Narrative:

I was operating my aircraft in the airport's traffic pattern practicing takeoffs and landings; announcing using the CTAF upon my departure 'closed traffic for runway 3.' the airport was VFR. Immediately prior to this incident; I had made two landings; announcing my position on the CTAF at all key points in the traffic pattern. As I was departing for my third practice landing; I heard another aircraft announce their position '10 north of the airport.' this call was answered by [somebody] who announced winds that favored landing on runway 3. With increasing vigilance; I looked for this aircraft as I flew the traffic pattern but did not make visual contact with it. I continued to announce my position; including 'turning final for runway 3.' as my aircraft was almost touching down on runway 3; I suddenly heard a call on CTAF; something to the effect 'nxxxxx you have an aircraft coming at you; get off the runway immediately.' I opened the throttle and as I gained flying speed climbed from the runway at a sharp angle to it so as to avoid the on-coming aircraft which had landed on runway 21 in the opposite direction I was departing.upon landing; I questioned the pilot of this aircraft to understand what factors caused his aircraft to land in the opposite direction. That pilot explained he had just executed a missed approach at another airport approximately 38nm to the northeast because it was below approach minimums. His alternate was also below minimums. Whether using ATC guidance or his own navigation; he then selected the airport I was operating at as his new destination; apparently proceeding directly towards it. After his initial position report; I never heard any other transmissions from this aircraft. When I asked if he had checked notams for this new destination he admitted he had not. Further complicating the issue was the approach charts he was using for this new destination still referred to runway numbers that had been previously changed by the issuance of a NOTAM on may 2015 with an august 2015 expiration. The most recent approach chart cycle released on august still does not reflect the new runway numbers. This pilot admitted hearing me calling my turns in the traffic pattern for runway 3; but because his approach charts were for runways 2/20; he believed I was operating at a different airport.this potential accident could have been avoided if the NOTAM system and the approach chart systems were integrated in some way to have each reflect a change simultaneously or at least cause an fdc NOTAM to be issued alerting pilots that the current approach charts for a particular airport do not reflect a future change to the current runway numbers.

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Original NASA ASRS Text

Title: A pilot on short final for HYR Runway 3 executed a go around after he was alerted by an individual on the ground about an unannounced aircraft landing Runway 21. The arrival aircraft pilot possessed outdated charts showing Runway 02/20 and did not associate other CTAF calls with HYR Runway 3.

Narrative: I was operating my aircraft in the airport's traffic pattern practicing takeoffs and landings; announcing using the CTAF upon my departure 'closed traffic for Runway 3.' The airport was VFR. Immediately prior to this incident; I had made two landings; announcing my position on the CTAF at all key points in the traffic pattern. As I was departing for my third practice landing; I heard another aircraft announce their position '10 north of the airport.' This call was answered by [somebody] who announced winds that favored landing on Runway 3. With increasing vigilance; I looked for this aircraft as I flew the traffic pattern but did not make visual contact with it. I continued to announce my position; including 'turning final for Runway 3.' As my aircraft was almost touching down on Runway 3; I suddenly heard a call on CTAF; something to the effect 'NXXXXX you have an aircraft coming at you; get off the runway immediately.' I opened the throttle and as I gained flying speed climbed from the runway at a sharp angle to it so as to avoid the on-coming aircraft which had landed on Runway 21 in the opposite direction I was departing.Upon landing; I questioned the pilot of this aircraft to understand what factors caused his aircraft to land in the opposite direction. That pilot explained he had just executed a missed approach at another airport approximately 38nm to the northeast because it was below approach minimums. His alternate was also below minimums. Whether using ATC guidance or his own navigation; he then selected the airport I was operating at as his new destination; apparently proceeding directly towards it. After his initial position report; I never heard any other transmissions from this aircraft. When I asked if he had checked NOTAMs for this new destination he admitted he had not. Further complicating the issue was the approach charts he was using for this new destination still referred to runway numbers that had been previously changed by the issuance of a NOTAM on May 2015 with an August 2015 expiration. The most recent approach chart cycle released on August still does not reflect the new runway numbers. This pilot admitted hearing me calling my turns in the traffic pattern for Runway 3; but because his approach charts were for Runways 2/20; he believed I was operating at a different airport.This potential accident could have been avoided if the NOTAM system and the approach chart systems were integrated in some way to have each reflect a change simultaneously or at least cause an FDC NOTAM to be issued alerting pilots that the current approach charts for a particular airport do not reflect a future change to the current runway numbers.

Data retrieved from NASA's ASRS site 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.