Narrative:

This report is about a runway incursion that I was involved in at wvi. I was flying my experimental varieze on a cross country trip and stopping at wvi for fuel. I monitored CTAF and announced on CTAF my intentions to land on the active runway 20 at points 10 NM and 5 NM from the airport. I entered the traffic pattern for runway 20 on the 45 degree behind a cherokee and announced my position on CTAF on the 45 degree and downwind. The airport traffic pattern had 4-5 airplanes in it, all making the normal radio calls, as recommended by the FAA, making the frequency somewhat congested. An aircraft holding short of runway 20 waiting to takeoff asked the cherokee to extend the downwind to let the 2 aircraft waiting to takeoff. The cherokee agreed and extended approximately 2 mi from the runway end. The 2 aircraft waiting departed before the cherokee was on short final. I turned base and final approximately 1 mi behind the cherokee and announced my position and intent on CTAF. After the cherokee landed a C210 which was waiting behind the runway hold short line started to pull straight onto the runway, without any advisory call, for departure while I was on quarter mi final. At the moment of the initial movement of the cessna towards the runway, the radio frequency was blocked so I was unable to notify the cessna pilot that I was on a very short final. I then initiated a go around and over the radio when there was a break told the cessna pilot that he had pulled onto the runway in front of me. I had slowed my varieze to 75-80 mph for the short final and needed to accelerate to 110-115 mph to obtain a best rate of climb. I descended to approximately 50 ft AGL while pulling to the right side of the runway to avoid the cessna. I re-established a climb when I was certain that I was clear and safe of the cessna that had continued his takeoff run and was becoming airborne. Another pilot who witnessed the incursion from the downwind leg of the pattern ostracized the cessna pilot over the radio for the incident. The cessna pilot respond back (first time I heard him on the radio) thinking that it was me claimed that I had 'buzzed' him. When I was on crosswind leg, I had the chance to tell the cessna pilot that I didn't appreciate the incursion and advised him to look toward the approach leg before he pulls out onto the runway. I flew the pattern for a landing, and I believe that the cessna pilot continued out and departed the area. I believe that the primary cause of this incident was the failure of the cessna pilot to turn his aircraft so that he had an unobstructed view of the approach airspace of the runway and his ensure that it was clear to take the runway. The high wing of a cessna obscures much of the final approach airspace when the aircraft is positioned at a right angle to the runway. The cessna pilot also failed to monitor the CTAF and keep track of the aircraft in the pattern. Aircraft such as the varieze and long-eze are more difficult to see, and effort must be taken to see them. My low approach to the cessna was due to the higher speeds needed in the aircraft for best rate of climb and point of which the cessna pulled out in front of me. The difficulty visibility of objects from the cockpit of the varieze that are underneath it contributed to my reluctance to pulling up when I was low near the cessna. The frequency congestion of the aircraft in the traffic pattern making their position reports around the pattern prevented me from making a short final call when the cessna first commenced his roll toward the runway.

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Original NASA ASRS Text

Title: PVT PLT OF AN EXPERIMENTAL VARIEZE MADE A GAR WHEN A C210 TAXIED ONTO THE RWY AND TOOK OFF IN FRONT OF HIM WHEN HE WAS ON SHORT FINAL AND WAS UNABLE TO NOTIFY THE CESSNA OVER THE UNICOM FREQ THAT HE WAS ON SHORT FINAL DUE TO RADIO CONGESTION.

Narrative: THIS RPT IS ABOUT A RWY INCURSION THAT I WAS INVOLVED IN AT WVI. I WAS FLYING MY EXPERIMENTAL VARIEZE ON A XCOUNTRY TRIP AND STOPPING AT WVI FOR FUEL. I MONITORED CTAF AND ANNOUNCED ON CTAF MY INTENTIONS TO LAND ON THE ACTIVE RWY 20 AT POINTS 10 NM AND 5 NM FROM THE ARPT. I ENTERED THE TFC PATTERN FOR RWY 20 ON THE 45 DEG BEHIND A CHEROKEE AND ANNOUNCED MY POS ON CTAF ON THE 45 DEG AND DOWNWIND. THE ARPT TFC PATTERN HAD 4-5 AIRPLANES IN IT, ALL MAKING THE NORMAL RADIO CALLS, AS RECOMMENDED BY THE FAA, MAKING THE FREQ SOMEWHAT CONGESTED. AN ACFT HOLDING SHORT OF RWY 20 WAITING TO TKOF ASKED THE CHEROKEE TO EXTEND THE DOWNWIND TO LET THE 2 ACFT WAITING TO TKOF. THE CHEROKEE AGREED AND EXTENDED APPROX 2 MI FROM THE RWY END. THE 2 ACFT WAITING DEPARTED BEFORE THE CHEROKEE WAS ON SHORT FINAL. I TURNED BASE AND FINAL APPROX 1 MI BEHIND THE CHEROKEE AND ANNOUNCED MY POS AND INTENT ON CTAF. AFTER THE CHEROKEE LANDED A C210 WHICH WAS WAITING BEHIND THE RWY HOLD SHORT LINE STARTED TO PULL STRAIGHT ONTO THE RWY, WITHOUT ANY ADVISORY CALL, FOR DEP WHILE I WAS ON QUARTER MI FINAL. AT THE MOMENT OF THE INITIAL MOVEMENT OF THE CESSNA TOWARDS THE RWY, THE RADIO FREQ WAS BLOCKED SO I WAS UNABLE TO NOTIFY THE CESSNA PLT THAT I WAS ON A VERY SHORT FINAL. I THEN INITIATED A GAR AND OVER THE RADIO WHEN THERE WAS A BREAK TOLD THE CESSNA PLT THAT HE HAD PULLED ONTO THE RWY IN FRONT OF ME. I HAD SLOWED MY VARIEZE TO 75-80 MPH FOR THE SHORT FINAL AND NEEDED TO ACCELERATE TO 110-115 MPH TO OBTAIN A BEST RATE OF CLB. I DSNDED TO APPROX 50 FT AGL WHILE PULLING TO THE R SIDE OF THE RWY TO AVOID THE CESSNA. I RE-ESTABLISHED A CLB WHEN I WAS CERTAIN THAT I WAS CLR AND SAFE OF THE CESSNA THAT HAD CONTINUED HIS TKOF RUN AND WAS BECOMING AIRBORNE. ANOTHER PLT WHO WITNESSED THE INCURSION FROM THE DOWNWIND LEG OF THE PATTERN OSTRACIZED THE CESSNA PLT OVER THE RADIO FOR THE INCIDENT. THE CESSNA PLT RESPOND BACK (FIRST TIME I HEARD HIM ON THE RADIO) THINKING THAT IT WAS ME CLAIMED THAT I HAD 'BUZZED' HIM. WHEN I WAS ON XWIND LEG, I HAD THE CHANCE TO TELL THE CESSNA PLT THAT I DIDN'T APPRECIATE THE INCURSION AND ADVISED HIM TO LOOK TOWARD THE APCH LEG BEFORE HE PULLS OUT ONTO THE RWY. I FLEW THE PATTERN FOR A LNDG, AND I BELIEVE THAT THE CESSNA PLT CONTINUED OUT AND DEPARTED THE AREA. I BELIEVE THAT THE PRIMARY CAUSE OF THIS INCIDENT WAS THE FAILURE OF THE CESSNA PLT TO TURN HIS ACFT SO THAT HE HAD AN UNOBSTRUCTED VIEW OF THE APCH AIRSPACE OF THE RWY AND HIS ENSURE THAT IT WAS CLR TO TAKE THE RWY. THE HIGH WING OF A CESSNA OBSCURES MUCH OF THE FINAL APCH AIRSPACE WHEN THE ACFT IS POSITIONED AT A R ANGLE TO THE RWY. THE CESSNA PLT ALSO FAILED TO MONITOR THE CTAF AND KEEP TRACK OF THE ACFT IN THE PATTERN. ACFT SUCH AS THE VARIEZE AND LONG-EZE ARE MORE DIFFICULT TO SEE, AND EFFORT MUST BE TAKEN TO SEE THEM. MY LOW APCH TO THE CESSNA WAS DUE TO THE HIGHER SPDS NEEDED IN THE ACFT FOR BEST RATE OF CLB AND POINT OF WHICH THE CESSNA PULLED OUT IN FRONT OF ME. THE DIFFICULTY VISIBILITY OF OBJECTS FROM THE COCKPIT OF THE VARIEZE THAT ARE UNDERNEATH IT CONTRIBUTED TO MY RELUCTANCE TO PULLING UP WHEN I WAS LOW NEAR THE CESSNA. THE FREQ CONGESTION OF THE ACFT IN THE TFC PATTERN MAKING THEIR POS RPTS AROUND THE PATTERN PREVENTED ME FROM MAKING A SHORT FINAL CALL WHEN THE CESSNA FIRST COMMENCED HIS ROLL TOWARD 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.