Narrative:

My wife and I were on a vacation VFR flight from hanscom field (bed) to du bois-jefferson county (duj) airport, landing for lunch, fuel, and WX briefing in small aircraft X. My last radio communication was with flight watch abut 30 mins east of du bois. About 10 NM east of du bois I began to make numerous attempts on both radios CTAF 123.6 to obtain airport advisories, as well as 122.1R/112.9T (clarion VOR) and 122.2 without reply. Because of lack of radio contact I held my altitude to 4000 MSL, 1200' above 2800 MSL pattern altitude to execute fly over. During same I saw no ground or pattern traffic, and the wind direction indicator was favoring runway 7. I self-announced, CTAF 123.6, that I was over the field at 4000 MSL intending to fly a right 270 degree descending turn to enter a 45 degree midfield approach at 2800 MSL for left traffic runway 7, of which I executed as transmitted. While on the 45 degree approach I saw small aircraft Y in the pattern left downwind runway 7 abeam the numbers. I followed him in flying a standard left hand traffic pattern reporting CTAF 123.6 positions of downwind, left base and final for runway 7. During my short final approach, light transport Z, a commuter type plane, entered onto the runway from approximately the mid runway area turning right, then quickly back tracking on runway 7 towards me. He reached the threshold just seconds before I did and stopped. I executed an approach to land over a 50 foot obstacle and landed long on the 5504 foot runway. To execute a go around which I was preparing to do would not have significantly separated us any further than landing long. After landing I taxied to the service island and proceeded into the du bois FSS station and reported the incident to on-duty personnel there as well as to their supervisor via the telephone. The FSS personnel said they never heard any of my position reports or transmissions on any FSS frequencys. Before departing du bois airport I found that I had developed a headset malfunction, thus I replaced same with a second set I had on board and was able to properly communicate with du bois FSS following airport advisories and procedures.

Google
 

Original NASA ASRS Text

Title: PLT OF LIGHT ACFT EXPERIENCES A LOSS OF COM, PROCEEDS TO ARPT OF INTENDED LNDG, ENTERS TO TRAFFIC PATTERN. ON SHORT FINAL A COMMUTER ACFT TAXIES ONTO THE RWY, BUT THE REPORTER LANDS 'OVER THE TOP' OF THE COMMUTER ACFT.

Narrative: MY WIFE AND I WERE ON A VACATION VFR FLT FROM HANSCOM FIELD (BED) TO DU BOIS-JEFFERSON COUNTY (DUJ) ARPT, LNDG FOR LUNCH, FUEL, AND WX BRIEFING IN SMA X. MY LAST RADIO COM WAS WITH FLT WATCH ABUT 30 MINS E OF DU BOIS. ABOUT 10 NM E OF DU BOIS I BEGAN TO MAKE NUMEROUS ATTEMPTS ON BOTH RADIOS CTAF 123.6 TO OBTAIN ARPT ADVISORIES, AS WELL AS 122.1R/112.9T (CLARION VOR) AND 122.2 WITHOUT REPLY. BECAUSE OF LACK OF RADIO CONTACT I HELD MY ALT TO 4000 MSL, 1200' ABOVE 2800 MSL PATTERN ALT TO EXECUTE FLY OVER. DURING SAME I SAW NO GND OR PATTERN TFC, AND THE WIND DIRECTION INDICATOR WAS FAVORING RWY 7. I SELF-ANNOUNCED, CTAF 123.6, THAT I WAS OVER THE FIELD AT 4000 MSL INTENDING TO FLY A RIGHT 270 DEG DSNDING TURN TO ENTER A 45 DEG MIDFIELD APCH AT 2800 MSL FOR LEFT TFC RWY 7, OF WHICH I EXECUTED AS TRANSMITTED. WHILE ON THE 45 DEG APCH I SAW SMA Y IN THE PATTERN LEFT DOWNWIND RWY 7 ABEAM THE NUMBERS. I FOLLOWED HIM IN FLYING A STANDARD LEFT HAND TFC PATTERN REPORTING CTAF 123.6 POSITIONS OF DOWNWIND, LEFT BASE AND FINAL FOR RWY 7. DURING MY SHORT FINAL APCH, LTT Z, A COMMUTER TYPE PLANE, ENTERED ONTO THE RWY FROM APPROX THE MID RWY AREA TURNING RIGHT, THEN QUICKLY BACK TRACKING ON RWY 7 TOWARDS ME. HE REACHED THE THRESHOLD JUST SECONDS BEFORE I DID AND STOPPED. I EXECUTED AN APCH TO LAND OVER A 50 FOOT OBSTACLE AND LANDED LONG ON THE 5504 FOOT RWY. TO EXECUTE A GO AROUND WHICH I WAS PREPARING TO DO WOULD NOT HAVE SIGNIFICANTLY SEPARATED US ANY FURTHER THAN LNDG LONG. AFTER LNDG I TAXIED TO THE SERVICE ISLAND AND PROCEEDED INTO THE DU BOIS FSS STATION AND REPORTED THE INCIDENT TO ON-DUTY PERSONNEL THERE AS WELL AS TO THEIR SUPVR VIA THE TELEPHONE. THE FSS PERSONNEL SAID THEY NEVER HEARD ANY OF MY POSITION REPORTS OR TRANSMISSIONS ON ANY FSS FREQS. BEFORE DEPARTING DU BOIS ARPT I FOUND THAT I HAD DEVELOPED A HEADSET MALFUNCTION, THUS I REPLACED SAME WITH A SECOND SET I HAD ON BOARD AND WAS ABLE TO PROPERLY COMMUNICATE WITH DU BOIS FSS FOLLOWING ARPT ADVISORIES AND PROCS.

Data retrieved from NASA's ASRS site as of August 2007 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.