Landing on occupied runway at non tower airport.

Attributes
ACN	237912
Time
Date	199303
Day	Mon
Local Time Of Day	1201 To 1800
Place
Locale Reference	airport : esn
State Reference	MD
Altitude	agl bound lower : 0 agl bound upper : 0
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Controlling Facilities	artcc : zdc artcc : zau
Operator	general aviation : instructional
Make Model Name	Small Aircraft
Flight Phase	descent : approach landing other
Flight Plan	IFR
Aircraft 2
Operator	general aviation : corporate
Make Model Name	Small Transport, Low Wing, 2 Turbojet Eng
Flight Phase	ground : holding ground other : taxi
Flight Plan	IFR
Person 1
Affiliation	Other
Function	flight crew : single pilot
Qualification	pilot : instrument pilot : commercial
Experience	flight time last 90 days : 10 flight time total : 300 flight time type : 50
ASRS Report	237912
Person 2
Affiliation	Other
Function	flight crew : captain oversight : pic
Qualification	pilot : atp
Events
Anomaly	aircraft equipment problem : less severe conflict : ground critical non adherence : far non adherence : published procedure other anomaly other
Independent Detector	other flight crewa other other : unspecified
Resolutory Action	flight crew : overcame equipment problem other
Consequence	Other
Supplementary
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation

Narrative:

Chain of events: I was cleared by balance ARTCC for the straight-in NDB runway 22 approach at esn. While on final approach, ATC gave me instructions concerning IFR cancellation procedures (which is routine when going into an uncontrolled airport). They further advised that there was a plane waiting to takeoff IFR. Since I was in VMC conditions, I cancelled my IFR flight plan so the waiting aircraft could get its release. ATC at that time stated that my IFR was cancelled and frequency change to the CTAF was approved. Prior to my departure, I had already set esn CTAF in communication 2. While continuing the approach I reported that I was on the NDB runway 22 approach and received no answer. After a short time, I repeated my call and still no answer. By that time I had reached my MDA and was close to the runway for landing. I proceeded to land on runway 22 and saw a jet on the opposite end appearing to be in position and holding. I noticed as I was braking that the jet was turning off the runway onto a taxiway or intersecting runway. I turned off the nearest taxiway and reported that I was clear the active. At that time my passenger noticed that even though my communication selector was properly set on communication 2, the speaker switch was not on. I had my ATC frequency in communication 1 and I didn't want to monitor 2 radios at the same time due to possible confusion and missing radio calls from approach control. The problem was corrected by switching the speaker button on. I repeated my clearance off the runway and proceeded to the maintenance hangar. Human performance considerations: 1) I feel I became tunnel visioned during my approach and landing and didn't take better steps in determining the active runway. 2) I should have verified that all the knobs and switches were in their correct position prior to transmission so if a response to my xmissions were to be given I would have heard them. 3) my decision to wait for ATC to instruct me to change over to CTAF. I could have monitored CTAF prior to being cleared for the approach so that I would have known what runway the wind was favoring and to determine if a circling approach to land would be the safest procedure. 4) I could query ATC to switch over to CTAF sooner in order to give me more time to react and make better decisions.

Original NASA ASRS Text

Title: LNDG ON OCCUPIED RWY AT NON TWR ARPT.

Narrative: CHAIN OF EVENTS: I WAS CLRED BY BAL ARTCC FOR THE STRAIGHT-IN NDB RWY 22 APCH AT ESN. WHILE ON FINAL APCH, ATC GAVE ME INSTRUCTIONS CONCERNING IFR CANCELLATION PROCS (WHICH IS ROUTINE WHEN GOING INTO AN UNCTLED ARPT). THEY FURTHER ADVISED THAT THERE WAS A PLANE WAITING TO TKOF IFR. SINCE I WAS IN VMC CONDITIONS, I CANCELLED MY IFR FLT PLAN SO THE WAITING ACFT COULD GET ITS RELEASE. ATC AT THAT TIME STATED THAT MY IFR WAS CANCELLED AND FREQ CHANGE TO THE CTAF WAS APPROVED. PRIOR TO MY DEP, I HAD ALREADY SET ESN CTAF IN COM 2. WHILE CONTINUING THE APCH I RPTED THAT I WAS ON THE NDB RWY 22 APCH AND RECEIVED NO ANSWER. AFTER A SHORT TIME, I REPEATED MY CALL AND STILL NO ANSWER. BY THAT TIME I HAD REACHED MY MDA AND WAS CLOSE TO THE RWY FOR LNDG. I PROCEEDED TO LAND ON RWY 22 AND SAW A JET ON THE OPPOSITE END APPEARING TO BE IN POS AND HOLDING. I NOTICED AS I WAS BRAKING THAT THE JET WAS TURNING OFF THE RWY ONTO A TXWY OR INTERSECTING RWY. I TURNED OFF THE NEAREST TXWY AND RPTED THAT I WAS CLR THE ACTIVE. AT THAT TIME MY PAX NOTICED THAT EVEN THOUGH MY COM SELECTOR WAS PROPERLY SET ON COM 2, THE SPEAKER SWITCH WAS NOT ON. I HAD MY ATC FREQ IN COM 1 AND I DIDN'T WANT TO MONITOR 2 RADIOS AT THE SAME TIME DUE TO POSSIBLE CONFUSION AND MISSING RADIO CALLS FROM APCH CTL. THE PROB WAS CORRECTED BY SWITCHING THE SPEAKER BUTTON ON. I REPEATED MY CLRNC OFF THE RWY AND PROCEEDED TO THE MAINT HANGAR. HUMAN PERFORMANCE CONSIDERATIONS: 1) I FEEL I BECAME TUNNEL VISIONED DURING MY APCH AND LNDG AND DIDN'T TAKE BETTER STEPS IN DETERMINING THE ACTIVE RWY. 2) I SHOULD HAVE VERIFIED THAT ALL THE KNOBS AND SWITCHES WERE IN THEIR CORRECT POS PRIOR TO XMISSION SO IF A RESPONSE TO MY XMISSIONS WERE TO BE GIVEN I WOULD HAVE HEARD THEM. 3) MY DECISION TO WAIT FOR ATC TO INSTRUCT ME TO CHANGE OVER TO CTAF. I COULD HAVE MONITORED CTAF PRIOR TO BEING CLRED FOR THE APCH SO THAT I WOULD HAVE KNOWN WHAT RWY THE WIND WAS FAVORING AND TO DETERMINE IF A CIRCLING APCH TO LAND WOULD BE THE SAFEST PROC. 4) I COULD QUERY ATC TO SWITCH OVER TO CTAF SOONER IN ORDER TO GIVE ME MORE TIME TO REACT AND MAKE BETTER DECISIONS.

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.