Narrative:

This incident occurred after touchdown and during rollout. We had been making position reports starting at least twenty miles from the runway. There were two other aircraft in the pattern. One of them had reported on final to runway 23 as we were inside ten miles from the field. The other aircraft was a bellanca champ using the pattern for runway 29 and was making position reports. His transmissions were weak but readable in my headset; but not in the first officer's; as I learned later. The champ must have had an altitude reporting transponder because we were able to see him on TCAS. He remained at least 200 ft above our altitude all the way down to 100-200 ft AGL. I was flying and at 1 1/2 miles out I informed the other plane that I would be unable to hold short of runway 29. I made this call because of time constraints. I then heard; what turned out to be; the airport manager call the champ and recommend that he go around because he could better see a conflict developing. Up to this point we had not been able to see the other aircraft visually. From this point on; the other aircraft must have made a very abbreviated base and final approach; because after we landed and during the roll out; as we were just approaching the intersection of runways 23 and 29; I noticed the champ out the left window; braking and beginning to veer to the right. He cannot have been more than 30 ft from our left wing. I released the brakes momentarily to roll through the intersection quicker. We stopped without further incident and taxied to the FBO using runways 23 and 29. The passengers were unaware of the conflict and seemed unperturbed by anything. The champ taxied to a parking spot. I walked over to speak with the pilot and ask why he did not extend or go around as requested by the airport manager. He said he never heard any of the transmissions. He was using a hand held VHF radio. I asked him if he had done a radio check prior to flying and he said yes. It appeared that his radio check consisted of tuning the ASOS frequency which came in loud and clear but; when it came to hearing other aircraft transmissions; he was not so sure it was working.when it comes to small uncontrolled airports a TCAS is not enough. One must always try to get visual contact with other aircraft in the pattern(s) especially when they are landing on crossing runways. Don't assume other aircraft either see or hear you.

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Original NASA ASRS Text

Title: CE560 flight crew landing Runway 23 reported a near collision with a Champ landing Runway 29 at CBE. Both crews were communicating via VHF but not not well.

Narrative: This incident occurred after touchdown and during rollout. We had been making position reports starting at least twenty miles from the runway. There were two other aircraft in the pattern. One of them had reported on final to Runway 23 as we were inside ten miles from the field. The other aircraft was a Bellanca Champ using the pattern for Runway 29 and was making position reports. His transmissions were weak but readable in my headset; but not in the First Officer's; as I learned later. The Champ must have had an altitude reporting transponder because we were able to see him on TCAS. He remained at least 200 FT above our altitude all the way down to 100-200 FT AGL. I was flying and at 1 1/2 miles out I informed the other plane that I would be unable to hold short of Runway 29. I made this call because of time constraints. I then heard; what turned out to be; the airport manager call the Champ and recommend that he go around because he could better see a conflict developing. Up to this point we had not been able to see the other aircraft visually. From this point on; the other aircraft must have made a very abbreviated base and final approach; because after we landed and during the roll out; as we were just approaching the intersection of Runways 23 and 29; I noticed the Champ out the left window; braking and beginning to veer to the right. He cannot have been more than 30 FT from our left wing. I released the brakes momentarily to roll through the intersection quicker. We stopped without further incident and taxied to the FBO using Runways 23 and 29. The passengers were unaware of the conflict and seemed unperturbed by anything. The Champ taxied to a parking spot. I walked over to speak with the pilot and ask why he did not extend or go around as requested by the airport manager. He said he never heard any of the transmissions. He was using a hand held VHF radio. I asked him if he had done a radio check prior to flying and he said yes. It appeared that his radio check consisted of tuning the ASOS frequency which came in loud and clear but; when it came to hearing other aircraft transmissions; he was not so sure it was working.When it comes to small uncontrolled airports a TCAS is not enough. One must always try to get visual contact with other aircraft in the pattern(s) especially when they are landing on crossing runways. Don't assume other aircraft either see or hear you.

Data retrieved from NASA's ASRS site as of April 2012 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.