Narrative:

We taxied out for departure on runway 20, which was the runway in use by 2 aircraft in the traffic pattern. Jackson FSS was reporting wind/altitude/traffic to as many aircraft as would give a call on CTAF. This service was nice but when 5 aircraft were trying to conduct operations at this small airport it was a hinderance to pilots trying to talk to other pilots which is what an uncontrolled airport is all about. As we taxied to hold short of runway 20, we heard a third aircraft holding at the LOM on the approach course to runway 2, and an FAA flight check aircraft reported 5-8 NM southwest of the field and he would be performing a position check of ILS/NDB/VOR approachs simultaneously. We visually checked the arrival/departure ends of runway 20, announced our intentions to CTAF/FSS and proceeded to takeoff and make standard lh traffic pattern and depart from the downwind. We were approximately 3 seconds into our takeoff when we saw a light aircraft on very short final to runway 2. Obviously it was the aircraft that had been holding at the LOM; he was now making a practice ILS. As we aborted before V1 (he) made a very sharp turn to the right while starting a climb to pattern altitude. I estimate that he was 1-200 ft AGL and close to the MM. At this time we had one of the touch and go aircraft turning base, the other had landed and taxied clear of 20 prior to our departure. As we aborted and told CTAF what we were doing and taxied clear of 20 the aircraft behind us made a full stop landing, the missed approach aircraft made a lh downwind, and the FAA was closing in on runway 2 approach threshold (I estimate). Now we are down to 3 aircraft the 2 touch and go aircraft have taxied to the ramp and we taxied to the departure end of 20 on the taxiway once again. From our vantage point we saw the previous missed aircraft now turning left base for 20; just then the FAA twin made a low pass at approximately 1-200 ft AGL. The FAA then made a slow turn towards the aircraft on base, remaining below 200 ft. The FAA aircraft continued at that altitude toward a populated area as far as I could see. The aircraft on base continued to make a normal landing then we departed. My conclusions are that at an airport such as mckellar-sipes in jackson, tn, where on VFR days and nights there is a high volume of student training, scheduled air carrier flts, transient aircraft, and an occasional FAA check there is an intense need for either a federal or private control tower to be in operations. Also, I feel that the pilot of the FAA plane used very poor judgement in the execution of his required approach check. Also, the pilot of the aircraft making a practice ILS out of a hold should not have continued to such a low altitude. In general, operations to the nonactive end of a runway (such as stated above) should be controled and/or prohibited while other traffic is using the active runway.

Related reports:

Google
 

Original NASA ASRS Text

Title: ACR AT UNCTLED ARPT ABORTS TKOF DUE OPPOSITE DIRECTION TFC ON PRACTICE INST APCH.

Narrative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

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.