Narrative:

During an instrument approach (NDB) to hamilton county airport (hamilton is uncontrolled with CTAF), our radar service was terminated and we were cleared for the approach and cleared to the advisory frequency. We attempted radio contact with hamilton on CTAF at least 3-4 times with no results. We heard no other radio transmissions. Upon breaking out of clouds at MDA, I spotted the end of the runway approximately 1 mi away; at almost the same instant I noticed an small aircraft at our 12:00 at our altitude in a climbing left turn. I shoved the yoke forward to hopefully dive under the aircraft and then I eased back on the yoke to try to avoid swinging the tail of my aircraft into the small aircraft. I don't think the small aircraft saw us because there was no change in his pitch or bank attitude and no radio transmissions made. We landed on runway 11 while the copilot was loading our passenger and baggage. I continued to try to contact hamilton advisory on CTAF frequency thinking we possibly had a bad frequency. On the fourth try, a young lady answered the unicom and said there was local traffic and they were using runway 29 (winds were generally from the south). Another aircraft and light transport were to follow us on the approach and when they received no reply to their traffic advisory call, I advised them of the 3 opposite direction light aircraft in the pattern and that the wind did slightly favor runway 29. I realize that there are no cloud clearance requirements in uncontrolled airspace and I am sure this is just another case of both aircraft being legally dead right, however, there should have been some intention and position radio calls being made by the local traffic. Perhaps we need some cloud clearance requirements at uncontrolled airports.

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Original NASA ASRS Text

Title: SMT MIL ACFT ON NDB APCH HAS NMAC WITH SMA AS IT BREAKS OUT OF CLOUDS ON FINAL.

Narrative: DURING AN INST APCH (NDB) TO HAMILTON COUNTY ARPT (HAMILTON IS UNCTLED WITH CTAF), OUR RADAR SVC WAS TERMINATED AND WE WERE CLRED FOR THE APCH AND CLRED TO THE ADVISORY FREQ. WE ATTEMPTED RADIO CONTACT WITH HAMILTON ON CTAF AT LEAST 3-4 TIMES WITH NO RESULTS. WE HEARD NO OTHER RADIO TRANSMISSIONS. UPON BREAKING OUT OF CLOUDS AT MDA, I SPOTTED THE END OF THE RWY APPROX 1 MI AWAY; AT ALMOST THE SAME INSTANT I NOTICED AN SMA AT OUR 12:00 AT OUR ALT IN A CLBING L TURN. I SHOVED THE YOKE FORWARD TO HOPEFULLY DIVE UNDER THE ACFT AND THEN I EASED BACK ON THE YOKE TO TRY TO AVOID SWINGING THE TAIL OF MY ACFT INTO THE SMA. I DON'T THINK THE SMA SAW US BECAUSE THERE WAS NO CHANGE IN HIS PITCH OR BANK ATTITUDE AND NO RADIO TRANSMISSIONS MADE. WE LANDED ON RWY 11 WHILE THE COPLT WAS LOADING OUR PAX AND BAGGAGE. I CONTINUED TO TRY TO CONTACT HAMILTON ADVISORY ON CTAF FREQ THINKING WE POSSIBLY HAD A BAD FREQ. ON THE FOURTH TRY, A YOUNG LADY ANSWERED THE UNICOM AND SAID THERE WAS LCL TFC AND THEY WERE USING RWY 29 (WINDS WERE GENERALLY FROM THE S). ANOTHER ACFT AND LTT WERE TO FOLLOW US ON THE APCH AND WHEN THEY RECEIVED NO REPLY TO THEIR TFC ADVISORY CALL, I ADVISED THEM OF THE 3 OPPOSITE DIRECTION LIGHT ACFT IN THE PATTERN AND THAT THE WIND DID SLIGHTLY FAVOR RWY 29. I REALIZE THAT THERE ARE NO CLOUD CLRNC REQUIREMENTS IN UNCTLED AIRSPACE AND I AM SURE THIS IS JUST ANOTHER CASE OF BOTH ACFT BEING LEGALLY DEAD RIGHT, HOWEVER, THERE SHOULD HAVE BEEN SOME INTENTION AND POS RADIO CALLS BEING MADE BY THE LCL TFC. PERHAPS WE NEED SOME CLOUD CLRNC REQUIREMENTS AT UNCTLED ARPTS.

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.