Narrative:

Pilot 3/5 mi wnw of ism airfield attempted to contact unicom to determine active runway on frequency 122.7 with no reply. Frequency 122.725 is now the new frequency and no 720 channel radio was on board. Pilot entered close left downwind to runway 6. During which approach no traffic was observed, windsock showed wind down center of runway. Close left base to final was made to the numbers which on recollection, appeared a confusion in markings. Landing was accomplished at 50-60 mph gndspd with 24 KT wind down the centerline. Pilot turned off taxiway to ramp. Airport manager drove up and informed the pilot he was to be given a violation for landing on a closed runway. No equipment or personnel were present within the boundary of the runway, nor was the runway surface disturbed. Pilot was the sole occupant of the aircraft. Occurrence was reported by pilot to the GADO by telephone. Upon immediate inspection of numbers no yellow 'X' mark or drums were present. However, within 1 hour they were placed on the runway by the airport manager who was advised by the pilot that yellow 'X-ing' would be advisable. Future safety requirements suggest placement of a large painted 'X' in yellow before or after the numbers large enough to be easily idented but of a chalking character if marking is to be removed for runway to be put back in service. No obstruction should ever be placed on a runway which may damage an aircraft which might otherwise come to a stop without damage on an undisturbed runway subject only to possible xtfc of construction equipment or the like. Negative factors which could affect performance: sun glare angle reflected off wet runway made whatever markings on the runway difficult to identify from overhead. Pilot unable to establish radio communication. Callback conversation with reporter revealed the following information: reporter states on takeoff and crossing over the numbers the X's were very hard to decipher (photos enclosed). Pavement wet and X's on top of runway numbers. Reporter admits he should have checked NOTAMS. New unicom frequency made in impossible to receive any information from that source. Reporter has additional suggestion that a wind speed and direction instrument be placed at OM. Very simple instruments are available. Analyst also called local FSDO reference unicom frequency. FSDO passed us off to north fl director of operations, or the region, or washington, did give us some telephone numbers.

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Original NASA ASRS Text

Title: CORP ACFT LANDS ON CLOSED RWY. UNICOM FREQ CHANGED TO 3 DECIMALS, SO UNABLE TO MAKE CONTACT.

Narrative: PLT 3/5 MI WNW OF ISM AIRFIELD ATTEMPTED TO CONTACT UNICOM TO DETERMINE ACTIVE RWY ON FREQ 122.7 WITH NO REPLY. FREQ 122.725 IS NOW THE NEW FREQ AND NO 720 CHANNEL RADIO WAS ON BOARD. PLT ENTERED CLOSE L DOWNWIND TO RWY 6. DURING WHICH APCH NO TFC WAS OBSERVED, WINDSOCK SHOWED WIND DOWN CTR OF RWY. CLOSE L BASE TO FINAL WAS MADE TO THE NUMBERS WHICH ON RECOLLECTION, APPEARED A CONFUSION IN MARKINGS. LNDG WAS ACCOMPLISHED AT 50-60 MPH GNDSPD WITH 24 KT WIND DOWN THE CTRLINE. PLT TURNED OFF TAXIWAY TO RAMP. ARPT MGR DROVE UP AND INFORMED THE PLT HE WAS TO BE GIVEN A VIOLATION FOR LNDG ON A CLOSED RWY. NO EQUIP OR PERSONNEL WERE PRESENT WITHIN THE BOUNDARY OF THE RWY, NOR WAS THE RWY SURFACE DISTURBED. PLT WAS THE SOLE OCCUPANT OF THE ACFT. OCCURRENCE WAS RPTED BY PLT TO THE GADO BY TELEPHONE. UPON IMMEDIATE INSPECTION OF NUMBERS NO YELLOW 'X' MARK OR DRUMS WERE PRESENT. HOWEVER, WITHIN 1 HR THEY WERE PLACED ON THE RWY BY THE ARPT MGR WHO WAS ADVISED BY THE PLT THAT YELLOW 'X-ING' WOULD BE ADVISABLE. FUTURE SAFETY REQUIREMENTS SUGGEST PLACEMENT OF A LARGE PAINTED 'X' IN YELLOW BEFORE OR AFTER THE NUMBERS LARGE ENOUGH TO BE EASILY IDENTED BUT OF A CHALKING CHARACTER IF MARKING IS TO BE REMOVED FOR RWY TO BE PUT BACK IN SVC. NO OBSTRUCTION SHOULD EVER BE PLACED ON A RWY WHICH MAY DAMAGE AN ACFT WHICH MIGHT OTHERWISE COME TO A STOP WITHOUT DAMAGE ON AN UNDISTURBED RWY SUBJECT ONLY TO POSSIBLE XTFC OF CONSTRUCTION EQUIP OR THE LIKE. NEGATIVE FACTORS WHICH COULD AFFECT PERFORMANCE: SUN GLARE ANGLE REFLECTED OFF WET RWY MADE WHATEVER MARKINGS ON THE RWY DIFFICULT TO IDENT FROM OVERHEAD. PLT UNABLE TO ESTABLISH RADIO COM. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: RPTR STATES ON TKOF AND XING OVER THE NUMBERS THE X'S WERE VERY HARD TO DECIPHER (PHOTOS ENCLOSED). PAVEMENT WET AND X'S ON TOP OF RWY NUMBERS. RPTR ADMITS HE SHOULD HAVE CHKED NOTAMS. NEW UNICOM FREQ MADE IN IMPOSSIBLE TO RECEIVE ANY INFO FROM THAT SOURCE. RPTR HAS ADDITIONAL SUGGESTION THAT A WIND SPD AND DIRECTION INST BE PLACED AT OM. VERY SIMPLE INSTS ARE AVAILABLE. ANALYST ALSO CALLED LCL FSDO REF UNICOM FREQ. FSDO PASSED US OFF TO N FL DIRECTOR OF OPS, OR THE REGION, OR WASHINGTON, DID GIVE US SOME TELEPHONE NUMBERS.

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.