Narrative:

On 12/thu/91, myself and the designated PIC were shooting an ILS approach to runway 24 at the state college university park airport, an uncontrolled field. We were both captain qualified on the aircraft and due to pilot shortages at our company we were assigned to fly together. As per company policy, the senior captain occupies the left seat. I was the junior captain therefore I was performing the first officer duties as second in command. It had been over a year since I had flown into state college airport and I feel that as a captain occupying the right seat I am not as familiar nor comfortable with the duties associated with occupying the right seat. At approximately an 8 mi final the center controller cleared us for the approach and handed us off to the advisory frequency. At that time I called university park unicom and asked for an airport advisory. They reported that runway 24 was in use and gave me the current winds and reported no traffic was in the area. I announced our position over the CTAF and asked if there was any traffic to please acknowledge. I also announced two more position reports on a 4 then on a 1 1/2 mi final for runway 24 at unv. Upon landing rollout, I noticed an small aircraft overhead the field to enter what I assumed to be a left downwind for runway 24 at unv. After clearing the runway end, I reported over the CTAF that we were 'down and clear of runway 24 at unv.' as we started the after landing checklist I remember hearing the small aircraft traffic announcing his position over the CTAF. I assumed that he was landing on the active runway (24) since both AWOS-1 and unicom reported this runway was in use. While taxiing to the ramp we started crossing runway 16-34 when I looked to my right and noticed the small aircraft was on the runway. I immediately noticed that he was not moving very fast and appeared to be at taxi speed. There was no danger of a ground collision and no evasive action was necessary. We continued to the ramp and parked our aircraft at the gate. I believe what might of happened was that the small aircraft landed on runway 34 instead of the published active, runway 24 and was able to slow to taxi speed in anticipation that we may not stop prior to the intersection. There is also a possibility that the small aircraft did land on runway 24 and made a right turn onto runway 34 to taxi to the cargo ramp which is located right off runway 34. It was really hard to tell because of the slow speed of the aircraft. Of the many factors that were involved during this incident I believe these were the most prevalent: captain occupying the right seat and not being comfortable and familiar in this role. Crew had not been to the airport in over a year. Crew not listening to advisory transmissions made by other aircraft. Aircraft not using aircraft runway advised by unicom.

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Original NASA ASRS Text

Title: AT A NON TWR ARPT A COMMUTER LTT TAXIED ACROSS A RWY WHILE AN ACFT WAS STILL COMPLETING LNDG ROLL ON THE RWY.

Narrative: ON 12/THU/91, MYSELF AND THE DESIGNATED PIC WERE SHOOTING AN ILS APCH TO RWY 24 AT THE STATE COLLEGE UNIVERSITY PARK ARPT, AN UNCTLED FIELD. WE WERE BOTH CAPT QUALIFIED ON THE ACFT AND DUE TO PLT SHORTAGES AT OUR COMPANY WE WERE ASSIGNED TO FLY TOGETHER. AS PER COMPANY POLICY, THE SENIOR CAPT OCCUPIES THE L SEAT. I WAS THE JUNIOR CAPT THEREFORE I WAS PERFORMING THE FO DUTIES AS SECOND IN COMMAND. IT HAD BEEN OVER A YEAR SINCE I HAD FLOWN INTO STATE COLLEGE ARPT AND I FEEL THAT AS A CAPT OCCUPYING THE R SEAT I AM NOT AS FAMILIAR NOR COMFORTABLE WITH THE DUTIES ASSOCIATED WITH OCCUPYING THE R SEAT. AT APPROX AN 8 MI FINAL THE CENTER CTLR CLRED US FOR THE APCH AND HANDED US OFF TO THE ADVISORY FREQ. AT THAT TIME I CALLED UNIVERSITY PARK UNICOM AND ASKED FOR AN ARPT ADVISORY. THEY RPTED THAT RWY 24 WAS IN USE AND GAVE ME THE CURRENT WINDS AND RPTED NO TFC WAS IN THE AREA. I ANNOUNCED OUR POS OVER THE CTAF AND ASKED IF THERE WAS ANY TFC TO PLEASE ACKNOWLEDGE. I ALSO ANNOUNCED TWO MORE POS RPTS ON A 4 THEN ON A 1 1/2 MI FINAL FOR RWY 24 AT UNV. UPON LNDG ROLLOUT, I NOTICED AN SMA OVERHEAD THE FIELD TO ENTER WHAT I ASSUMED TO BE A L DOWNWIND FOR RWY 24 AT UNV. AFTER CLRING THE RWY END, I RPTED OVER THE CTAF THAT WE WERE 'DOWN AND CLR OF RWY 24 AT UNV.' AS WE STARTED THE AFTER LNDG CHKLIST I REMEMBER HEARING THE SMA TFC ANNOUNCING HIS POS OVER THE CTAF. I ASSUMED THAT HE WAS LNDG ON THE ACTIVE RWY (24) SINCE BOTH AWOS-1 AND UNICOM RPTED THIS RWY WAS IN USE. WHILE TAXIING TO THE RAMP WE STARTED XING RWY 16-34 WHEN I LOOKED TO MY R AND NOTICED THE SMA WAS ON THE RWY. I IMMEDIATELY NOTICED THAT HE WAS NOT MOVING VERY FAST AND APPEARED TO BE AT TAXI SPD. THERE WAS NO DANGER OF A GND COLLISION AND NO EVASIVE ACTION WAS NECESSARY. WE CONTINUED TO THE RAMP AND PARKED OUR ACFT AT THE GATE. I BELIEVE WHAT MIGHT OF HAPPENED WAS THAT THE SMA LANDED ON RWY 34 INSTEAD OF THE PUBLISHED ACTIVE, RWY 24 AND WAS ABLE TO SLOW TO TAXI SPD IN ANTICIPATION THAT WE MAY NOT STOP PRIOR TO THE INTXN. THERE IS ALSO A POSSIBILITY THAT THE SMA DID LAND ON RWY 24 AND MADE A R TURN ONTO RWY 34 TO TAXI TO THE CARGO RAMP WHICH IS LOCATED R OFF RWY 34. IT WAS REALLY HARD TO TELL BECAUSE OF THE SLOW SPD OF THE ACFT. OF THE MANY FACTORS THAT WERE INVOLVED DURING THIS INCIDENT I BELIEVE THESE WERE THE MOST PREVALENT: CAPT OCCUPYING THE R SEAT AND NOT BEING COMFORTABLE AND FAMILIAR IN THIS ROLE. CREW HAD NOT BEEN TO THE ARPT IN OVER A YEAR. CREW NOT LISTENING TO ADVISORY TRANSMISSIONS MADE BY OTHER ACFT. ACFT NOT USING ACFT RWY ADVISED BY UNICOM.

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.