Super King Air 200
Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Engineer
Flight Crew Last 90 Days 40; Flight Crew Total 13500; Flight Crew Type 100
Communication Breakdown; Human-Machine Interface
Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Flight Crew Took Evasive Action
Human Factors; Weather
Weather reported by AWOS less than ten minutes out was better than 5;000 by 5 miles. I was pilot flying and was hand flying with flight director guidance an ILS 01 approach. The PIC asked when would I like to cancel IFR and I said when we have the runway in sight.On final at 500 FT AGL; it was obvious that a snow squall had begun at the airport but our in flight visibility was still better than 1.5 miles; pilot not flying had been monitoring the CTAF of 122.7 from ten miles out and made traffic advisory calls at 10 miles; the outer marker inbound and short final. The runway lights were activated by the pilot flying. The runway environment was in sight at 300 AGL; and flight visibility in heavy snow was between 1/2 and 3/4 of a mile. The aircraft touched down just before the fixed distance marker and normal braking and reverse thrust was initiated on the partially snow covered runway. Approximately one to two seconds later while decelerating between 70 KTS and 65 KTS groundspeed a high wing aircraft was spotted (white position light and red beacon only) traveling at low speed directly in front of us. Maximum braking and full reverse was applied and maintained until our aircraft was traveling at 'walking' speed. The aircraft; which could now be identified as a white colored Cessna 182; turned off the runway at the northern taxiway turn off; south of Runway 31 in front of us then taxied to the General Aviation terminal ramp. I made several attempts to contact the Cessna on the CTAF frequency and also spoke with the UNICOM operator who was also trying to reach the Cessna who advised she had heard no calls from the Cessna either. A young man and a male companion stopped by our hangar while we were putting the aircraft inside and identified himself as the PIC of the Cessna and as its registered owner. He stated that he was making position reports on the CTAF frequency; but was having radio trouble. He also stated that he was preparing to depart on a local VFR flight to do some pattern work and elected to return to the passenger ramp despite the AWOS calling the weather better than 5;000 FT/5 miles when the snow squall began.
We departed on an IFR flight plan in good VFR conditions. The SIC was flying from the right seat. The ASOS at destination was reporting VFR conditions but we could see that a snow shower was moving in from the north. ATC cleared us for the ILS and shipped us to advisory. I checked on CTAF and reported on a 'ten mile final on the ILS approach' I reported in again over the outer marker and clicked the lights to high. We picked up the approach lights right at minimums. As we were touching down I spotted traffic on the runway and shouted 'traffic on the runway!' The SIC (pilot flying) got on the brakes hard and went into full reverse. We managed to stop our aircraft short of the taxing aircraft. He was apparently completely oblivious to our presence and continued taxing slowly down the runway. I called the FBO on CTAF/UNICOM and asked for a radio check. She 'responded loud and clear.' I asked her if she had heard a Cessna report on the runway. She said 'no' but she had observed one taxing out. Later; after we had our aircraft in the hangar the pilot of the Cessna stopped by to ask why we never checked in on CTAF. I asked him what frequency he was on and he gave me the wrong frequency. I asked him why he was taxing on the runway in IFR conditions. He said 'The airport was VFR. The ASOS was reporting 4 miles on the visibility.' A VFR pilot is taxing on an active runway in low IFR conditions without a clearance on the wrong frequency. Only quick action on the part of flight crew; and luck; prevented a catastrophe.
A BE200 flight crew on a ferry flight landed in heavy snow at their destination and encountered a C182 slow taxiing down the runway in search of an exit. Emergency braking by the First Officer prevented a collision. The C182 had landed ahead of the reporter's aircraft at the uncontrolled airport and; although the pilot claimed he had been making CTAF reports; noone aboard the reporter's aircraft nor the airport CTAF operator heard the claimed transmissions.