Narrative:

I canceled IFR with jackson approach and continued to mbo visually after I had the field in sight. After I called '10 NM to the northwest inbound for landing' the king air called 'taxiing to runway 17.' I made position reports at 5 NM to the northwest, 3 mi final, and 1 mi final. As I was in the flare, the king air pulled out in front of me. I screamed 'hold short, hold short' as my right wing missed his nose by less than 10 ft. He did stop just prior to a collision. I believe the pilot and copilot of the king air were preoccupied by copying a clearance from jackson while on the ground at mbo. One pilot should get the clearance while the other monitors unicom. If either king air pilot looked at final before taxiing onto an active runway, this would have been avoided. I don't believe flying overhead and entering a left downwind for runway 17 would have helped because aircraft #2 wasn't looking or listening for other aircraft. My landing light blew while on climb out from my departure airport. If it were working that day, maybe they would've seen me on final. I made a total of 5 radio calls on unicom before landing, and the only one they heard was 'hold short, hold short.' a poor perception that multi-crew pilots can have is that the 'other guy' (copilot) is taking care of the simple necessities such as looking for traffic. A corrective action that I now take is to never cancel IFR while flying into mbo until I'm on the ground. Unfortunately, this keeps IFR traffic from departing sometimes, until I land, but it also keeps people who copy a clearance without monitoring unicom from pulling out in front of me. Something that would help the situation at mbo would be for clearance to give a TA of inbound aircraft before releasing an IFR departure.

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Original NASA ASRS Text

Title: IN LNDG FLARE, PA32 CHALLENGES DEPARTING BE20 TAKING THE RWY AT MBO ARPT TO STOP FURTHER MOVEMENT ONTO THE RWY.

Narrative: I CANCELED IFR WITH JACKSON APCH AND CONTINUED TO MBO VISUALLY AFTER I HAD THE FIELD IN SIGHT. AFTER I CALLED '10 NM TO THE NW INBOUND FOR LNDG' THE KING AIR CALLED 'TAXIING TO RWY 17.' I MADE POS RPTS AT 5 NM TO THE NW, 3 MI FINAL, AND 1 MI FINAL. AS I WAS IN THE FLARE, THE KING AIR PULLED OUT IN FRONT OF ME. I SCREAMED 'HOLD SHORT, HOLD SHORT' AS MY R WING MISSED HIS NOSE BY LESS THAN 10 FT. HE DID STOP JUST PRIOR TO A COLLISION. I BELIEVE THE PLT AND COPLT OF THE KING AIR WERE PREOCCUPIED BY COPYING A CLRNC FROM JACKSON WHILE ON THE GND AT MBO. ONE PLT SHOULD GET THE CLRNC WHILE THE OTHER MONITORS UNICOM. IF EITHER KING AIR PLT LOOKED AT FINAL BEFORE TAXIING ONTO AN ACTIVE RWY, THIS WOULD HAVE BEEN AVOIDED. I DON'T BELIEVE FLYING OVERHEAD AND ENTERING A L DOWNWIND FOR RWY 17 WOULD HAVE HELPED BECAUSE ACFT #2 WASN'T LOOKING OR LISTENING FOR OTHER ACFT. MY LNDG LIGHT BLEW WHILE ON CLBOUT FROM MY DEP ARPT. IF IT WERE WORKING THAT DAY, MAYBE THEY WOULD'VE SEEN ME ON FINAL. I MADE A TOTAL OF 5 RADIO CALLS ON UNICOM BEFORE LNDG, AND THE ONLY ONE THEY HEARD WAS 'HOLD SHORT, HOLD SHORT.' A POOR PERCEPTION THAT MULTI-CREW PLTS CAN HAVE IS THAT THE 'OTHER GUY' (COPLT) IS TAKING CARE OF THE SIMPLE NECESSITIES SUCH AS LOOKING FOR TFC. A CORRECTIVE ACTION THAT I NOW TAKE IS TO NEVER CANCEL IFR WHILE FLYING INTO MBO UNTIL I'M ON THE GND. UNFORTUNATELY, THIS KEEPS IFR TFC FROM DEPARTING SOMETIMES, UNTIL I LAND, BUT IT ALSO KEEPS PEOPLE WHO COPY A CLRNC WITHOUT MONITORING UNICOM FROM PULLING OUT IN FRONT OF ME. SOMETHING THAT WOULD HELP THE SIT AT MBO WOULD BE FOR CLRNC TO GIVE A TA OF INBOUND ACFT BEFORE RELEASING AN IFR DEP.

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.