Narrative:

Solo flight to pt townsend required a go around on short final due to runway incursion by aircraft taxiing onto the runway for takeoff. I made radio calls announcing spotting previous departing traffic; left base entry runway 27; and base to final runway 27 full stop. I had lowered flaps to 30 degrees on final. Other cessna pulled up to the hold short line for runway 27 and stopped such that his high wing would make it difficult to see me on final. The other cessna then keyed the microphone and rolled across the hold short line while making a long departure radio call. I could not communicate to the other cessna while he keyed his microphone so I started a go around. As soon as the other cessna unkeyed his microphone; I announced my go around and a request for radio check. The other cessna heard my radio call; stated that he hadn't heard my radio calls in the pattern. I stated that I was reentering the downwind for full stop landing and that he needed to visually check final. He stated he did as well as 2 other pilots on board. There was never a danger of collision; as I started my go around with time to spare. This event was no doubt more surprising for the other cessna. They rolled down the runway and exited at the midfield taxiway. I returned and landed normally. Given our brief radio calls during the go around; and subsequent radio calls later in the day at a tower controled field; it is likely that my radio was working correctly and that the other cessna did not hear my calls. The 2 serious failures by the pilot of the other cessna were failure to visually check final before taxiing onto the runway; and most importantly taxiing onto the runway while keying the microphone and announcing departure intentions. The cessna should have held short of the runway 27 hold short lines throughout his entire departure radio broadcast. He should have then waited to taxi onto the runway after listening for other traffic. This would have allowed me to radio him that I was on short final. He would have held short and I would have been able to land safely. Keying the microphone while crossing the hold short line onto an active runway is a bad habit of many pilots. When the offending pilot is keying the microphone; no one can communicate to him or anyone else. The frequency is blocked. This bad habit is due to impatience and the desire to save time. I have seen this problem result in other runway incursions. I have not heard it mentioned as an issue to be addressed in the current runway incursion effort by the FAA. It should receive more attention.

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Original NASA ASRS Text

Title: C182 PILOT REPORTS RWY INCURSION BY ANOTHER CESSNA AT OS9. BOTH PILOTS ON CTAF; PILOT DEPARTING DOES NOT SEE OR HEAR C182 PILOT APPROACHING.

Narrative: SOLO FLT TO PT TOWNSEND REQUIRED A GAR ON SHORT FINAL DUE TO RWY INCURSION BY ACFT TAXIING ONTO THE RWY FOR TKOF. I MADE RADIO CALLS ANNOUNCING SPOTTING PREVIOUS DEPARTING TFC; L BASE ENTRY RWY 27; AND BASE TO FINAL RWY 27 FULL STOP. I HAD LOWERED FLAPS TO 30 DEGS ON FINAL. OTHER CESSNA PULLED UP TO THE HOLD SHORT LINE FOR RWY 27 AND STOPPED SUCH THAT HIS HIGH WING WOULD MAKE IT DIFFICULT TO SEE ME ON FINAL. THE OTHER CESSNA THEN KEYED THE MIKE AND ROLLED ACROSS THE HOLD SHORT LINE WHILE MAKING A LONG DEP RADIO CALL. I COULD NOT COMMUNICATE TO THE OTHER CESSNA WHILE HE KEYED HIS MIKE SO I STARTED A GAR. AS SOON AS THE OTHER CESSNA UNKEYED HIS MIKE; I ANNOUNCED MY GAR AND A REQUEST FOR RADIO CHK. THE OTHER CESSNA HEARD MY RADIO CALL; STATED THAT HE HADN'T HEARD MY RADIO CALLS IN THE PATTERN. I STATED THAT I WAS REENTERING THE DOWNWIND FOR FULL STOP LNDG AND THAT HE NEEDED TO VISUALLY CHK FINAL. HE STATED HE DID AS WELL AS 2 OTHER PLTS ON BOARD. THERE WAS NEVER A DANGER OF COLLISION; AS I STARTED MY GAR WITH TIME TO SPARE. THIS EVENT WAS NO DOUBT MORE SURPRISING FOR THE OTHER CESSNA. THEY ROLLED DOWN THE RWY AND EXITED AT THE MIDFIELD TXWY. I RETURNED AND LANDED NORMALLY. GIVEN OUR BRIEF RADIO CALLS DURING THE GAR; AND SUBSEQUENT RADIO CALLS LATER IN THE DAY AT A TWR CTLED FIELD; IT IS LIKELY THAT MY RADIO WAS WORKING CORRECTLY AND THAT THE OTHER CESSNA DID NOT HEAR MY CALLS. THE 2 SERIOUS FAILURES BY THE PLT OF THE OTHER CESSNA WERE FAILURE TO VISUALLY CHK FINAL BEFORE TAXIING ONTO THE RWY; AND MOST IMPORTANTLY TAXIING ONTO THE RWY WHILE KEYING THE MIKE AND ANNOUNCING DEP INTENTIONS. THE CESSNA SHOULD HAVE HELD SHORT OF THE RWY 27 HOLD SHORT LINES THROUGHOUT HIS ENTIRE DEP RADIO BROADCAST. HE SHOULD HAVE THEN WAITED TO TAXI ONTO THE RWY AFTER LISTENING FOR OTHER TFC. THIS WOULD HAVE ALLOWED ME TO RADIO HIM THAT I WAS ON SHORT FINAL. HE WOULD HAVE HELD SHORT AND I WOULD HAVE BEEN ABLE TO LAND SAFELY. KEYING THE MIKE WHILE XING THE HOLD SHORT LINE ONTO AN ACTIVE RWY IS A BAD HABIT OF MANY PLTS. WHEN THE OFFENDING PLT IS KEYING THE MIKE; NO ONE CAN COMMUNICATE TO HIM OR ANYONE ELSE. THE FREQ IS BLOCKED. THIS BAD HABIT IS DUE TO IMPATIENCE AND THE DESIRE TO SAVE TIME. I HAVE SEEN THIS PROB RESULT IN OTHER RWY INCURSIONS. I HAVE NOT HEARD IT MENTIONED AS AN ISSUE TO BE ADDRESSED IN THE CURRENT RWY INCURSION EFFORT BY THE FAA. IT SHOULD RECEIVE MORE ATTN.

Data retrieved from NASA's ASRS site as of May 2009 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.