Narrative:

Dodge city regional airport is an uncontrolled, CTAF airport. This is an excellent concept if everyone has a radio on board the aircraft. We called company and unicom 20 mi out from landing and received the WX. The wind was 230 degrees at 14, so we decided to make a 7 mi straight-in approach to runway 14, which was the quickest way for us. We turned a 7 M final and I called on the CTAF and stated my position. We proceeded with our landing preparation. Again at 2 mi final I stated my position on CTAF, no other aircraft appeared to be in the area. On short final we looked around for any traffic. There didn't appear to be any other aircraft in the area. About 25 ft to 50 ft above the runway during our flare, I discovered a piper super cub landing opposite direction on our runway. I instantly advised the captain of the traffic. At this point, it was too late to go around so the captain cut the power and landed immediately and stopped the airplane short. At this point, we waited to see if the cub was going to stop, leaving open the option of departing the runway surface. Since it was a quartering tailwind for the other airplane, it took a little more runway than normal to stop it. He came to rest about 1000 ft in front of us and then proceeded to taxi to his hangar. I think in this situation the other pilot did not look around enough to see other traffic, landed on the wrong runway, and he should have gone around when he saw us. Our lack of standard entry into the traffic pattern caused us to not see the other traffic possibly. The thought of trying to get from a point a to point B in the least amount of time might have affected our decision on traffic pattern entry. Standard pattern entry and looking for the unexpected would alleviate this situation for both us and the other pilot. We spoke to the private pilot of the super cub and talked about what went on here.

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Original NASA ASRS Text

Title: AN ACR MLG AND AN SMA LANDED IN THE OPPOSITE DIRECTIONS ON THE SAME XWIND RWY.

Narrative: DODGE CITY REGIONAL ARPT IS AN UNCTLED, CTAF ARPT. THIS IS AN EXCELLENT CONCEPT IF EVERYONE HAS A RADIO ON BOARD THE ACFT. WE CALLED COMPANY AND UNICOM 20 MI OUT FROM LNDG AND RECEIVED THE WX. THE WIND WAS 230 DEGS AT 14, SO WE DECIDED TO MAKE A 7 MI STRAIGHT-IN APCH TO RWY 14, WHICH WAS THE QUICKEST WAY FOR US. WE TURNED A 7 M FINAL AND I CALLED ON THE CTAF AND STATED MY POS. WE PROCEEDED WITH OUR LNDG PREPARATION. AGAIN AT 2 MI FINAL I STATED MY POS ON CTAF, NO OTHER ACFT APPEARED TO BE IN THE AREA. ON SHORT FINAL WE LOOKED AROUND FOR ANY TFC. THERE DIDN'T APPEAR TO BE ANY OTHER ACFT IN THE AREA. ABOUT 25 FT TO 50 FT ABOVE THE RWY DURING OUR FLARE, I DISCOVERED A PIPER SUPER CUB LNDG OPPOSITE DIRECTION ON OUR RWY. I INSTANTLY ADVISED THE CAPT OF THE TFC. AT THIS POINT, IT WAS TOO LATE TO GAR SO THE CAPT CUT THE PWR AND LANDED IMMEDIATELY AND STOPPED THE AIRPLANE SHORT. AT THIS POINT, WE WAITED TO SEE IF THE CUB WAS GOING TO STOP, LEAVING OPEN THE OPTION OF DEPARTING THE RWY SURFACE. SINCE IT WAS A QUARTERING TAILWIND FOR THE OTHER AIRPLANE, IT TOOK A LITTLE MORE RWY THAN NORMAL TO STOP IT. HE CAME TO REST ABOUT 1000 FT IN FRONT OF US AND THEN PROCEEDED TO TAXI TO HIS HANGAR. I THINK IN THIS SIT THE OTHER PLT DID NOT LOOK AROUND ENOUGH TO SEE OTHER TFC, LANDED ON THE WRONG RWY, AND HE SHOULD HAVE GONE AROUND WHEN HE SAW US. OUR LACK OF STANDARD ENTRY INTO THE TFC PATTERN CAUSED US TO NOT SEE THE OTHER TFC POSSIBLY. THE THOUGHT OF TRYING TO GET FROM A POINT A TO POINT B IN THE LEAST AMOUNT OF TIME MIGHT HAVE AFFECTED OUR DECISION ON TFC PATTERN ENTRY. STANDARD PATTERN ENTRY AND LOOKING FOR THE UNEXPECTED WOULD ALLEVIATE THIS SIT FOR BOTH US AND THE OTHER PLT. WE SPOKE TO THE PVT PLT OF THE SUPER CUB AND TALKED ABOUT WHAT WENT ON HERE.

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.