Narrative:

I was flying under the hood with a safety pilot. After performing the RNAV (GPS) approach to runway 26 to minimums; I removed my hood and proceeded to make the final approach under visual conditions. My safety pilot had been making all of the traffic announcements on the frequency listed for unicom on the approach chart; 122.95. We had not heard any other traffic call. When I was flaring to land; no more than 10 feet off the ground; I saw another aircraft at the opposite end of the same runway I was landing on. I immediately initiated a go-around; and turned to the left to enter the upwind leg; as he was already rolling down the runway for takeoff. Once the aircraft on the takeoff roll saw me; he aborted his takeoff and stopped on the runway. However; there was another aircraft on final behind him; whom my safety pilot and I had also not seen. He could not land because the other aircraft had stopped on the runway; and so he also went around. However; he turned to the right to enter the upwind; directly into my flight path. I saw him at the very last minute; and he passed no more than 100 feet below me. Once we stabilized our climb and calmed down some; my safety pilot noticed another frequency on the approach chart; labeled CTAF. He had not noticed this frequency before; and switched to it to make the announcements. He was not aware that there was a difference between these frequencies; and I had not looked at the frequencies as he was handling communications. This was one of the causes of this incident. Also; because the winds were calm; there was no clear indication of which runway was in use; and even another aircraft who queried the FBO on the radio was told that both runways were in use. Pilots continued to use both runways after this incident happened. The mix up about frequencies; both runways being in use; and the other airborne pilot's decision to sidestep to the right were all contributing factors in this incident.

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Original NASA ASRS Text

Title: C172 pilot reports using the UNICOM frequency to make position reports during approach to DKX with no traffic heard. During the landing flare an aircraft was noticed on the takeoff roll in the opposite direction and a go-around on the left side of the runway initiated. The departing aircraft rejected the takeoff and an aircraft behind on final goes around; side stepping to his right resulting in a head on NMAC situation.

Narrative: I was flying under the hood with a safety pilot. After performing the RNAV (GPS) Approach to Runway 26 to minimums; I removed my hood and proceeded to make the final approach under visual conditions. My safety pilot had been making all of the traffic announcements on the frequency listed for UNICOM on the approach chart; 122.95. We had not heard any other traffic call. When I was flaring to land; no more than 10 feet off the ground; I saw another aircraft at the opposite end of the same runway I was landing on. I immediately initiated a go-around; and turned to the left to enter the upwind leg; as he was already rolling down the runway for takeoff. Once the aircraft on the takeoff roll saw me; he aborted his takeoff and stopped on the runway. However; there was another aircraft on final behind him; whom my safety pilot and I had also not seen. He could not land because the other aircraft had stopped on the runway; and so he also went around. However; he turned to the right to enter the upwind; directly into my flight path. I saw him at the very last minute; and he passed no more than 100 feet below me. Once we stabilized our climb and calmed down some; my safety pilot noticed another frequency on the approach chart; labeled CTAF. He had not noticed this frequency before; and switched to it to make the announcements. He was not aware that there was a difference between these frequencies; and I had not looked at the frequencies as he was handling communications. This was one of the causes of this incident. Also; because the winds were calm; there was no clear indication of which runway was in use; and even another aircraft who queried the FBO on the radio was told that both runways were in use. Pilots continued to use both runways after this incident happened. The mix up about frequencies; both runways being in use; and the other airborne pilot's decision to sidestep to the right were all contributing factors in this incident.

Data retrieved from NASA's ASRS site as of July 2013 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.