Narrative:

I was the captain of an air carrier X flight from bar harbor, main to boston, ma. My first officer was completing 20 plus hours of I.O.east. After starting engine at bhb, we continuously monitored bhb CTAF frequency. Approaching the hold short line, we heard and saw a light civil aircraft turning base for runway 04. We announced that we were holding short for landing traffic. Another aircraft reported and we confirmed visually that he was on a 4 and a half NM final. We announced position and hold. While position and hold, we waited for the touch and go aircraft to turn crosswind. Someone asked us 'when are you taking off?' we responded as soon as the aircraft upwind turned crosswind. We announced and departed. Climbing out of the traffic pattern, an aircraft called something to the effect of 'air carrier X, don't I get an apology?' we didn't know who said that, but I looked back and saw an aircraft crossing the landing threshold. I believe that was the plane we saw and heard earlier at 4 and half NM out. Upon returning to bhb, a ticket agent said that an irate private pilot entered the terminal, claiming that an 'air carrier X aircraft had cut him out of the pattern' after he claims he called us five times. He threatened to call the FAA, which in fact he did. The next day, I asked a lady at the local FBO if she had heard any thing about the incident as she also monitors CTAF/unicom. She had, and noted that this particular aircraft had a history of bad radios. I believe this incident occurred because the private pilot didn't' realize he wasn't transmitting. We didn't see him because we never heard him. Supplemental information from acn 524625: on sep/sat/01 at approximately XA00, the reporter of this hazardous ATC report was on his weekly (seasonal) flight in his beech baron from new york inbound to bar harbor, maine (bhb), a non controled airport. I made my initial position and intention report on the unicom frequency approximately 15 mi out as well as obtained the airport advisory at the same time (runway 04 was in use in windy and gusty conditions). As it turned out, I was #2 of three airplanes inbound for landing (with full stop), spaced initially approximately 4 mi apart based on respective position reports. Inbound traffic #1 was a slower single engine piper. Proceeding on my straight in to runway 04, I repeated my position and intention reports at 10, 6, and 3.5 mi out from the runway. Please note that I had activated two landing light san done taxiing light. Shortly after my 10 mi report, the crew of air carrier X announced its 'holding short position of runway 04 while waiting for its release' on the unicom frequency. A few moments after I reported my 3.5 mi position and inbound traffic #1 passed the threshold and was flaring log in the windy conditions, the air carrier X crew announced its intention to taxi in position and hold for immediate takeoff on runway 04. Although the crew should have visually identified me on short final (given my three landing and taxiing lights), I advised the air carrier X crew of my then position of 1.5 mi without any response. Due to traffic #1 continuous position on the active runway, the air carrier X crew would not activate its takeoff roll. While aborting my approach at approximately 400 ft AGL and passing the air carrier X plane on its right hand side, I confronted the air carrier X crew on the unicom frequency about the safety hazard that its maneuver has caused. The only statement of the crew was it did not feel having done anything wrong.

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Original NASA ASRS Text

Title: B1900 CREW AND BE58 HAD CONFLICT AT BHB.

Narrative: I WAS THE CAPT OF AN ACR X FLT FROM BAR HARBOR, MAIN TO BOSTON, MA. MY FIRST OFFICER WAS COMPLETING 20 PLUS HOURS OF I.O.E. AFTER STARTING ENG AT BHB, WE CONTINUOUSLY MONITORED BHB CTAF FREQ. APCHING THE HOLD SHORT LINE, WE HEARD AND SAW A LIGHT CIVIL ACFT TURNING BASE FOR RWY 04. WE ANNOUNCED THAT WE WERE HOLDING SHORT FOR LNDG TFC. ANOTHER ACFT RPTED AND WE CONFIRMED VISUALLY THAT HE WAS ON A 4 AND A HALF NM FINAL. WE ANNOUNCED POS AND HOLD. WHILE POS AND HOLD, WE WAITED FOR THE TOUCH AND GO ACFT TO TURN XWIND. SOMEONE ASKED US 'WHEN ARE YOU TAKING OFF?' WE RESPONDED AS SOON AS THE ACFT UPWIND TURNED XWIND. WE ANNOUNCED AND DEPARTED. CLBING OUT OF THE TFC PATTERN, AN ACFT CALLED SOMETHING TO THE EFFECT OF 'ACR X, DON'T I GET AN APOLOGY?' WE DIDN'T KNOW WHO SAID THAT, BUT I LOOKED BACK AND SAW AN ACFT CROSSING THE LNDG THRESHOLD. I BELIEVE THAT WAS THE PLANE WE SAW AND HEARD EARLIER AT 4 AND HALF NM OUT. UPON RETURNING TO BHB, A TICKET AGENT SAID THAT AN IRATE PVT PLT ENTERED THE TERMINAL, CLAIMING THAT AN 'ACR X ACFT HAD CUT HIM OUT OF THE PATTERN' AFTER HE CLAIMS HE CALLED US FIVE TIMES. HE THREATENED TO CALL THE FAA, WHICH IN FACT HE DID. THE NEXT DAY, I ASKED A LADY AT THE LOCAL FBO IF SHE HAD HEARD ANY THING ABOUT THE INCIDENT AS SHE ALSO MONITORS CTAF/UNICOM. SHE HAD, AND NOTED THAT THIS PARTICULAR ACFT HAD A HISTORY OF BAD RADIOS. I BELIEVE THIS INCIDENT OCCURRED BECAUSE THE PVT PLT DIDN'T' REALIZE HE WASN'T TRANSMITTING. WE DIDN'T SEE HIM BECAUSE WE NEVER HEARD HIM. SUPPLEMENTAL INFO FROM ACN 524625: ON SEP/SAT/01 AT APPROX XA00, THE REPORTER OF THIS HAZARDOUS ATC REPORT WAS ON HIS WEEKLY (SEASONAL) FLT IN HIS BEECH BARON FROM NEW YORK INBOUND TO BAR HARBOR, MAINE (BHB), A NON CTLED ARPT. I MADE MY INITIAL POS AND INTENTION REPORT ON THE UNICOM FREQ APPROX 15 MI OUT AS WELL AS OBTAINED THE ARPT ADVISORY AT THE SAME TIME (RWY 04 WAS IN USE IN WINDY AND GUSTY CONDITIONS). AS IT TURNED OUT, I WAS #2 OF THREE AIRPLANES INBOUND FOR LANDING (WITH FULL STOP), SPACED INITIALLY APPROX 4 MI APART BASED ON RESPECTIVE POS REPORTS. INBOUND TFC #1 WAS A SLOWER SINGLE ENG PIPER. PROCEEDING ON MY STRAIGHT IN TO RWY 04, I REPEATED MY POSITION AND INTENTION REPORTS AT 10, 6, AND 3.5 MI OUT FROM THE RWY. PLEASE NOTE THAT I HAD ACTIVATED TWO LANDING LIGHT SAN DONE TAXIING LIGHT. SHORTLY AFTER MY 10 MI REPORT, THE CREW OF ACR X ANNOUNCED ITS 'HOLDING SHORT POSITION OF RWY 04 WHILE WAITING FOR ITS RELEASE' ON THE UNICOM FREQ. A FEW MOMENTS AFTER I REPORTED MY 3.5 MI POS AND INBOUND TFC #1 PASSED THE THRESHOLD AND WAS FLARING LOG IN THE WINDY CONDITIONS, THE ACR X CREW ANNOUNCED ITS INTENTION TO TAXI IN POSITION AND HOLD FOR IMMEDIATE TKOF ON RWY 04. ALTHOUGH THE CREW SHOULD HAVE VISUALLY IDENTIFIED ME ON SHORT FINAL (GIVEN MY THREE LANDING AND TAXIING LIGHTS), I ADVISED THE ACR X CREW OF MY THEN POS OF 1.5 MI WITHOUT ANY RESPONSE. DUE TO TFC #1 CONTINUOUS POSITION ON THE ACTIVE RWY, THE ACR X CREW WOULD NOT ACTIVATE ITS TKOF ROLL. WHILE ABORTING MY APCH AT APPROX 400 FT AGL AND PASSING THE ACR X PLANE ON ITS RIGHT HAND SIDE, I CONFRONTED THE ACR X CREW ON THE UNICOM FREQ ABOUT THE SAFETY HAZARD THAT ITS MANEUVER HAS CAUSED. THE ONLY STATEMENT OF THE CREW WAS IT DID NOT FEEL HAVING DONE ANYTHING WRONG.

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.