Narrative:

On jan/mon/93, approximately XA30 pm local time, my passenger and I were returning to my home base, rock springs, wy, in an small aircraft single engine land aircraft after spending overnight in wendover, nv. Rks provides 24 hour unicom service and is within a control zone. I was landing at rks and called for an airport advisory 12 mi southwest of the airport. I was advised that there was an small aircraft single engine land taxiing. No other aircraft had made radio contact. The sky was clear, winds calm and visibility 10 mi. There was thin patchy ice on the runway and braking action was fair. I announced that we would use runway 27. I entered a downwind leg for runway 27 at 7000 ft MSL, left base, and announced that I was going to shoot a practice ILS approach. My passenger, a 2500 hour private pilot, agreed to act as my spotter. I called my left base, practice ILS approach. At this point, another aircraft called for an airport advisory 20 mi southeast of the airport, and the small aircraft single engine land announced that it would hold on 27 until the other aircraft landed. I advised that I was on final, practice ILS, runway 27, full stop. I passed the outer and middle markers, and had just passed the inner marker. When I looked up I saw the small aircraft 2 holding on 27, but I also saw an small aircraft single engine land aircraft 3 pull out from an intersection on 27 and begin to roll for takeoff. The small aircraft 3 had made no radio contact. I told my spotter that we have another airplane on the runway. As I passed the threshold, the small aircraft 3 was approximately 80 ft below me and approximately 120 ft in front of me. I decided that the best course of action would be to complete my landing as my airspeed was low, 65 KTS, and dropping, and evasive action would have been difficult. I knew that I could not abort my landing as the small aircraft 3 was taking off and I would fly into the back of the small aircraft 3, nor could I make any turns because of my low airspeed, which would result in a stall, and because I did not know which was the small aircraft 3 would turn after takeoff. My spotter attempted to make radio contact with the departing small aircraft 3, but it maintained radio silence. It is my impression that if the small aircraft 3 had made any radio contact, even asking for an airport advisory while taxiing, I would have been aware of it and looking for it. Similarly, if the small aircraft 3 was monitoring its radio, it would have known that an aircraft was on final for 27. As a result, I have to conclude that the small aircraft 3 either did not have a radio, or it had a radio but was off or on the wrong channel. It is clear that radio communication is important, as well as keeping an eye out for other non-communicating aircraft.

Related reports:

Google
 

Original NASA ASRS Text

Title: PLT OF SMA ACFT LANDED BEHIND ANOTHER DEPARTING SMA ACFT AT AN UNCTLED ARPT RESULTING IN A NMAC. LNDG ON OCCUPIED RWY. NON TWR ARPT.

Narrative: ON JAN/MON/93, APPROX XA30 PM LCL TIME, MY PAX AND I WERE RETURNING TO MY HOME BASE, ROCK SPRINGS, WY, IN AN SMA SINGLE ENG LAND ACFT AFTER SPENDING OVERNIGHT IN WENDOVER, NV. RKS PROVIDES 24 HR UNICOM SVC AND IS WITHIN A CTL ZONE. I WAS LNDG AT RKS AND CALLED FOR AN ARPT ADVISORY 12 MI SW OF THE ARPT. I WAS ADVISED THAT THERE WAS AN SMA SINGLE ENG LAND TAXIING. NO OTHER ACFT HAD MADE RADIO CONTACT. THE SKY WAS CLR, WINDS CALM AND VISIBILITY 10 MI. THERE WAS THIN PATCHY ICE ON THE RWY AND BRAKING ACTION WAS FAIR. I ANNOUNCED THAT WE WOULD USE RWY 27. I ENTERED A DOWNWIND LEG FOR RWY 27 AT 7000 FT MSL, L BASE, AND ANNOUNCED THAT I WAS GOING TO SHOOT A PRACTICE ILS APCH. MY PAX, A 2500 HR PRIVATE PLT, AGREED TO ACT AS MY SPOTTER. I CALLED MY L BASE, PRACTICE ILS APCH. AT THIS POINT, ANOTHER ACFT CALLED FOR AN ARPT ADVISORY 20 MI SE OF THE ARPT, AND THE SMA SINGLE ENG LAND ANNOUNCED THAT IT WOULD HOLD ON 27 UNTIL THE OTHER ACFT LANDED. I ADVISED THAT I WAS ON FINAL, PRACTICE ILS, RWY 27, FULL STOP. I PASSED THE OUTER AND MIDDLE MARKERS, AND HAD JUST PASSED THE INNER MARKER. WHEN I LOOKED UP I SAW THE SMA 2 HOLDING ON 27, BUT I ALSO SAW AN SMA SINGLE ENG LAND ACFT 3 PULL OUT FROM AN INTXN ON 27 AND BEGIN TO ROLL FOR TKOF. THE SMA 3 HAD MADE NO RADIO CONTACT. I TOLD MY SPOTTER THAT WE HAVE ANOTHER AIRPLANE ON THE RWY. AS I PASSED THE THRESHOLD, THE SMA 3 WAS APPROX 80 FT BELOW ME AND APPROX 120 FT IN FRONT OF ME. I DECIDED THAT THE BEST COURSE OF ACTION WOULD BE TO COMPLETE MY LNDG AS MY AIRSPD WAS LOW, 65 KTS, AND DROPPING, AND EVASIVE ACTION WOULD HAVE BEEN DIFFICULT. I KNEW THAT I COULD NOT ABORT MY LNDG AS THE SMA 3 WAS TAKING OFF AND I WOULD FLY INTO THE BACK OF THE SMA 3, NOR COULD I MAKE ANY TURNS BECAUSE OF MY LOW AIRSPD, WHICH WOULD RESULT IN A STALL, AND BECAUSE I DID NOT KNOW WHICH WAS THE SMA 3 WOULD TURN AFTER TKOF. MY SPOTTER ATTEMPTED TO MAKE RADIO CONTACT WITH THE DEPARTING SMA 3, BUT IT MAINTAINED RADIO SILENCE. IT IS MY IMPRESSION THAT IF THE SMA 3 HAD MADE ANY RADIO CONTACT, EVEN ASKING FOR AN ARPT ADVISORY WHILE TAXIING, I WOULD HAVE BEEN AWARE OF IT AND LOOKING FOR IT. SIMILARLY, IF THE SMA 3 WAS MONITORING ITS RADIO, IT WOULD HAVE KNOWN THAT AN ACFT WAS ON FINAL FOR 27. AS A RESULT, I HAVE TO CONCLUDE THAT THE SMA 3 EITHER DID NOT HAVE A RADIO, OR IT HAD A RADIO BUT WAS OFF OR ON THE WRONG CHANNEL. IT IS CLR THAT RADIO COM IS IMPORTANT, AS WELL AS KEEPING AN EYE OUT FOR OTHER NON-COMMUNICATING ACFT.

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.