Narrative:

Approaching cak from the south at 2500 ft MSL. In radar contact with cak about 8 mi out with the airport in sight. The controller vectored me 270 degrees for traffic separation. Traffic, a twin cessna was called out by ATC directly above us. I was told to follow that traffic to runway 5. We approached the airport with the twin in sight. Approach control apparently forgot about us or thought they had xferred us to tower. When about 1/2 mi out I called approach control and requested to be xferred to the tower -- a somewhat startled controller said 'yes, go to tower.' I quickly switched frequency to tower and asked for clearance to land. Tower said that they had been trying to contact me. On my third call, my clearance to land was finally issued. By this time I was almost over the end of the runway. I had fully retarded the throttle and deployed full flaps. We were watching the twin ahead of us and it appeared that he had stopped on the runway. The tower was talking to him directing him to go south in spite of his request to G north. At that time I initiated a go around and aborted my landing. I pushed the engine controls full forward turned slightly to the southeast side of the runway. I was monitoring airspeed as I retracted the flaps 1 notch at a time. It was a very hot day. I had 4 souls on board and almost full fuel. The airplane did not react quickly. I had elected to leave the landing gear down since the 210 often loses even more altitude while the gear is in transition. It took several seconds to establish a positive rate of climb. Meanwhile, long after I had initiated the go around, the tower started yelling 'land or go around, land or go around.' I passed overhead and to the side of the twin, which appeared to be a C310, while he was several hundred ft southwest of the intersection of runways 5/23 and 1/19. Once established in the climb, and just beyond the runway intersection, I radioed the tower with a sarcastic un-called for remark of 'nice job guys.' I was very upset and my remarks apparently upset them. I was given left traffic and told that tower would call my base leg. On close-in downwind, and adjacent to a slower airplane, the tower called my base. I told tower that I would not accept that instruction because it might produce the same chain of events and I extended my downwind a short distance and called my base and confirmed my clearance to land. In discussions with the tower personnel on the ground by telephone, I found that the tower thought that I was attempting to land long to shorten my taxi distance. This was definitely not true. I'm now sure that they thought that I was trying to land long because of my flat trajectory as I initiated the go around -- long before they finished with the other pilot and started yelling at me. The situation was exacerbated by the fact that I use a handheld microphone and was unable to safely take time to talk to the tower until I had established a positive rate of climb. I was taught to 'aviate, navigation, then communication.' I probably could have landed and stopped without hitting the stopped twin, but at the time I did not know for certain. It seemed like the safest thing to do was abort the landing and go around. After being turned over to the tower just before the end of the runway, I had already let the situation get uncomfortable.

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Original NASA ASRS Text

Title: C210 PLT ABORTS LNDG AT CAK ON RWY 5 WHEN C310 AHEAD STOPS ON THE RWY.

Narrative: APCHING CAK FROM THE S AT 2500 FT MSL. IN RADAR CONTACT WITH CAK ABOUT 8 MI OUT WITH THE ARPT IN SIGHT. THE CTLR VECTORED ME 270 DEGS FOR TFC SEPARATION. TFC, A TWIN CESSNA WAS CALLED OUT BY ATC DIRECTLY ABOVE US. I WAS TOLD TO FOLLOW THAT TFC TO RWY 5. WE APCHED THE ARPT WITH THE TWIN IN SIGHT. APCH CTL APPARENTLY FORGOT ABOUT US OR THOUGHT THEY HAD XFERRED US TO TWR. WHEN ABOUT 1/2 MI OUT I CALLED APCH CTL AND REQUESTED TO BE XFERRED TO THE TWR -- A SOMEWHAT STARTLED CTLR SAID 'YES, GO TO TWR.' I QUICKLY SWITCHED FREQ TO TWR AND ASKED FOR CLRNC TO LAND. TWR SAID THAT THEY HAD BEEN TRYING TO CONTACT ME. ON MY THIRD CALL, MY CLRNC TO LAND WAS FINALLY ISSUED. BY THIS TIME I WAS ALMOST OVER THE END OF THE RWY. I HAD FULLY RETARDED THE THROTTLE AND DEPLOYED FULL FLAPS. WE WERE WATCHING THE TWIN AHEAD OF US AND IT APPEARED THAT HE HAD STOPPED ON THE RWY. THE TWR WAS TALKING TO HIM DIRECTING HIM TO GO S IN SPITE OF HIS REQUEST TO G N. AT THAT TIME I INITIATED A GAR AND ABORTED MY LNDG. I PUSHED THE ENG CTLS FULL FORWARD TURNED SLIGHTLY TO THE SE SIDE OF THE RWY. I WAS MONITORING AIRSPD AS I RETRACTED THE FLAPS 1 NOTCH AT A TIME. IT WAS A VERY HOT DAY. I HAD 4 SOULS ON BOARD AND ALMOST FULL FUEL. THE AIRPLANE DID NOT REACT QUICKLY. I HAD ELECTED TO LEAVE THE LNDG GEAR DOWN SINCE THE 210 OFTEN LOSES EVEN MORE ALT WHILE THE GEAR IS IN TRANSITION. IT TOOK SEVERAL SECONDS TO ESTABLISH A POSITIVE RATE OF CLB. MEANWHILE, LONG AFTER I HAD INITIATED THE GAR, THE TWR STARTED YELLING 'LAND OR GO AROUND, LAND OR GO AROUND.' I PASSED OVERHEAD AND TO THE SIDE OF THE TWIN, WHICH APPEARED TO BE A C310, WHILE HE WAS SEVERAL HUNDRED FT SW OF THE INTXN OF RWYS 5/23 AND 1/19. ONCE ESTABLISHED IN THE CLB, AND JUST BEYOND THE RWY INTXN, I RADIOED THE TWR WITH A SARCASTIC UN-CALLED FOR REMARK OF 'NICE JOB GUYS.' I WAS VERY UPSET AND MY REMARKS APPARENTLY UPSET THEM. I WAS GIVEN L TFC AND TOLD THAT TWR WOULD CALL MY BASE LEG. ON CLOSE-IN DOWNWIND, AND ADJACENT TO A SLOWER AIRPLANE, THE TWR CALLED MY BASE. I TOLD TWR THAT I WOULD NOT ACCEPT THAT INSTRUCTION BECAUSE IT MIGHT PRODUCE THE SAME CHAIN OF EVENTS AND I EXTENDED MY DOWNWIND A SHORT DISTANCE AND CALLED MY BASE AND CONFIRMED MY CLRNC TO LAND. IN DISCUSSIONS WITH THE TWR PERSONNEL ON THE GND BY TELEPHONE, I FOUND THAT THE TWR THOUGHT THAT I WAS ATTEMPTING TO LAND LONG TO SHORTEN MY TAXI DISTANCE. THIS WAS DEFINITELY NOT TRUE. I'M NOW SURE THAT THEY THOUGHT THAT I WAS TRYING TO LAND LONG BECAUSE OF MY FLAT TRAJECTORY AS I INITIATED THE GAR -- LONG BEFORE THEY FINISHED WITH THE OTHER PLT AND STARTED YELLING AT ME. THE SIT WAS EXACERBATED BY THE FACT THAT I USE A HANDHELD MIKE AND WAS UNABLE TO SAFELY TAKE TIME TO TALK TO THE TWR UNTIL I HAD ESTABLISHED A POSITIVE RATE OF CLB. I WAS TAUGHT TO 'AVIATE, NAV, THEN COM.' I PROBABLY COULD HAVE LANDED AND STOPPED WITHOUT HITTING THE STOPPED TWIN, BUT AT THE TIME I DID NOT KNOW FOR CERTAIN. IT SEEMED LIKE THE SAFEST THING TO DO WAS ABORT THE LNDG AND GO AROUND. AFTER BEING TURNED OVER TO THE TWR JUST BEFORE THE END OF THE RWY, I HAD ALREADY LET THE SIT GET UNCOMFORTABLE.

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.