT THEN ASKED THE CTLR WHICH WAY, L OR R. THE CTLR RESPONDED, GO R, AND THE TFC PULLED BACK ONTO THE RWY TO CROSS TO THE W SIDE. I WAS APPROX 1500 FT DOWN THE RWY AND BEGAN A GAR TO PREVENT A COLLISION. I ESTIMATE THAT IN PASSING THE OTHER ACFT ON THE RWY, I WAS APPROX 50 FT ABOVE AND 100 FT HORIZ TO THAT ACFT. AT THIS TIME, I SPOTTED THE ACR DEPARTING RWY 25 SO I BEGAN A TURN TO 270 DEGS TO AVOID ONE MORE CONFLICT. IT WASN'T UNTIL AFTER THIS TIME THE CTLR ISSUED HIS INSTRUCTIONS. IN CONCLUSION, 1) HAD THE CTLR LOOKED OUT THE WINDOW AND MONITORED HIS TFC, HE SHOULD HAVE UPON LNDG INSTRUCTED THE ACFT TO EXIT THE RWY TO THE R OR, 2) AFTER HEARING THE QUESTION, L OR R, HE SHOULD HAVE LOOKED OUT THE WINDOW AND RESPONDED, STOP, HOLD SHORT. IN CLOSING, I BELIEVE THE CTLR SIMPLY DIDN'T LOOK OUT THE WINDOW WHILE DOING HIS JOB. ALL ACTIONS TO AVOID A SERIOUS ACCIDENT WERE INITIATED BY MYSELF. THE CTLR WAS MERELY ISSUING INSTRUCTIONS IN HINDSIGHT TO WHAT HAD ALREADY TAKEN PLACE. HAD I BEEN IN AN ACFT OF LESSER PERFORMANCE, A RWY COLLISION WOULD HAVE OCCURRED RESULTING IN POSSIBLE FATALITIES.

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.