Narrative:

A complaint with the FAA is being filed for aircraft #2 and is not part of this report. A beech bonanza A36 aircraft I was plting on a part 91 flight that is hangared at L31 called IFR 19 mi out. At that time on L31 unicom, 122.8, I called in 'inbound for landing on runway 18.' at 5 mi I also called 'inbound for landing on runway 18. As I got closer I did notice an aircraft on the tarmac, which turned out to be king air C90A. I entered the pattern on base and I reported on unicom base leg entry for runway 18 at st tammany. On turning final, (about 1 mi away) I reported on unicom 'turning final runway 18 st tammany' and turned on my landing light. In addition, I saw that C90 had started to taxi down the tarmac to the taxiway entrance at midfield. C90 continued to and was within 20 ft of entering the runway and I again called at about 0.5 mi 'short' final and specifically mentioned this to the aircraft near the runway at L31, and began manually blinking my landing light. The aircraft didn't seem to hear or look at anything as the continuous motion of C90 would suggest and pulled out on the runway at midfield and began taxiing to the departure end of runway 18 as I was at approximately 150 ft high, full flaps, and 80 KTS on about 1500 ft final. I executed a go around at 150 ft, noticed that C90 had finally stopped, and fortunately was able to overfly C90 by about 50-100 ft and avoid a horrific crash. It is obvious from this that C90 made no attempts to 'see and avoid' nor did he make or listen or make any unicom calls. In addition, C90 did not have the courtesy to transmit on unicom and apologize or make any other calls to announce his position in the aftermath of this incident. This pilot quickly departed in an evasive manner, and then a few mins later contacted new orleans to pick up his IFR to monroe. Note that I went ahead and confirmed my radios (a GNS 530) functionality on the ground after the flight. Also, the second aircraft tail number was confirmed both by new orleans approach and by ATC radar track. The only possible point of issue is on aircraft #1's part is that by entering the pattern on base leg rather than on downwind, more time may have resulted in the king air seeing me. However, given the fact that the C90A did not see me all lit-up on short final, or was not using his radios, it is difficult for me to draw this conclusion. Note that recently L31 had its IFR approachs canceled due to overgrown trees that block visibility at low altitudes. Obviously, this runway incursion illustrates the need to be more vigilant in the use of radios and in scanning for traffic at uncontrolled fields, even when professionally plted aircraft are in use. A contributing factor may have been airport management's poor regard for neighboring obstruction (tree) encroachment.

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Original NASA ASRS Text

Title: CRITICAL GND CONFLICT AVOIDED AS A LNDG BE36 PLT PERFORMS A GAR DURING A RWY INCURSION BY A TAXIING C90 AT A NON TWR ARPT AT L31, LA.

Narrative: A COMPLAINT WITH THE FAA IS BEING FILED FOR ACFT #2 AND IS NOT PART OF THIS RPT. A BEECH BONANZA A36 ACFT I WAS PLTING ON A PART 91 FLT THAT IS HANGARED AT L31 CALLED IFR 19 MI OUT. AT THAT TIME ON L31 UNICOM, 122.8, I CALLED IN 'INBOUND FOR LNDG ON RWY 18.' AT 5 MI I ALSO CALLED 'INBOUND FOR LNDG ON RWY 18. AS I GOT CLOSER I DID NOTICE AN ACFT ON THE TARMAC, WHICH TURNED OUT TO BE KING AIR C90A. I ENTERED THE PATTERN ON BASE AND I RPTED ON UNICOM BASE LEG ENTRY FOR RWY 18 AT ST TAMMANY. ON TURNING FINAL, (ABOUT 1 MI AWAY) I RPTED ON UNICOM 'TURNING FINAL RWY 18 ST TAMMANY' AND TURNED ON MY LNDG LIGHT. IN ADDITION, I SAW THAT C90 HAD STARTED TO TAXI DOWN THE TARMAC TO THE TXWY ENTRANCE AT MIDFIELD. C90 CONTINUED TO AND WAS WITHIN 20 FT OF ENTERING THE RWY AND I AGAIN CALLED AT ABOUT 0.5 MI 'SHORT' FINAL AND SPECIFICALLY MENTIONED THIS TO THE ACFT NEAR THE RWY AT L31, AND BEGAN MANUALLY BLINKING MY LNDG LIGHT. THE ACFT DIDN'T SEEM TO HEAR OR LOOK AT ANYTHING AS THE CONTINUOUS MOTION OF C90 WOULD SUGGEST AND PULLED OUT ON THE RWY AT MIDFIELD AND BEGAN TAXIING TO THE DEP END OF RWY 18 AS I WAS AT APPROX 150 FT HIGH, FULL FLAPS, AND 80 KTS ON ABOUT 1500 FT FINAL. I EXECUTED A GAR AT 150 FT, NOTICED THAT C90 HAD FINALLY STOPPED, AND FORTUNATELY WAS ABLE TO OVERFLY C90 BY ABOUT 50-100 FT AND AVOID A HORRIFIC CRASH. IT IS OBVIOUS FROM THIS THAT C90 MADE NO ATTEMPTS TO 'SEE AND AVOID' NOR DID HE MAKE OR LISTEN OR MAKE ANY UNICOM CALLS. IN ADDITION, C90 DID NOT HAVE THE COURTESY TO XMIT ON UNICOM AND APOLOGIZE OR MAKE ANY OTHER CALLS TO ANNOUNCE HIS POS IN THE AFTERMATH OF THIS INCIDENT. THIS PLT QUICKLY DEPARTED IN AN EVASIVE MANNER, AND THEN A FEW MINS LATER CONTACTED NEW ORLEANS TO PICK UP HIS IFR TO MONROE. NOTE THAT I WENT AHEAD AND CONFIRMED MY RADIOS (A GNS 530) FUNCTIONALITY ON THE GND AFTER THE FLT. ALSO, THE SECOND ACFT TAIL NUMBER WAS CONFIRMED BOTH BY NEW ORLEANS APCH AND BY ATC RADAR TRACK. THE ONLY POSSIBLE POINT OF ISSUE IS ON ACFT #1'S PART IS THAT BY ENTERING THE PATTERN ON BASE LEG RATHER THAN ON DOWNWIND, MORE TIME MAY HAVE RESULTED IN THE KING AIR SEEING ME. HOWEVER, GIVEN THE FACT THAT THE C90A DID NOT SEE ME ALL LIT-UP ON SHORT FINAL, OR WAS NOT USING HIS RADIOS, IT IS DIFFICULT FOR ME TO DRAW THIS CONCLUSION. NOTE THAT RECENTLY L31 HAD ITS IFR APCHS CANCELED DUE TO OVERGROWN TREES THAT BLOCK VISIBILITY AT LOW ALTS. OBVIOUSLY, THIS RWY INCURSION ILLUSTRATES THE NEED TO BE MORE VIGILANT IN THE USE OF RADIOS AND IN SCANNING FOR TFC AT UNCTLED FIELDS, EVEN WHEN PROFESSIONALLY PLTED ACFT ARE IN USE. A CONTRIBUTING FACTOR MAY HAVE BEEN ARPT MGMNT'S POOR REGARD FOR NEIGHBORING OBSTRUCTION (TREE) ENCROACHMENT.

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.