Cirrus SR20 pilot has an near midair collision at dyl.

Attributes
ACN	714949
Time
Date	200610
Local Time Of Day	0601 To 1200
Place
Locale Reference	airport : dyl.airport
State Reference	PA
Altitude	agl single value : 100
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Operator	general aviation : personal
Make Model Name	SR20
Operating Under FAR Part	Part 91
Flight Phase	landing : missed approach landing : go around
Flight Plan	None
Aircraft 2
Operator	Other
Make Model Name	Skyhawk 172/Cutlass 172
Operating Under FAR Part	Part 91
Flight Phase	climbout : takeoff
Person 1
Affiliation	other
Qualification	pilot : commercial pilot : multi engine pilot : instrument
Experience	flight time last 90 days : 15 flight time total : 600 flight time type : 550
ASRS Report	714949
Person 2
Affiliation	government : military
Qualification	pilot : private
Experience	flight time last 90 days : 18 flight time total : 330 flight time type : 330
ASRS Report	715060
Events
Anomaly	conflict : nmac incursion : runway non adherence : far other spatial deviation
Independent Detector	other flight crewa
Resolutory Action	flight crew : executed go around none taken : insufficient time
Miss Distance	horizontal : 20 vertical : 100
Supplementary
Problem Areas	Airport Flight Crew Human Performance
Primary Problem	Flight Crew Human Performance

Narrative:

I was on a very short final to land on runway 23; when I heard an aircraft broadcast that they were taking the active runway. I noticed that the aircraft had not passed the hold line; and I immediately transmitted that I was on short final. I observed that the departing aircraft still had sufficient time to stop after my transmission; and remain clear of the active runway. Instead of stopping; the departing aircraft actually sped up. When I realized this; I immediately executed a forced go around; since there was no possibility of landing without the 2 aircraft colliding. I then tried to establish communications with the departing aircraft to ensure they knew of my position. I received no response after several attempts. The lack of response from the aircraft continued to compromise the safety of my passenger and me. In addition; the go around had forced us to be in a dangerous position with other aircraft that were entering the pattern via a crosswind entry; since I was at a higher altitude above the runway than normal for a departing aircraft. I finally told the aircraft that I could no longer see it because it was under my wing. This time I received a response that they would continue to go straight out; and that I should just circle around them. This response came with a lot of attitude from the other pilot; like they were disgusted at me for bothering them. Supplemental information from acn 715060: I announced over the unicom that I was taking the active runway 23 and taxied onto runway 23 and began my takeoff roll. I announced my left crosswind turn and continued to climb above pattern altitude and exited the pattern to the southeast and then changed heading to east to continue our training mission. I stayed on dyl unicom frequency until reaching new hope; PA. At this point I switched over to ttn tower to monitor air traffic transitioning in the area over new hope and lambertville. (Note: after wheels up at dyl; I did not hear any conversation over the dyl unicom except for my announcements.)

Original NASA ASRS Text

Title: CIRRUS SR20 PLT HAS AN NMAC AT DYL.

Narrative: I WAS ON A VERY SHORT FINAL TO LAND ON RWY 23; WHEN I HEARD AN ACFT BROADCAST THAT THEY WERE TAKING THE ACTIVE RWY. I NOTICED THAT THE ACFT HAD NOT PASSED THE HOLD LINE; AND I IMMEDIATELY XMITTED THAT I WAS ON SHORT FINAL. I OBSERVED THAT THE DEPARTING ACFT STILL HAD SUFFICIENT TIME TO STOP AFTER MY XMISSION; AND REMAIN CLR OF THE ACTIVE RWY. INSTEAD OF STOPPING; THE DEPARTING ACFT ACTUALLY SPED UP. WHEN I REALIZED THIS; I IMMEDIATELY EXECUTED A FORCED GAR; SINCE THERE WAS NO POSSIBILITY OF LNDG WITHOUT THE 2 ACFT COLLIDING. I THEN TRIED TO ESTABLISH COMS WITH THE DEPARTING ACFT TO ENSURE THEY KNEW OF MY POS. I RECEIVED NO RESPONSE AFTER SEVERAL ATTEMPTS. THE LACK OF RESPONSE FROM THE ACFT CONTINUED TO COMPROMISE THE SAFETY OF MY PAX AND ME. IN ADDITION; THE GAR HAD FORCED US TO BE IN A DANGEROUS POS WITH OTHER ACFT THAT WERE ENTERING THE PATTERN VIA A XWIND ENTRY; SINCE I WAS AT A HIGHER ALT ABOVE THE RWY THAN NORMAL FOR A DEPARTING ACFT. I FINALLY TOLD THE ACFT THAT I COULD NO LONGER SEE IT BECAUSE IT WAS UNDER MY WING. THIS TIME I RECEIVED A RESPONSE THAT THEY WOULD CONTINUE TO GO STRAIGHT OUT; AND THAT I SHOULD JUST CIRCLE AROUND THEM. THIS RESPONSE CAME WITH A LOT OF ATTITUDE FROM THE OTHER PLT; LIKE THEY WERE DISGUSTED AT ME FOR BOTHERING THEM. SUPPLEMENTAL INFO FROM ACN 715060: I ANNOUNCED OVER THE UNICOM THAT I WAS TAKING THE ACTIVE RWY 23 AND TAXIED ONTO RWY 23 AND BEGAN MY TKOF ROLL. I ANNOUNCED MY L XWIND TURN AND CONTINUED TO CLB ABOVE PATTERN ALT AND EXITED THE PATTERN TO THE SE AND THEN CHANGED HDG TO E TO CONTINUE OUR TRAINING MISSION. I STAYED ON DYL UNICOM FREQ UNTIL REACHING NEW HOPE; PA. AT THIS POINT I SWITCHED OVER TO TTN TWR TO MONITOR AIR TFC TRANSITIONING IN THE AREA OVER NEW HOPE AND LAMBERTVILLE. (NOTE: AFTER WHEELS UP AT DYL; I DID NOT HEAR ANY CONVERSATION OVER THE DYL UNICOM EXCEPT FOR MY ANNOUNCEMENTS.)

Data retrieved from NASA's ASRS site as of January 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.