Narrative:

We requested airport advisory from bzn radio prior to taxi. Radio advised of very light winds and favored runway 30, but multiple runways were in use. Since there was an aircraft flying the ILS to runway 12 and another was taxiing to runway 12 (the wind was approximately 300 at 2-3 KTS) we decided to use runway 12 even though runway 30 would have expedited our wbound departure. I noted nothing specific about any aircraft using another runway. As we approached the departure end of runway 12, an unidented transmission asked if we were going to depart immediately. We replied that we were, assuming that the call was from the cessna holding short at a mid-field intersection. We announced our departure intentions and began the takeoff. At approximately 80 KTS, the captain saw an aircraft appear on the opposite end of the runway heading toward us. I looked up and saw it rising above the runway, apparently clearing slightly to the right after seeing us. The captain aborted the takeoff and advised bzn radio. Radio advised there was an aircraft with no radio operating in the area. We assume that was the conflicting aircraft. After we cleared the runway and the conflict aircraft departed, the cessna departed runway 12. (Conflict aircraft appeared to be a piper cabin attendant). Contributing factors: crown in runway, couldn't see aircraft at other end. No radio aircraft. No control tower. Using runway 30 would have allowed us to avoid this conflict, but would have put us in conflict with only other aircraft we knew were in the area. Supplemental information from acn 280269: this incident points out the need for a control tower at bzn. Due to a crown in the runway, the end of runway 30 cannot be seen from the end of runway 12 and vice versa. I realize that no radio aircraft have the right to use the airspace, but with that right comes the responsibility to be extra vigilant to not be a hazard to the aircraft that are in communication with one another.

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Original NASA ASRS Text

Title: NORDO ACFT (X) AT NON TWR ARPT CTAF NEARLY HIT AN ACR (W) MDT TAKING OFF IN THE OTHER DIRECTION.

Narrative: WE REQUESTED ARPT ADVISORY FROM BZN RADIO PRIOR TO TAXI. RADIO ADVISED OF VERY LIGHT WINDS AND FAVORED RWY 30, BUT MULTIPLE RWYS WERE IN USE. SINCE THERE WAS AN ACFT FLYING THE ILS TO RWY 12 AND ANOTHER WAS TAXIING TO RWY 12 (THE WIND WAS APPROX 300 AT 2-3 KTS) WE DECIDED TO USE RWY 12 EVEN THOUGH RWY 30 WOULD HAVE EXPEDITED OUR WBOUND DEP. I NOTED NOTHING SPECIFIC ABOUT ANY ACFT USING ANOTHER RWY. AS WE APCHED THE DEP END OF RWY 12, AN UNIDENTED XMISSION ASKED IF WE WERE GOING TO DEPART IMMEDIATELY. WE REPLIED THAT WE WERE, ASSUMING THAT THE CALL WAS FROM THE CESSNA HOLDING SHORT AT A MID-FIELD INTXN. WE ANNOUNCED OUR DEP INTENTIONS AND BEGAN THE TKOF. AT APPROX 80 KTS, THE CAPT SAW AN ACFT APPEAR ON THE OPPOSITE END OF THE RWY HDG TOWARD US. I LOOKED UP AND SAW IT RISING ABOVE THE RWY, APPARENTLY CLRING SLIGHTLY TO THE R AFTER SEEING US. THE CAPT ABORTED THE TKOF AND ADVISED BZN RADIO. RADIO ADVISED THERE WAS AN ACFT WITH NO RADIO OPERATING IN THE AREA. WE ASSUME THAT WAS THE CONFLICTING ACFT. AFTER WE CLRED THE RWY AND THE CONFLICT ACFT DEPARTED, THE CESSNA DEPARTED RWY 12. (CONFLICT ACFT APPEARED TO BE A PIPER CAB). CONTRIBUTING FACTORS: CROWN IN RWY, COULDN'T SEE ACFT AT OTHER END. NO RADIO ACFT. NO CTL TWR. USING RWY 30 WOULD HAVE ALLOWED US TO AVOID THIS CONFLICT, BUT WOULD HAVE PUT US IN CONFLICT WITH ONLY OTHER ACFT WE KNEW WERE IN THE AREA. SUPPLEMENTAL INFO FROM ACN 280269: THIS INCIDENT POINTS OUT THE NEED FOR A CTL TWR AT BZN. DUE TO A CROWN IN THE RWY, THE END OF RWY 30 CANNOT BE SEEN FROM THE END OF RWY 12 AND VICE VERSA. I REALIZE THAT NO RADIO ACFT HAVE THE RIGHT TO USE THE AIRSPACE, BUT WITH THAT RIGHT COMES THE RESPONSIBILITY TO BE EXTRA VIGILANT TO NOT BE A HAZARD TO THE ACFT THAT ARE IN COM WITH ONE ANOTHER.

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.