Flight Crew Air Transport Pilot (ATP)
Communication Breakdown; Situational Awareness; Time Pressure
Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Runway
General None Reported / Taken
Human Factors
Upon entering the DLG area the weather was reported as 1600 broken with 15 miles. The wind was 330 at 8 with gusts to 15 and light rain. Center cleared us for the VOR 1 approach and told us to contact the FSS. As we approached the VOR; I announced over the CTAF that we were over the VOR turning out for the VOR 1 via the procedure turn. The first officer was flying. The FSS told us that one aircraft had just departed the airport eastbound and one aircraft had reported west of the VOR inbound for landing. An aircraft called in saying that he would circle around and follow us for landing on runway 1. I announced the procedure turn outbound and inbound. I then called turning final six miles west of the VOR. As we crossed over the VOR at 1000 feet we were in and out of the clouds. I called the VOR final approach fix inbound. At 700 feet we were clear of the clouds. I called a two mile final for runway 1. That is when we heard an aircraft call on downwind planning number 2 for landing. At one mile we saw an aircraft pass us. He said that he was turning base behind the [our aircraft]. My first officer and I commented to each other that he wasn't leaving himself much room. Just as we touched down the FSS asked the aircraft his position. He said that he was on short final. My first officer made an effort to slow down as quickly as possible and still make a smooth roll out. I took the controls at 80 knots and was able to make the stop at approximately 1000 feet beyond taxiway Bravo. As I made the turn; my first officer announced that we were making the 180 to back taxi and exit at Bravo. After I completed the turn; we both saw the aircraft starting his flair for landing. My first officer again said that we were still back taxiing and had not cleared the runway. We were still approximately 100 feet from taxiway Bravo when he touched down. I increased my taxi speed in order to exit the runway as quickly as possible. After we exited the runway I asked the pilot for his name and tail number. His only comment was the he would talk to me later. He then taxied over to the far southwest corner of the ramp while I went to our parking spot. After we deplaned and went into ops; I called the FSS. I asked them if they knew the name of the pilot and his tail number. They told me that they did not know his name but did provide the tail number of the Cessna. I looked around the terminal hoping to spot someone looking for a uniformed pilot but did not see anyone. When we went out to our aircraft for our return flight I noticed that the offending airplane was no longer around. We returned to base without further incident.
The crew of a commuter aircraft landing and back taxiing on Runway 1 to the closest runway exit at DLG were faced by a Cessna 150 in the landing flare to the same runway on which he was still taxiing. A request for an explanation was met only with a flippant response.