Narrative:

I was making...a short 7 nm flight in visual conditions. A gulfstream corporate jet...was holding in position short of the hold-short line for runway 7. I taxied toward the jet; making a series of radio calls on the CTAF which went unanswered by the gulfstream. The local FBO acknowledged my calls and we responded back to them on CTAF; but did not hear from the gulfstream. After a couple of minutes and receiving no response from the gulfstream; I elected to taxi back to the next taxiway / runway intersection to access the runway. I made a radio call on CTAF announcing I was taxiing to the next intersection and that I would be back-taxiing the full length of runway 7. After visually checking the approach & departure ends of the runway; I again made a radio call on CTAF to advise I was taking the active runway and back-taxiing runway 7 (several hundred feet). I received no response by the gulfstream or any other traffic. Close to the conclusion of my back taxi; I observed landing lights in the distance. From the spacing; I surmised it was probably [a] commuter flight inbound. As the gulfstream was positioned well back from the hold short line; I elected to vacate the runway rather than rush the takeoff; possibly causing the [commuter] to go-around. When the gulfstream saw my attempt to vacate the runway at his taxiway; he turned a little laterally to give me some more room. I successfully vacated the runway; except for a short portion of the left wing that extended past the hold short line. The commuter jet successfully landed on the runway. However; they did not respond to any calls on the CTAF frequency; even after landing; nor were any transmissions heard on the CTAF as they exited the runway and taxied to the terminal gate. I took off after the commuter cleared the runway (observed visually since they were announcing).after landing; I made a phone to the [departure field] FBO...and spoke with [name] who confirmed hearing all of our radio calls on CTAF and confirming that he never heard any CTAF calls by either the gulfstream or the commuter. He further advised that '90% of the commuters call in; but occasionally they stay with center all the way in and never use CTAF.' center is the controlling agency for obtaining IFR clearances and is available on the ground. It is my experience that many transient aircraft stay on center frequency without monitoring or using CTAF. I believe this is what happened for both the gulfstream and the commuter jets. Based on this experience and [the FBO's] statements; I relayed this information to the airport authority.... I also requested that signage be installed at both ends of the runway / taxiways advising aircraft to monitor the CTAF for local traffic advisories.in the future; I will also monitor center during taxiing and ground operations; even when I'm not using the system for a short VFR flight; in order to be able to contact other aircraft on the ground that should be monitoring CTAF.

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Original NASA ASRS Text

Title: PA31 pilot and local FBO at a non-towered airport heard no transmissions on CTAF by a Gulfstream V aircraft holding short of the runway nor from a landing commuter jet. Reporter expressed concern with the practice of corporate and commuter aircraft communicating only with the local ATC Center and not utilizing CTAF.

Narrative: I was making...a short 7 nm flight in visual conditions. A Gulfstream corporate jet...was holding in position short of the hold-short line for Runway 7. I taxied toward the jet; making a series of radio calls on the CTAF which went unanswered by the Gulfstream. The local FBO acknowledged my calls and we responded back to them on CTAF; but did not hear from the Gulfstream. After a couple of minutes and receiving no response from the Gulfstream; I elected to taxi back to the next taxiway / runway intersection to access the runway. I made a radio call on CTAF announcing I was taxiing to the next intersection and that I would be back-taxiing the full length of Runway 7. After visually checking the approach & departure ends of the runway; I again made a radio call on CTAF to advise I was taking the active runway and back-taxiing runway 7 (several hundred feet). I received no response by the Gulfstream or any other traffic. Close to the conclusion of my back taxi; I observed landing lights in the distance. From the spacing; I surmised it was probably [a] commuter flight inbound. As the Gulfstream was positioned well back from the hold short line; I elected to vacate the runway rather than rush the takeoff; possibly causing the [commuter] to go-around. When the Gulfstream saw my attempt to vacate the runway at his taxiway; he turned a little laterally to give me some more room. I successfully vacated the runway; except for a short portion of the left wing that extended past the hold short line. The commuter jet successfully landed on the runway. However; they did not respond to any calls on the CTAF frequency; even after landing; nor were any transmissions heard on the CTAF as they exited the runway and taxied to the terminal gate. I took off after the commuter cleared the runway (observed visually since they were announcing).After landing; I made a phone to the [departure field] FBO...and spoke with [name] who confirmed hearing all of our radio calls on CTAF and confirming that he never heard any CTAF calls by either the Gulfstream or the commuter. He further advised that '90% of the commuters call in; but occasionally they stay with Center all the way in and never use CTAF.' Center is the controlling agency for obtaining IFR clearances and is available on the ground. It is my experience that many transient aircraft stay on Center frequency without monitoring or using CTAF. I believe this is what happened for both the Gulfstream and the commuter jets. Based on this experience and [the FBO's] statements; I relayed this information to the Airport Authority.... I also requested that signage be installed at both ends of the runway / taxiways advising aircraft to monitor the CTAF for local traffic advisories.In the future; I will also monitor Center during taxiing and ground operations; even when I'm not using the system for a short VFR flight; in order to be able to contact other aircraft on the ground that should be monitoring CTAF.

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.