Narrative:

We began monitoring xyz CTAF about 25 NM out. We heard a sabreliner report about 40 NM south and request airport advisory. Advisory came back as wind 050 degrees at about 8 KTS using runway 11. The sabreliner announced/set up for runway 11 approach. As we were on extended runway 11 centerline, I elected to perform straight in approach to runway 11. Based on CTAF xmissions there was a cessna in the pattern. The sabreliner appeared to have difficulty communicating with the cessna (cessna xmissions were not very clear). There seemed to be some confusion on location of the cessna. I began announcing intentions and position at 15 mi out and repeated several times, more frequently as we neared the field. We had strobes, rotating beacon, and landing light on. We heard 'xyz traffic cessna - left downwind runway 11' on CTAF. We heard 'xyz traffic cessna - 2 mi left base runway 11' on CTAF. I continued reporting my position and looking for traffic. At about 2 mi out, a brief '1/2 mi right base' CTAF transmission from cessna was heard. This was the last transmission heard from the cessna. We immediately focused attention in that direction and observed the cessna making what appeared to be a diagonal short approach from a right base position (xyz is left traffic). I reconfigured to short field/slow flight to ensure adequate separation from the cessna and continued inbound. The cessna landed well down field. I continued approach and announcing position. The cessna was approaching the taxiway exit located about 3500 ft from approach end of runway 11. I landed short field, slow and very close to threshold, and as a result needed only minimal braking to slow to taxi speed. The cessna was exiting runway at 3500 ft taxiway very slowly. I added power and taxied to exit at about 3500 ft from approach end. During this time we passed the cessna doing the opposite direction on the parallel taxiway. I exited runway, announced clear of runway and to the ramp and taxied to the ramp and shutdown. The left seat occupant of the cessna came over and wanted to know why I wasn't in correct traffic pattern. He stated I was not in traffic pattern (even though straight in is legal, efficient, and safe). He of course was in right traffic (at a left traffic airfield) and exhibiting very poor radio discipline. When my spouse mentioned his traffic pattern and cutting in front of us, he then went on to talk of following too close - 2 airplanes on runway. I of course had carefully maintained a safe separation at all times, but decided not to engage in a discussion with this man. I feel that for operations at uncontrolled fields all pilots should: regularly familiarize themselves with, and use, proper traffic pattern procedures, make accurate, timely, and plentiful position reports, extend downwind rather than cut in front of an aircraft on final approach, exit the runway in a prompt and timely manner, and advise clear of the active and state further intentions.

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Original NASA ASRS Text

Title: PLT OF AN SMA SEL LANDED ON OCCUPIED RWY AT A UNCONTROLLED ARPT.

Narrative: WE BEGAN MONITORING XYZ CTAF ABOUT 25 NM OUT. WE HEARD A SABRELINER RPT ABOUT 40 NM S AND REQUEST ARPT ADVISORY. ADVISORY CAME BACK AS WIND 050 DEGS AT ABOUT 8 KTS USING RWY 11. THE SABRELINER ANNOUNCED/SET UP FOR RWY 11 APCH. AS WE WERE ON EXTENDED RWY 11 CTRLINE, I ELECTED TO PERFORM STRAIGHT IN APCH TO RWY 11. BASED ON CTAF XMISSIONS THERE WAS A CESSNA IN THE PATTERN. THE SABRELINER APPEARED TO HAVE DIFFICULTY COMMUNICATING WITH THE CESSNA (CESSNA XMISSIONS WERE NOT VERY CLR). THERE SEEMED TO BE SOME CONFUSION ON LOCATION OF THE CESSNA. I BEGAN ANNOUNCING INTENTIONS AND POS AT 15 MI OUT AND REPEATED SEVERAL TIMES, MORE FREQUENTLY AS WE NEARED THE FIELD. WE HAD STROBES, ROTATING BEACON, AND LNDG LIGHT ON. WE HEARD 'XYZ TFC CESSNA - L DOWNWIND RWY 11' ON CTAF. WE HEARD 'XYZ TFC CESSNA - 2 MI L BASE RWY 11' ON CTAF. I CONTINUED RPTING MY POS AND LOOKING FOR TFC. AT ABOUT 2 MI OUT, A BRIEF '1/2 MI R BASE' CTAF XMISSION FROM CESSNA WAS HEARD. THIS WAS THE LAST XMISSION HEARD FROM THE CESSNA. WE IMMEDIATELY FOCUSED ATTN IN THAT DIRECTION AND OBSERVED THE CESSNA MAKING WHAT APPEARED TO BE A DIAGONAL SHORT APCH FROM A R BASE POS (XYZ IS L TFC). I RECONFIGURED TO SHORT FIELD/SLOW FLT TO ENSURE ADEQUATE SEPARATION FROM THE CESSNA AND CONTINUED INBOUND. THE CESSNA LANDED WELL DOWN FIELD. I CONTINUED APCH AND ANNOUNCING POS. THE CESSNA WAS APCHING THE TXWY EXIT LOCATED ABOUT 3500 FT FROM APCH END OF RWY 11. I LANDED SHORT FIELD, SLOW AND VERY CLOSE TO THRESHOLD, AND AS A RESULT NEEDED ONLY MINIMAL BRAKING TO SLOW TO TAXI SPD. THE CESSNA WAS EXITING RWY AT 3500 FT TXWY VERY SLOWLY. I ADDED PWR AND TAXIED TO EXIT AT ABOUT 3500 FT FROM APCH END. DURING THIS TIME WE PASSED THE CESSNA DOING THE OPPOSITE DIRECTION ON THE PARALLEL TXWY. I EXITED RWY, ANNOUNCED CLR OF RWY AND TO THE RAMP AND TAXIED TO THE RAMP AND SHUTDOWN. THE L SEAT OCCUPANT OF THE CESSNA CAME OVER AND WANTED TO KNOW WHY I WASN'T IN CORRECT TFC PATTERN. HE STATED I WAS NOT IN TFC PATTERN (EVEN THOUGH STRAIGHT IN IS LEGAL, EFFICIENT, AND SAFE). HE OF COURSE WAS IN R TFC (AT A L TFC AIRFIELD) AND EXHIBITING VERY POOR RADIO DISCIPLINE. WHEN MY SPOUSE MENTIONED HIS TFC PATTERN AND CUTTING IN FRONT OF US, HE THEN WENT ON TO TALK OF FOLLOWING TOO CLOSE - 2 AIRPLANES ON RWY. I OF COURSE HAD CAREFULLY MAINTAINED A SAFE SEPARATION AT ALL TIMES, BUT DECIDED NOT TO ENGAGE IN A DISCUSSION WITH THIS MAN. I FEEL THAT FOR OPS AT UNCTLED FIELDS ALL PLTS SHOULD: REGULARLY FAMILIARIZE THEMSELVES WITH, AND USE, PROPER TFC PATTERN PROCS, MAKE ACCURATE, TIMELY, AND PLENTIFUL POS RPTS, EXTEND DOWNWIND RATHER THAN CUT IN FRONT OF AN ACFT ON FINAL APCH, EXIT THE RWY IN A PROMPT AND TIMELY MANNER, AND ADVISE CLR OF THE ACTIVE AND STATE FURTHER INTENTIONS.

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.