Narrative:

[We were] vectored under VFR flight following by ATC to GPS runway 20 jwn with pt (procedure turn). Advised by ATC citation jet approaching jwn from south IFR runway 2. On final approach into jwn; VFR flight following was canceled after ATC stated GPS practice approach runway 20 approved; maintain VFR; was told the citation was 15 NM to the south. Contacted citation on unicom and gave position and approach GPS runway 20. Initial communication query unsuccessful. Second attempt citation stated they had just canceled IFR on other frequency and planned to land 02. Winds favored 20 and calm wind runway is 20 as stated in AFD. 'We will keep our eyes out for you;' was response from citation without position reference. When cirrus was on short final; communication with citation occurred. They stated they were 4 miles out. The cirrus touched down 40 seconds later on runway 20. During touchdown; visual on the citation was made as the traffic warning annunciator in the cirrus stated; 'traffic 12 o'clock high; one mile.' the citation was 100 ft AGL on approach to runway 02. The cirrus lands at 80 KTS and usually requires 3000 ft to turn out; which puts it at the second taxiway exit on runway 20 under normal conditions. This was not an option as the citation would have landed by then and a collision would have occurred without evasive action by one or both aircraft. I took evasive action to exit at the taxiway exit. I started heavy braking; went to 0 flaps; turned to the right edge of the runway to get a better apex at the taxiway exit and turned left off the runway at 30 KTS; decelerating and braking through the turn; risking damage to the aircraft. I radioed [the citation] as I turned off to let them know the runway was clear. Their touchdown was 30 seconds after mine and roughly 10 seconds after I cleared the runway. Not enough separation for safe aircraft operation. I pulled their flight data from flight aware. Ground speed of the citation at 5400 ft MSL was 291 KTS; at 3000 ft MSL was 250 KTS; at 1500 was 207 KTS on their approach to runway 02. They landed contrary to the traffic pattern and carried high velocity into final approach. Without evasive action; a collision may have occurred secondary to head on convergence of landing aircraft. Clearly there needs to be clarification of the rules and regulations regarding right of way at class east airports. The FARS do not address this scenario directly and there is ambiguity regarding right of way and airspeed limitations on approach to class east airports. Good learning scenario. Glad to be alive.

Google
 

Original NASA ASRS Text

Title: SR22 pilot reported a near collision on landing roll at JWN airport when a Citation landed in the opposite direction.

Narrative: [We were] vectored under VFR flight following by ATC to GPS Runway 20 JWN with PT (procedure turn). Advised by ATC Citation Jet approaching JWN from south IFR Runway 2. On final approach into JWN; VFR flight following was canceled after ATC stated GPS practice approach Runway 20 approved; maintain VFR; was told the Citation was 15 NM to the south. Contacted Citation on UNICOM and gave position and approach GPS Runway 20. Initial communication query unsuccessful. Second attempt Citation stated they had just canceled IFR on other frequency and planned to land 02. Winds favored 20 and calm wind Runway is 20 as stated in AFD. 'We will keep our eyes out for you;' was response from Citation without position reference. When Cirrus was on short final; communication with Citation occurred. They stated they were 4 miles out. The Cirrus touched down 40 seconds later on Runway 20. During touchdown; visual on the Citation was made as the Traffic Warning annunciator in the Cirrus stated; 'Traffic 12 o'clock high; one mile.' The Citation was 100 FT AGL on approach to Runway 02. The Cirrus lands at 80 KTS and usually requires 3000 FT to turn out; which puts it at the second taxiway exit on Runway 20 under normal conditions. This was not an option as the Citation would have landed by then and a collision would have occurred without evasive action by one or both aircraft. I took evasive action to exit at the taxiway exit. I started heavy braking; went to 0 flaps; turned to the right edge of the Runway to get a better apex at the taxiway exit and turned left off the runway at 30 KTS; decelerating and braking through the turn; risking damage to the aircraft. I radioed [the Citation] as I turned off to let them know the runway was clear. Their touchdown was 30 seconds after mine and roughly 10 seconds after I cleared the runway. Not enough separation for safe aircraft operation. I pulled their flight data from Flight Aware. Ground speed of the Citation at 5400 FT MSL was 291 KTS; at 3000 FT MSL was 250 KTS; at 1500 was 207 KTS on their approach to Runway 02. They landed contrary to the traffic pattern and carried high velocity into final approach. Without evasive action; a collision may have occurred secondary to head on convergence of landing aircraft. Clearly there needs to be clarification of the rules and regulations regarding right of way at Class E airports. The FARS do not address this scenario directly and there is ambiguity regarding right of way and airspeed limitations on approach to Class E airports. Good learning scenario. Glad to be alive.

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.