Narrative:

On the night of jan/09 at XA25; I executed the ILS runway 25 approach into ZZZ with first officer; with freight aboard for delivery. The automated weather observation service; before executing the approach; reported the weather conditions to be 1/2 miles visibility in mist and 200 ft overcast. Because this report indicated the field was at minimums for the approach; we continued. We landed runway 25 without incident and exited the last taxiway to the south and into the ramp for FBO X. Upon rollout; we estimated the actual visibility to be far less than 1/2 miles. We parked and shut down both engines. After checking with dispatch; I learned the freight truck was at FBO Y on the other side of the field. We climbed back in; started engine #1; armed the standby pump to the #1 position and made our intentions to taxi to the other side of the airport known on CTAF. We pulled up to the hold short line for the active runway 25 and brought the airplane to a complete stop. The first officer then made a traffic call on CTAF announcing our intentions to back-taxi runway 25 to taxiway D. We looked both ways to make sure the runway was clear of any traffic and proceeded to align the aircraft on runway centerline as we continued our taxi. While on runway centerline; we noticed the landing lights of another airplane appear out of the fog and touch down going the opposite direction from us. The first officer quickly grabbed the mike and made another traffic call; this time to tell the other aircraft to execute a go around. The other aircraft continued its landing rollout. I immediately determined our best course of action to avoid collision was to depart the runway to my right and into the grass. Both airplanes passed each other without incident. Both crews were startled as we then proceeded to make sure everyone was all right over the radio. We taxied back onto the active runway using extreme caution and parked the airplane at the FBO. Upon postflight; I; as well as the first officer; found no signs of any damage to our aircraft. Supplemental information from acn 821162: back-taxiing down a runway at night in IMC at an uncontrolled field was a poor judgement. After the event took place; the captain told me that he went that way because he was unfamiliar with the airport; that he was not sure if there was anything on the taxiways that could or would have hurt or damaged the aircraft; and that there was better lighting and guidance by taxiing on the runway. Some of the factors that may have led to us wanting to back-taxi; were that we had been on duty since early central time. We had been hand flying the aircraft without autopilot from ZZZ1 to ZZZ2 to ZZZ3 to ZZZ. Supplemental information from acn 821160: we were cleared for approach by ZZZ approach control; switched to CTAF; and announced on ILS approach to ZZZ. No response from anyone on ground. We broke out at minimums; landed; and approximately 4;000 ft down the runway there was an flight attendant-20 back-taxiing on the runway in front of us. We drove to the far right of runway and passed at a slow rate of speed. Flight attendant-20 pilot said he called on radio; but we did not hear anything. He landed at XA27Z; taxied off; another plane (BE58) landed at XA35Z and cleared. Then the flight attendant-20 being lost; taxied back on the active runway to back-taxi. We landed at XA41 when this near miss took place.

Related reports:

Google
 

Original NASA ASRS Text

Title: A FA-20 pilot back-taxied on a CTAF airport's runway because he was unfamiliar with the taxiways and was nearly hit by a landing G-IV. It was a night operation and the airport was IMC with a one-half a mile visibility.

Narrative: On the night of Jan/09 at XA25; I executed the ILS Runway 25 approach into ZZZ with First Officer; with freight aboard for delivery. The Automated Weather Observation Service; before executing the approach; reported the weather conditions to be 1/2 miles visibility in mist and 200 FT overcast. Because this report indicated the field was at minimums for the approach; we continued. We landed Runway 25 without incident and exited the last taxiway to the south and into the ramp for FBO X. Upon rollout; we estimated the actual visibility to be far less than 1/2 miles. We parked and shut down both engines. After checking with Dispatch; I learned the freight truck was at FBO Y on the other side of the field. We climbed back in; started engine #1; armed the standby pump to the #1 position and made our intentions to taxi to the other side of the airport known on CTAF. We pulled up to the hold short line for the active Runway 25 and brought the airplane to a complete stop. The First Officer then made a traffic call on CTAF announcing our intentions to back-taxi Runway 25 to Taxiway D. We looked both ways to make sure the runway was clear of any traffic and proceeded to align the aircraft on runway centerline as we continued our taxi. While on runway centerline; we noticed the landing lights of another airplane appear out of the fog and touch down going the opposite direction from us. The First Officer quickly grabbed the mike and made another traffic call; this time to tell the other aircraft to execute a go around. The other aircraft continued its landing rollout. I immediately determined our best course of action to avoid collision was to depart the runway to my right and into the grass. Both airplanes passed each other without incident. Both crews were startled as we then proceeded to make sure everyone was all right over the radio. We taxied back onto the active runway using extreme caution and parked the airplane at the FBO. Upon postflight; I; as well as the First Officer; found no signs of any damage to our aircraft. Supplemental information from ACN 821162: Back-taxiing down a runway at night in IMC at an uncontrolled field was a poor judgement. After the event took place; the Captain told me that he went that way because he was unfamiliar with the airport; that he was not sure if there was anything on the taxiways that could or would have hurt or damaged the aircraft; and that there was better lighting and guidance by taxiing on the runway. Some of the factors that may have led to us wanting to back-taxi; were that we had been on duty since early Central time. We had been hand flying the aircraft without autopilot from ZZZ1 to ZZZ2 to ZZZ3 to ZZZ. Supplemental information from ACN 821160: We were cleared for approach by ZZZ Approach Control; switched to CTAF; and announced on ILS approach to ZZZ. No response from anyone on ground. We broke out at minimums; landed; and approximately 4;000 FT down the runway there was an FA-20 back-taxiing on the runway in front of us. We drove to the far right of runway and passed at a slow rate of speed. FA-20 pilot said he called on radio; but we did not hear anything. He landed at XA27Z; taxied off; another plane (BE58) landed at XA35Z and cleared. Then the FA-20 being lost; taxied back on the active runway to back-taxi. We landed at XA41 when this near miss took place.

Data retrieved from NASA's ASRS site as of April 2012 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.