A BE1900 CARGO PLT LANDS ON A RWY OCCUPIED BY A BEECH BARON ON HIS LNDG ROLLOUT.

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ON SEP/WED/03; I WAS FLYING A BEECH 1900 ON THE MORNING PORTION OF A CARGO RTE THAT I HAD BEEN FLYING FOR OVER A YEAR. UPON ARRIVING AND DEPLANING FOR THE PURPOSE OF UNLOADING CARGO I WAS IMMEDIATELY CONFRONTED WITH A MAN WITH A CAMERA. HE INITIALLY SAID NOTHING AS HE GLARED AT ME AND TOOK A PICTURE. I SAID 'EXCUSE ME. IS THERE A PROB?' HE THEN PROCEEDED TO TELL ME IN AN OBVIOUSLY ANGRY TONE THAT; TO PARAPHRASE; 'HE FELT THREATENED' THAT I HAD LANDED ON RWY WHILE HE WAS STILL ON IT. ON THE MORNING OF SEP/TUE/03; THE DAY OF THE EVENT THAT THIS MAN WAS COMPLAINING OF; HE WAS FLYING HIS BEECH BARON AS ANNOUNCED ON THE ILS RWY. THE FIRST TIME I HEARD HIM ANNOUNCE ON CTAF HE RPTED A 10 MI FINAL. I THEN RPTED ON CTAF A 15 MI FINAL AS I WAS 5 MI BEHIND HIM. ON HIS FIRST POS RPT I BELIEVED I WAS FOLLOWING A LEARJET AS ALL I HEARD OF HIS ANNOUNCEMENT WAS '...10 MI FINAL...' IT WAS NOT CLR. WHAT I THOUGHT I HEARD WAS 'LEAR' NOT 'BARON.' CONSEQUENTLY I WAS EXPECTING TO BE FOLLOWING AN AIRPLANE THAT WAS CONSIDERABLY FASTER ON APCH THAN A BARON. THE NEXT POS RPT I HEARD WAS EQUALLY UNCLR. THIS TIME I DIDN'T EVEN HEAR THE TYPE OF ACFT. ALL I HEARD WAS '5 MI...' THIS WAS ACCEPTABLE TO ME AS I WAS ON A 9 MI FINAL ALTHOUGH I THOUGHT IT STRANGE THAT I WAS GAINING ON A FASTER ACFT. I HEARD ANOTHER SO-CALLED ANNOUNCEMENT SHORTLY AFTER ALTHOUGH IT WAS COMPLETELY UNINTELLIGIBLE. IT WAS AT THAT TIME THAT I ACQUIRED THE OTHER ACFT VISUALLY. IT BECAME CLR THAT IT WAS NOT A LEARJET AFTER ALL. AT THIS TIME I WAS ON A 7 MI FINAL AND THE BARON WAS APPARENTLY ON A 2-3 MI FINAL. I DECIDED TO CONTINUE THE APCH AND MONITOR HIS PROGRESS. IT WAS MY ASSESSMENT THAT MY 117 KT FINAL APCH SPD WAS NOT SIGNIFICANTLY HIGHER THAN HIS WHICH I ESTIMATED TO BE 90 KTS. AS WE CONTINUED I SAW SMOKE ARISE FROM HIS TIRES UPON TOUCHDOWN WHICH APPEARED TO BE NEARLY 3500 FT DOWN THE RWY. I WAS ON A 3 MI FINAL AT THIS POINT AND CONSIDERING HIS RELATIVELY LONG LNDG AND LENGTHY ROLLOUT AND MY ALREADY SLOW SPD I DECIDED THERE WAS MORE THAN SUFFICIENT LENGTH OF RWY BTWN HE AND I FOR ME TO LAND. THERE ARE SEVERAL FACTORS ON BOTH SIDES OF THE SIT THAT COULD HAVE BEEN STUDIED MORE CLOSELY AND WOULD HAVE ALLEVIATED ANY CONFLICT. THE BARON SHOULD HAVE ENUNCIATED CLRLY ON EVERY RPT. I; AS THE PLT BEHIND THE BARON SHOULD HAVE IMMEDIATELY REQUESTED CLARIFICATION SINCE I CLRLY HAD QUESTIONED AS TO THE TYPE AND POS OF THE PRECEDING ACFT. I AS PLT COULD HAVE EXECUTED A QUICK 360 DEG TURN AND RE-ENTER FINAL AS THE PATTERN WAS OTHERWISE CLR. THIS WOULD AT WORST HAVE ADDED 2 MINS TO MY BLOCK TIME. AT NO TIME DID I QUESTION WHETHER THERE WAS SUFFICIENT ROOM TO LAND BEHIND THE BARON. I TOUCHED DOWN AT 500 FT FROM THE BEGINNING OF THE RWY AT WHICH TIME I ESTIMATED THE BARON TO BE 3/4 THE WAY DOWN THE RWY. I DECELERATED WITH NO SIGNIFICANT EFFORT AND EXITED THE RWY AT WHICH I ESTIMATE TO BE 3500 FT FROM THE BEGINNING OF RWY. AT THE VERY MOMENT I WAS EXITING; THE BARON WAS EXITING CONCURRENTLY. I TAXIED DIRECTLY TO THE RAMP AND WAS PARKED WITH ENGS SHUT DOWN BEFORE THE BARON HAD BEEN TAXIED.