Narrative:

I taxied on taxiway a at cold bay airport. Airport is uncontrolled and VFR at time of occurrence. I missed the advisory from landing PA31. PA31 as touchdown estimated 400 ft beyond threshold of runway 26. That was first visual I had as I taxied onto runway 26 at taxiway a, distance between taxiway a and threshold runway 26 is 2250 ft. Estimate first visual between aircraft was 1800 ft. I immediately pulled off to side of runway and asked landing pilot if he wanted me to depart runway completely. He slowed to taxi speed with at least 500 ft of separation between aircraft. 2 aircraft taxied by each other with complete visual and at a safe distance. Conditions at time were VFR and wind estimated 270 degrees at 23 KTS. Supplemental information from acn 523782: at deads, I was then informed to switch frequencys and contact cold bay radio for airport advisories. Cold bay FSS advised me there was no reported traffic. After repeating the altimeter setting, I advised cold bay FSS that I was planning a circle-to-land on runway 26. A few mins later over FAF elfee, I broadcasted my position and intentions in the blind to cdb traffic. I broke out of the clouds and announced blindly to cdb traffic over the CTAF that I was abandoning the approach to runway 14, circling to land via a right downwind entry to runway 26. While on a right downwind to runway 26, I again announced on CTAF my position and intentions to land on runway 26. A standard approach and landing was made on runway 26. During this entire time, there were no other radio calls by any other aircraft on the cdb CTAF requesting TA's, nor any calls made to airport traffic requesting advisories. Just after the nosewheel touched down on the runway, out of the corner of my eyes, I noticed some movement on the upcoming taxiway. When I focused on the movement, I saw it was an aircraft just about at the end of taxiway a rapidly leaving the area and accelerating onto the active runway. I could tell there would not be enough runway between us to apply full power to ensure a safe go around, avoiding an accident. The brakes were forcibly applied, momentarily locking up the two, causing them to hydroplane. At the same time I was keying the microphone and yelling for the other aircraft to 'get off the runway' several times. The C207 rapidly made a left turn, creating an imminent danger of a head-on collision. It appeared as though the C207 had just realized he was on an active runway with landing traffic and about to collide, when reversed left to the right side of the runway. When I finally got the navajo stopped, there was less than 50 yards that separated the 2 aircraft. It was at this time, C207 broadcasted over the CTAF and asked if he should taxi off the runway. I told him to hold his position and that I would taxi on the left side of the runway. It was not until after I was clear of the C207 that the pilot, for the first time, asked cdb radio for airport advisories.

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Original NASA ASRS Text

Title: A LNDG PA31 NEARLY AVOIDS A C207 THAT HAD ENTERED THE ACTIVE RWY AS THE PA31 WAS TOUCHING DOWN AT CDB, AK.

Narrative: I TAXIED ON TXWY A AT COLD BAY ARPT. ARPT IS UNCTLED AND VFR AT TIME OF OCCURRENCE. I MISSED THE ADVISORY FROM LNDG PA31. PA31 AS TOUCHDOWN ESTIMATED 400 FT BEYOND THRESHOLD OF RWY 26. THAT WAS FIRST VISUAL I HAD AS I TAXIED ONTO RWY 26 AT TXWY A, DISTANCE BTWN TXWY A AND THRESHOLD RWY 26 IS 2250 FT. ESTIMATE FIRST VISUAL BTWN ACFT WAS 1800 FT. I IMMEDIATELY PULLED OFF TO SIDE OF RWY AND ASKED LNDG PLT IF HE WANTED ME TO DEPART RWY COMPLETELY. HE SLOWED TO TAXI SPD WITH AT LEAST 500 FT OF SEPARATION BTWN ACFT. 2 ACFT TAXIED BY EACH OTHER WITH COMPLETE VISUAL AND AT A SAFE DISTANCE. CONDITIONS AT TIME WERE VFR AND WIND ESTIMATED 270 DEGS AT 23 KTS. SUPPLEMENTAL INFO FROM ACN 523782: AT DEADS, I WAS THEN INFORMED TO SWITCH FREQS AND CONTACT COLD BAY RADIO FOR ARPT ADVISORIES. COLD BAY FSS ADVISED ME THERE WAS NO RPTED TFC. AFTER REPEATING THE ALTIMETER SETTING, I ADVISED COLD BAY FSS THAT I WAS PLANNING A CIRCLE-TO-LAND ON RWY 26. A FEW MINS LATER OVER FAF ELFEE, I BROADCASTED MY POS AND INTENTIONS IN THE BLIND TO CDB TFC. I BROKE OUT OF THE CLOUDS AND ANNOUNCED BLINDLY TO CDB TFC OVER THE CTAF THAT I WAS ABANDONING THE APCH TO RWY 14, CIRCLING TO LAND VIA A R DOWNWIND ENTRY TO RWY 26. WHILE ON A R DOWNWIND TO RWY 26, I AGAIN ANNOUNCED ON CTAF MY POS AND INTENTIONS TO LAND ON RWY 26. A STANDARD APCH AND LNDG WAS MADE ON RWY 26. DURING THIS ENTIRE TIME, THERE WERE NO OTHER RADIO CALLS BY ANY OTHER ACFT ON THE CDB CTAF REQUESTING TA'S, NOR ANY CALLS MADE TO ARPT TFC REQUESTING ADVISORIES. JUST AFTER THE NOSEWHEEL TOUCHED DOWN ON THE RWY, OUT OF THE CORNER OF MY EYES, I NOTICED SOME MOVEMENT ON THE UPCOMING TXWY. WHEN I FOCUSED ON THE MOVEMENT, I SAW IT WAS AN ACFT JUST ABOUT AT THE END OF TXWY A RAPIDLY LEAVING THE AREA AND ACCELERATING ONTO THE ACTIVE RWY. I COULD TELL THERE WOULD NOT BE ENOUGH RWY BTWN US TO APPLY FULL PWR TO ENSURE A SAFE GAR, AVOIDING AN ACCIDENT. THE BRAKES WERE FORCIBLY APPLIED, MOMENTARILY LOCKING UP THE TWO, CAUSING THEM TO HYDROPLANE. AT THE SAME TIME I WAS KEYING THE MIKE AND YELLING FOR THE OTHER ACFT TO 'GET OFF THE RWY' SEVERAL TIMES. THE C207 RAPIDLY MADE A L TURN, CREATING AN IMMINENT DANGER OF A HEAD-ON COLLISION. IT APPEARED AS THOUGH THE C207 HAD JUST REALIZED HE WAS ON AN ACTIVE RWY WITH LNDG TFC AND ABOUT TO COLLIDE, WHEN REVERSED L TO THE R SIDE OF THE RWY. WHEN I FINALLY GOT THE NAVAJO STOPPED, THERE WAS LESS THAN 50 YARDS THAT SEPARATED THE 2 ACFT. IT WAS AT THIS TIME, C207 BROADCASTED OVER THE CTAF AND ASKED IF HE SHOULD TAXI OFF THE RWY. I TOLD HIM TO HOLD HIS POS AND THAT I WOULD TAXI ON THE L SIDE OF THE RWY. IT WAS NOT UNTIL AFTER I WAS CLR OF THE C207 THAT THE PLT, FOR THE FIRST TIME, ASKED CDB RADIO FOR ARPT ADVISORIES.

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.