Narrative:

With the ATIS, my flying partner and I called ground control and received permission to taxi to runway 30 for departure. After run- up, I taxied up to the runway boundary lines and called the tower, 'ready for takeoff.' I read back the 'hold short, landing traffic' instruction from the tower and held my position off the runway. An approaching C172, from one of the local base operators, made what looked like an unstable landing approach. With utter amazement, we watched as the C172 bounced off the runway in front of us, and then proceeded to porpoise and bounce seemingly out of control down the runway, with no observable attempt to execute a go around. When the C172 neared the end of the runway, we watched in shock as the aircraft assumed a dangerously high unsafe nose up attitude with its tail section about 10 ft off the runway. At this point, I pressed the microphone button and called out the following warning on tower frequency, 'push the nose down, you are going to stall! Push the nose down, you are going to crash!' an answer came back, 'we are under control, there is an instructor on board.' the C172 then assumed a more normal attitude as it barely cleared the roadway fence at the airport boundary, 400 ft past the end of the runway, overflying the automotive traffic on the roadway at an estimated altitude of less than 30 ft. After just witnessing what I believed had been a near accident, I was totally distraction from the proper control of my own aircraft and proceeded to make my own dangerously unsafe move. Without waiting to regain my composure and a sense of what was actually going on around me, seeing that the runway was now clear, and we were first in line, I proceeded to taxi onto the runway and hold position for takeoff without actually receiving such instruction from the tower. In doing so, I cut off a piper warrior on short final for landing on the same runway. The tower immediately instructed the piper warrior to go around and promptly informed me that I had taxied onto the runway without permission, reminding me that the instruction had been to 'hold short.' I immediately turned my airplane around and taxied off the runway. The piper warrior had sufficient time to make the go around at a safe altitude. When back on the taxiway, clear of the runway, the tower then instructed us to 'taxi into position and hold.' I read back the instruction and proceeded to do so. As the piper warrior made his climb out on the go around, the tower cleared us for takeoff. We proceeded to takeoff and properly depart the area without further distraction. At frequency change, the tower controller did not seem to be upset by what had just occurred.

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Original NASA ASRS Text

Title: C172 PLT PERCEIVED THAT A LNDG ACFT ALMOST CRASHED. HE BECAME SO EMOTIONALLY SHAKEN UP BY THIS, HE PROCEEDED TO TAXI ONTO THE ACTIVE RWY WITHOUT CLRNC. HE THEN CUT OFF ANOTHER LNDG ACFT.

Narrative: WITH THE ATIS, MY FLYING PARTNER AND I CALLED GND CTL AND RECEIVED PERMISSION TO TAXI TO RWY 30 FOR DEP. AFTER RUN- UP, I TAXIED UP TO THE RWY BOUNDARY LINES AND CALLED THE TWR, 'READY FOR TKOF.' I READ BACK THE 'HOLD SHORT, LNDG TFC' INSTRUCTION FROM THE TWR AND HELD MY POS OFF THE RWY. AN APCHING C172, FROM ONE OF THE LCL BASE OPERATORS, MADE WHAT LOOKED LIKE AN UNSTABLE LNDG APCH. WITH UTTER AMAZEMENT, WE WATCHED AS THE C172 BOUNCED OFF THE RWY IN FRONT OF US, AND THEN PROCEEDED TO PORPOISE AND BOUNCE SEEMINGLY OUT OF CTL DOWN THE RWY, WITH NO OBSERVABLE ATTEMPT TO EXECUTE A GAR. WHEN THE C172 NEARED THE END OF THE RWY, WE WATCHED IN SHOCK AS THE ACFT ASSUMED A DANGEROUSLY HIGH UNSAFE NOSE UP ATTITUDE WITH ITS TAIL SECTION ABOUT 10 FT OFF THE RWY. AT THIS POINT, I PRESSED THE MIKE BUTTON AND CALLED OUT THE FOLLOWING WARNING ON TWR FREQ, 'PUSH THE NOSE DOWN, YOU ARE GOING TO STALL! PUSH THE NOSE DOWN, YOU ARE GOING TO CRASH!' AN ANSWER CAME BACK, 'WE ARE UNDER CTL, THERE IS AN INSTRUCTOR ON BOARD.' THE C172 THEN ASSUMED A MORE NORMAL ATTITUDE AS IT BARELY CLRED THE ROADWAY FENCE AT THE ARPT BOUNDARY, 400 FT PAST THE END OF THE RWY, OVERFLYING THE AUTOMOTIVE TFC ON THE ROADWAY AT AN ESTIMATED ALT OF LESS THAN 30 FT. AFTER JUST WITNESSING WHAT I BELIEVED HAD BEEN A NEAR ACCIDENT, I WAS TOTALLY DISTR FROM THE PROPER CTL OF MY OWN ACFT AND PROCEEDED TO MAKE MY OWN DANGEROUSLY UNSAFE MOVE. WITHOUT WAITING TO REGAIN MY COMPOSURE AND A SENSE OF WHAT WAS ACTUALLY GOING ON AROUND ME, SEEING THAT THE RWY WAS NOW CLR, AND WE WERE FIRST IN LINE, I PROCEEDED TO TAXI ONTO THE RWY AND HOLD POS FOR TKOF WITHOUT ACTUALLY RECEIVING SUCH INSTRUCTION FROM THE TWR. IN DOING SO, I CUT OFF A PIPER WARRIOR ON SHORT FINAL FOR LNDG ON THE SAME RWY. THE TWR IMMEDIATELY INSTRUCTED THE PIPER WARRIOR TO GO AROUND AND PROMPTLY INFORMED ME THAT I HAD TAXIED ONTO THE RWY WITHOUT PERMISSION, REMINDING ME THAT THE INSTRUCTION HAD BEEN TO 'HOLD SHORT.' I IMMEDIATELY TURNED MY AIRPLANE AROUND AND TAXIED OFF THE RWY. THE PIPER WARRIOR HAD SUFFICIENT TIME TO MAKE THE GAR AT A SAFE ALT. WHEN BACK ON THE TXWY, CLR OF THE RWY, THE TWR THEN INSTRUCTED US TO 'TAXI INTO POS AND HOLD.' I READ BACK THE INSTRUCTION AND PROCEEDED TO DO SO. AS THE PIPER WARRIOR MADE HIS CLBOUT ON THE GAR, THE TWR CLRED US FOR TKOF. WE PROCEEDED TO TKOF AND PROPERLY DEPART THE AREA WITHOUT FURTHER DISTR. AT FREQ CHANGE, THE TWR CTLR DID NOT SEEM TO BE UPSET BY WHAT HAD JUST OCCURRED.

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.