Narrative:

After dropping my load of skydivers at 12;500 ft AGL and while talking to ATC as well as unicom; I rapidly descended into a downwind entry into the pattern. I called my position before pattern entry; when established downwind; then on base and final. There was other traffic in the pattern calling on unicom frequency their positions in the pattern as well. I was ultra-vigilant for other traffic on base and final and scanned the runway as well. I saw no other traffic on final; or on the runway. My vision is very good without spectacles and I just passed a class 1 physical. My eyes were outside the cockpit scanning for traffic with occasional crosschecks of my gages on the panel. I saw no other traffic. While on short final with torque reduced to idle; 20 degree flaps and near-stall airspeed; I pitched the aircraft to land on the numbers of the 5;500 ft runway. Just then I saw a small homebuilt type aircraft that had just rotated and begun to climb from the same runway. Anticipating a collision; I added torque and rolled the caravan into a 30 degree bank to the right. I passed just to the right of the aircraft at the same altitude but was unable to climb because the caravan's turbine couldn't spool up in time and I was just hanging on the edge of a stall. For a brief period of time I nearly lost control of the caravan. The caravan's course deviated to the right of the runway and taxiway and it passed over the parachute landing area just missing a parachutist under canopy at less than 150 ft as well as the roof of our hangar by a few feet. I was able to recover the aircraft; climb up to pattern altitude and land safely. This incident nearly caused the loss of my aircraft; my life and the life of the parachutist under canopy. I approached the airport manager about this incident but he was reluctant to even have a conversation with the other pilot. The primary error that started the series of events I described occurred because the pilot of the other aircraft taxied on the runway while I was on final. The pilot did not make a radio call because he had no radio and he didn't do an adequate job of scanning the pattern before taking the runway. I realize that according to the fars that a radio is not required on board ultralight and homebuilt aircraft but we have a very busy turboprop aircraft served skydiving operation with as many as 50 takeoffs and landings daily plus routine GA traffic flying localizer approaches to the field; so doesn't it make good sense to require all aircraft to use a radio to communicate with other pilots in the pattern? At the very least; I think the FAA should contact the airport manager and send a safety councilor to have a pilot safety meeting with the jump pilots and dozens of ultralight and light sport aircraft pilot who use this airport.

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Original NASA ASRS Text

Title: C208 pilot landing experiences a NMAC with an LSA taking off. The C208 pilot is able to go around narrowly missing the LSA and a parachutist under canopy. The LSA pilot had no radio and became visible to the C208 pilot as he rotated in front of him.

Narrative: After dropping my load of skydivers at 12;500 FT AGL and while talking to ATC as well as UNICOM; I rapidly descended into a downwind entry into the pattern. I called my position before pattern entry; when established downwind; then on base and final. There was other traffic in the pattern calling on UNICOM frequency their positions in the pattern as well. I was ultra-vigilant for other traffic on base and final and scanned the runway as well. I saw no other traffic on final; or on the runway. My vision is very good without spectacles and I just passed a Class 1 physical. My eyes were outside the cockpit scanning for traffic with occasional crosschecks of my gages on the panel. I saw no other traffic. While on short final with torque reduced to idle; 20 degree flaps and near-stall airspeed; I pitched the aircraft to land on the numbers of the 5;500 FT runway. Just then I saw a small homebuilt type aircraft that had just rotated and begun to climb from the same runway. Anticipating a collision; I added torque and rolled the Caravan into a 30 degree bank to the right. I passed just to the right of the aircraft at the same altitude but was unable to climb because the Caravan's turbine couldn't spool up in time and I was just hanging on the edge of a stall. For a brief period of time I nearly lost control of the Caravan. The Caravan's course deviated to the right of the runway and taxiway and it passed over the parachute landing area just missing a parachutist under canopy at less than 150 FT as well as the roof of our hangar by a few feet. I was able to recover the aircraft; climb up to pattern altitude and land safely. This incident nearly caused the loss of my aircraft; my life and the life of the parachutist under canopy. I approached the airport manager about this incident but he was reluctant to even have a conversation with the other pilot. The primary error that started the series of events I described occurred because the pilot of the other aircraft taxied on the runway while I was on final. The pilot did not make a radio call because he had no radio and he didn't do an adequate job of scanning the pattern before taking the runway. I realize that according to the FARs that a radio is not required on board ultralight and homebuilt aircraft but we have a very busy turboprop aircraft served skydiving operation with as many as 50 takeoffs and landings daily plus routine GA traffic flying localizer approaches to the field; so doesn't it make good sense to require all aircraft to use a radio to communicate with other pilots in the pattern? At the very least; I think the FAA should contact the airport manager and send a Safety Councilor to have a pilot safety meeting with the jump pilots and dozens of ultralight and light sport aircraft pilot who use this airport.

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.