Narrative:

This incident occurred at aeg; double eagle ii airport; in albuquerque; NM; on jul/xa/07 at approximately XA40. Reported WX conditions at the time showed winds from 030 degrees; 4 KTS; sky clear; temperature 24 degrees C; dewpoint 11 degrees C; altimeter setting 30.15 inches hg. I was flying a C172 with a student pilot in the traffic pattern doing touch and goes on runway 4. We had completed approximately 5 trips in the pattern (left traffic) and this was our final landing of the day. Winds were favoring runway 4; fluctuating in velocity between 3-8 KTS. At double eagle airport; the calm wind runway is runway 22; typically used when winds are less than 6 KTS. However; due to existing traffic already in the pattern; my student and I used runway 4 to conform to established traffic practices and to prevent a conflict. In other words; while we typically would have used runway 22 in these WX conditions to practice our touch-and-goes; we used runway 4 since all other traffic were already using runway 4. The near miss incident occurred when we flew the pattern one final time; touched down on runway 4; and began our rollout while proceeding to the nearest runway exit. Meanwhile; another aircraft proceeded to land (C414) in the opposite direction on runway 22. We were aircraft #1 to land; with another aircraft following in behind us on final (#2) for runway 4. There were at least 2 aircraft in the traffic pattern at the time; all using runway 4. The oncoming C414 proceeded to land and made full contact with the runway and did not execute a go around until I made a call on the CTAF telling him to go around. As the C414 rolled towards me; I took evasive action and taxied the airplane to the edge of runway; since the nearest taxiway exit was several hundred ft ahead. All aircraft using runway 4 at the time made announcements on the local CTAF; indicating their position within the pattern; including myself. The C414 appeared to be conducting practice instrument approachs to runway 22; but did not heed announcements on the local CTAF that the active runway was 4. I did not hear xmissions by the C414 pilot indicating he was going to land on runway 22. Contributing factors to this incident include the fact that xmissions for other traffic at other airports were heard on the CTAF. Our CTAF frequency is shared with at least 4 other airports in the vicinity; including at least 1 airport (taos) that also has a runway 4/22. In addition; the pilot flying the C414 had a foreign accent and may have had a language barrier; and consequently might not have understood all xmissions on the CTAF. Corrective actions should include: 1) educating pilots that they must use the active runway; regardless of wind direction; even if local procedures dictate the use of another runway to prevent a conflict. 2) commence operation of the airport tower that has already been built at the airport; but has sat idle for months. 3) institute an english competency examination for those pilots whose native language is not english.

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Original NASA ASRS Text

Title: C172 INSTRUCTOR REPORTS NEAR COLLISION WITH C414 LANDING OPPOSITE DIRECTION ON RWY 22 AT AEG; AS C414 TOUCHES DOWN THEN GOES AROUND AS C172 STOPS ON RWY.

Narrative: THIS INCIDENT OCCURRED AT AEG; DOUBLE EAGLE II ARPT; IN ALBUQUERQUE; NM; ON JUL/XA/07 AT APPROX XA40. RPTED WX CONDITIONS AT THE TIME SHOWED WINDS FROM 030 DEGS; 4 KTS; SKY CLR; TEMP 24 DEGS C; DEWPOINT 11 DEGS C; ALTIMETER SETTING 30.15 INCHES HG. I WAS FLYING A C172 WITH A STUDENT PLT IN THE TFC PATTERN DOING TOUCH AND GOES ON RWY 4. WE HAD COMPLETED APPROX 5 TRIPS IN THE PATTERN (L TFC) AND THIS WAS OUR FINAL LNDG OF THE DAY. WINDS WERE FAVORING RWY 4; FLUCTUATING IN VELOCITY BTWN 3-8 KTS. AT DOUBLE EAGLE ARPT; THE CALM WIND RWY IS RWY 22; TYPICALLY USED WHEN WINDS ARE LESS THAN 6 KTS. HOWEVER; DUE TO EXISTING TFC ALREADY IN THE PATTERN; MY STUDENT AND I USED RWY 4 TO CONFORM TO ESTABLISHED TFC PRACTICES AND TO PREVENT A CONFLICT. IN OTHER WORDS; WHILE WE TYPICALLY WOULD HAVE USED RWY 22 IN THESE WX CONDITIONS TO PRACTICE OUR TOUCH-AND-GOES; WE USED RWY 4 SINCE ALL OTHER TFC WERE ALREADY USING RWY 4. THE NEAR MISS INCIDENT OCCURRED WHEN WE FLEW THE PATTERN ONE FINAL TIME; TOUCHED DOWN ON RWY 4; AND BEGAN OUR ROLLOUT WHILE PROCEEDING TO THE NEAREST RWY EXIT. MEANWHILE; ANOTHER ACFT PROCEEDED TO LAND (C414) IN THE OPPOSITE DIRECTION ON RWY 22. WE WERE ACFT #1 TO LAND; WITH ANOTHER ACFT FOLLOWING IN BEHIND US ON FINAL (#2) FOR RWY 4. THERE WERE AT LEAST 2 ACFT IN THE TFC PATTERN AT THE TIME; ALL USING RWY 4. THE ONCOMING C414 PROCEEDED TO LAND AND MADE FULL CONTACT WITH THE RWY AND DID NOT EXECUTE A GAR UNTIL I MADE A CALL ON THE CTAF TELLING HIM TO GO AROUND. AS THE C414 ROLLED TOWARDS ME; I TOOK EVASIVE ACTION AND TAXIED THE AIRPLANE TO THE EDGE OF RWY; SINCE THE NEAREST TXWY EXIT WAS SEVERAL HUNDRED FT AHEAD. ALL ACFT USING RWY 4 AT THE TIME MADE ANNOUNCEMENTS ON THE LCL CTAF; INDICATING THEIR POS WITHIN THE PATTERN; INCLUDING MYSELF. THE C414 APPEARED TO BE CONDUCTING PRACTICE INST APCHS TO RWY 22; BUT DID NOT HEED ANNOUNCEMENTS ON THE LCL CTAF THAT THE ACTIVE RWY WAS 4. I DID NOT HEAR XMISSIONS BY THE C414 PLT INDICATING HE WAS GOING TO LAND ON RWY 22. CONTRIBUTING FACTORS TO THIS INCIDENT INCLUDE THE FACT THAT XMISSIONS FOR OTHER TFC AT OTHER ARPTS WERE HEARD ON THE CTAF. OUR CTAF FREQ IS SHARED WITH AT LEAST 4 OTHER ARPTS IN THE VICINITY; INCLUDING AT LEAST 1 ARPT (TAOS) THAT ALSO HAS A RWY 4/22. IN ADDITION; THE PLT FLYING THE C414 HAD A FOREIGN ACCENT AND MAY HAVE HAD A LANGUAGE BARRIER; AND CONSEQUENTLY MIGHT NOT HAVE UNDERSTOOD ALL XMISSIONS ON THE CTAF. CORRECTIVE ACTIONS SHOULD INCLUDE: 1) EDUCATING PLTS THAT THEY MUST USE THE ACTIVE RWY; REGARDLESS OF WIND DIRECTION; EVEN IF LCL PROCS DICTATE THE USE OF ANOTHER RWY TO PREVENT A CONFLICT. 2) COMMENCE OP OF THE ARPT TWR THAT HAS ALREADY BEEN BUILT AT THE ARPT; BUT HAS SAT IDLE FOR MONTHS. 3) INSTITUTE AN ENGLISH COMPETENCY EXAM FOR THOSE PLTS WHOSE NATIVE LANGUAGE IS NOT ENGLISH.

Data retrieved from NASA's ASRS site as of January 2009 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.