Narrative:

Lam is private operated for govt agency, with a unicom for field advisories. It is a one-way strip, landing 27 and takeoff off 9. Aircraft from south and east report over the tower of white rock as IAP, the intersection of state hwys as the Y. Aircraft from the north report otowi bridge, where highway crosses the rio grande east of los alamos. The clarity of radio transmission seem to be a factor (antenna position also plays a role), but they will make some procedure recommendations such as intention reporting, using landing lights on final, accuracy of reporting points, etc. We were returning from santa flight engineer to lam. The WX was a high overcast so the sun's position was not apparent through the clouds. Prior to reaching white rock we were monitoring 123.00 and heard some conversation to indicate the presence of another aircraft. We increased our vigilance for the other aircraft. Over the ballfields at white rock we reported position and intentions to lam unicom. The lam unicom replied with additional traffic being an small aircraft Z reporting inbound from the north, altimeter 30.10, winds 190/5, etc. We had visibility contact with aircraft Z. As we approached the final inbound course for lam, we decided that we needed additional spacing between us and aircraft Z. We announced initiation a 350 degree turn and received an acknowledgement from lam unicom. In this approximately time frame, we heard an small aircraft Y call lam unicom for departure. Unicom replied, saying he had 2 aircraft inbound for landing, the pertinent #'south along with a request to hold. Aircraft Z was on final. We had or were finishing the 360 degree spacing turn and ready for final well behind aircraft Z. Small aircraft west called in from white rock and was advised of the current #'south, 2 aircraft on final and aircraft Y waiting to depart. Aircraft west advised that he would circle over white rock to allow aircraft Y to depart. We called the Y inbound, however this transmission may have been stepped on. A no-flap, crosswind landing was planned. We observed and heard the aircraft Z clear the runway. We heard our call sign at one point, but nothing further. The planned landing at flare raised the nose of the aircraft so that rest of the runway was no longer visible from the cockpit. At no point did we observe or hear aircraft Y take the runway for takeoff. Only after T/D were we aware of aircraft Y above us approximately 100'. Supplemental information from acn 135978: my instrument used this occurrence to described a scenario that if any aircraft was still on the ground rolling toward me that it would be advisable to take the airplane off into the fields that parallel the runway than risk a collision. She commented that it is far much better to risk damaging an airplane than being killed in a collision.

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Original NASA ASRS Text

Title: INSTRUCTOR AND STUDENT IN SMA HAVE NEAR COLLISION WITH DEPARTING ACFT WHEN LNDG AT LAM, WHERE TKOFS AND LNDGS ARE DONE IN OPPOSITE DIRECTION.

Narrative: LAM IS PVT OPERATED FOR GOVT AGENCY, WITH A UNICOM FOR FIELD ADVISORIES. IT IS A ONE-WAY STRIP, LNDG 27 AND TKOF OFF 9. ACFT FROM S AND E RPT OVER THE TWR OF WHITE ROCK AS IAP, THE INTXN OF STATE HWYS AS THE Y. ACFT FROM THE N RPT OTOWI BRIDGE, WHERE HWY CROSSES THE RIO GRANDE E OF LOS ALAMOS. THE CLARITY OF RADIO XMISSION SEEM TO BE A FACTOR (ANTENNA POS ALSO PLAYS A ROLE), BUT THEY WILL MAKE SOME PROC RECOMMENDATIONS SUCH AS INTENTION RPTING, USING LNDG LIGHTS ON FINAL, ACCURACY OF RPTING POINTS, ETC. WE WERE RETURNING FROM SANTA FE TO LAM. THE WX WAS A HIGH OVCST SO THE SUN'S POS WAS NOT APPARENT THROUGH THE CLOUDS. PRIOR TO REACHING WHITE ROCK WE WERE MONITORING 123.00 AND HEARD SOME CONVERSATION TO INDICATE THE PRESENCE OF ANOTHER ACFT. WE INCREASED OUR VIGILANCE FOR THE OTHER ACFT. OVER THE BALLFIELDS AT WHITE ROCK WE RPTED POS AND INTENTIONS TO LAM UNICOM. THE LAM UNICOM REPLIED WITH ADDITIONAL TFC BEING AN SMA Z RPTING INBND FROM THE N, ALTIMETER 30.10, WINDS 190/5, ETC. WE HAD VIS CONTACT WITH ACFT Z. AS WE APCHED THE FINAL INBND COURSE FOR LAM, WE DECIDED THAT WE NEEDED ADDITIONAL SPACING BTWN US AND ACFT Z. WE ANNOUNCED INITIATION A 350 DEG TURN AND RECEIVED AN ACKNOWLEDGEMENT FROM LAM UNICOM. IN THIS APPROX TIME FRAME, WE HEARD AN SMA Y CALL LAM UNICOM FOR DEP. UNICOM REPLIED, SAYING HE HAD 2 ACFT INBND FOR LNDG, THE PERTINENT #'S ALONG WITH A REQUEST TO HOLD. ACFT Z WAS ON FINAL. WE HAD OR WERE FINISHING THE 360 DEG SPACING TURN AND READY FOR FINAL WELL BEHIND ACFT Z. SMA W CALLED IN FROM WHITE ROCK AND WAS ADVISED OF THE CURRENT #'S, 2 ACFT ON FINAL AND ACFT Y WAITING TO DEPART. ACFT W ADVISED THAT HE WOULD CIRCLE OVER WHITE ROCK TO ALLOW ACFT Y TO DEPART. WE CALLED THE Y INBND, HOWEVER THIS XMISSION MAY HAVE BEEN STEPPED ON. A NO-FLAP, XWIND LNDG WAS PLANNED. WE OBSERVED AND HEARD THE ACFT Z CLR THE RWY. WE HEARD OUR CALL SIGN AT ONE POINT, BUT NOTHING FURTHER. THE PLANNED LNDG AT FLARE RAISED THE NOSE OF THE ACFT SO THAT REST OF THE RWY WAS NO LONGER VISIBLE FROM THE COCKPIT. AT NO POINT DID WE OBSERVE OR HEAR ACFT Y TAKE THE RWY FOR TKOF. ONLY AFTER T/D WERE WE AWARE OF ACFT Y ABOVE US APPROX 100'. SUPPLEMENTAL INFO FROM ACN 135978: MY INSTR USED THIS OCCURRENCE TO DESCRIBED A SCENARIO THAT IF ANY ACFT WAS STILL ON THE GND ROLLING TOWARD ME THAT IT WOULD BE ADVISABLE TO TAKE THE AIRPLANE OFF INTO THE FIELDS THAT PARALLEL THE RWY THAN RISK A COLLISION. SHE COMMENTED THAT IT IS FAR MUCH BETTER TO RISK DAMAGING AN AIRPLANE THAN BEING KILLED IN A COLLISION.

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