Narrative:

The weather conditions at prn were VFR; with the winds favoring runway 14 (we had listened to the weather several times). We were talking to atlanta [center] and were told to advise the prn in sight. We saw a few traffic targets on the mfd and asked ATC if they were showing them as well. ATC advised they weren't and proceeded to clear us for the visual approach in prn. We canceled IFR; but requested to stay on with atlanta for traffic advisories until we were closer to the airport; as there were still several targets visible on the mfd. Meanwhile; we had already been monitoring prn CTAF on 122.8 and had made a position report to announce we were inbound. We did not hear any traffic on CTAF at greenville/crenshaw at this point.very shortly after canceling IFR; atlanta center advised us about target(s) in the vicinity of prn and suggested we switch over to CTAF at that time. The atlanta center frequency had been relatively quiet during our arrival phase; making it easy for us to monitor prn CTAF clearly; and we still had not heard traffic in the area to this point. We switched to CTAF frequency of 122.8 outside of 10 miles from the airport and again announced our intentions to fly a 45 degree entry to the left downwind for runway 14. We started maneuvering for the 45 degree pattern entry relatively far out; at which time; an air tractor announced that they were low level to the southwest of the airport and departing the area; they did not make any other radio calls. We saw a target on the mfd that matched his position report that showed 1700 ft below us (we were currently about 2400 MSL; descending to a pattern altitude of 2000 MSL. We continued announcing our position and flew a normal traffic pattern.while rolling to the next available taxiway on the landing rollout; we all of a sudden observed an airplane approaching us head on; approximately 100 feet above the approach end of runway 32; clearly intending to land while we were still exiting runway 14. Due to the large gap between taxiways at this airport; we were exiting on the last taxiway prior to the end of the runway. The significance of this is to illustrate how close the other aircraft was to us while we attempting to exit the runway. We had not called clear of the runway yet on the CTAF. Furthermore; we still had not heard any radio calls from any other aircraft during our entire pattern entry or landing phase. This occurred during daylight hours. While the pilot flying was concentrating on exiting the runway; the pilot monitoring saw the traffic and loudly called to clear the runway due to this unexpected traffic. The pilot flying immediately cleared the runway as fast as he could without question by making an immediate right turnoff at the next taxiway as the air tractor landed in the opposite direction and pulled off into a small ramp area to the east of the runway. He was already rolling past us on the runway while we just started taxiing to the ramp on the parallel taxiway. The passenger located in seat 3 was able to see the traffic's proximity as the pilot flying had made the right turn to exit the runway; and commented on the other aircraft after we shut down. While we were in the ramp area; we watched the air tractor takeoff from runway 14; starting at the east ramp area. In addition to this air tractor; we also watched another air tractor land on runway 32 and depart runway 14 numerous times. Each time a short approach from low level was made to the runway; the pattern was very unpredictable and hard to see until the last minute as this aircraft maintained an extremely low level and essentially was climbing over the tree line and then descending to land rapidly at high angles of bank. After the passengers disembarked; we put the standby bus on and monitored CTAF on comm 1 with the speaker on while observing the air tractors arrivals and departures. Still no radio calls were made on CTAF by any other aircraft. We were advised by that these aircraft had just arrived. It should be noted; however; that there were no notams listed for prn regarding this activity. Crews should be advised that multiple aerial spraying aircraft have been working in the prn area and may not follow standard traffic patterns or make radio calls; exercise caution when arriving and departing area.

Related reports:

Google
 

Original NASA ASRS Text

Title: A light transport aircraft Captain reported crop dusters at PRN that did not make radio reports and landed and departed in opposite directions.

Narrative: The weather conditions at PRN were VFR; with the winds favoring Runway 14 (We had listened to the weather several times). We were talking to Atlanta [Center] and were told to advise the PRN in sight. We saw a few traffic targets on the MFD and asked ATC if they were showing them as well. ATC advised they weren't and proceeded to clear us for the visual approach in PRN. We canceled IFR; but requested to stay on with Atlanta for traffic advisories until we were closer to the airport; as there were still several targets visible on the MFD. Meanwhile; we had already been monitoring PRN CTAF on 122.8 and had made a position report to announce we were inbound. We did not hear any traffic on CTAF at Greenville/Crenshaw at this point.Very shortly after canceling IFR; Atlanta Center advised us about target(s) in the vicinity of PRN and suggested we switch over to CTAF at that time. The Atlanta Center frequency had been relatively quiet during our arrival phase; making it easy for us to monitor PRN CTAF clearly; and we still had not heard traffic in the area to this point. We switched to CTAF frequency of 122.8 outside of 10 miles from the airport and again announced our intentions to fly a 45 degree entry to the left downwind for Runway 14. We started maneuvering for the 45 degree pattern entry relatively far out; at which time; an Air Tractor announced that they were low level to the southwest of the airport and departing the area; they did not make any other radio calls. We saw a target on the MFD that matched his position report that showed 1700 ft below us (we were currently about 2400 MSL; descending to a pattern altitude of 2000 MSL. We continued announcing our position and flew a normal traffic pattern.While rolling to the next available taxiway on the landing rollout; we all of a sudden observed an airplane approaching us head on; approximately 100 feet above the approach end of runway 32; clearly intending to land while we were still exiting Runway 14. Due to the large gap between taxiways at this airport; we were exiting on the last taxiway prior to the end of the runway. The significance of this is to illustrate how close the other aircraft was to us while we attempting to exit the runway. We had not called clear of the runway yet on the CTAF. Furthermore; we still had not heard any radio calls from any other aircraft during our entire pattern entry or landing phase. This occurred during daylight hours. While the pilot flying was concentrating on exiting the runway; the pilot monitoring saw the traffic and loudly called to clear the runway due to this unexpected traffic. The pilot flying immediately cleared the runway as fast as he could without question by making an immediate right turnoff at the next taxiway as the Air Tractor landed in the opposite direction and pulled off into a small ramp area to the east of the runway. He was already rolling past us on the runway while we just started taxiing to the ramp on the parallel taxiway. The passenger located in Seat 3 was able to see the traffic's proximity as the pilot flying had made the right turn to exit the runway; and commented on the other aircraft after we shut down. While we were in the ramp area; we watched the Air Tractor takeoff from Runway 14; starting at the east ramp area. In addition to this Air Tractor; we also watched another Air Tractor land on Runway 32 and depart Runway 14 numerous times. Each time a short approach from low level was made to the runway; the pattern was very unpredictable and hard to see until the last minute as this aircraft maintained an extremely low level and essentially was climbing over the tree line and then descending to land rapidly at high angles of bank. After the passengers disembarked; we put the Standby Bus on and monitored CTAF on Comm 1 with the speaker on while observing the Air Tractors arrivals and departures. Still no radio calls were made on CTAF by any other aircraft. We were advised by that these aircraft had just arrived. It should be noted; however; that there were no NOTAMs listed for PRN regarding this activity. Crews should be advised that multiple aerial spraying aircraft have been working in the PRN area and may not follow standard traffic patterns or make radio calls; exercise caution when arriving and departing area.

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.