Narrative:

I was out flying and on the return trip with right seat passenger on a pleasure flight in VFR conditions with unlimited ceiling and 10 + miles visibility with light and variable wind. While approaching from the east to the west at 10 statue miles out; I made a call to my destination CTAF indicating I was inbound for landing; no response from anyone. I mentioned to my right seat passenger to view the steam emitting from the nuclear plant cooling tower ten miles north that the steam was rising vertically without any other direction; as I dialed in the radio frequency ASOS listened to the report; set my altimeter and noted; light and variable wind being reported; adjusted my audio panel to stop the ASOS broadcast. While continuing my approach from 7 miles out; I made a call on CTAF; indicating I was inbound for a straight in approach to runway 33; any traffic in the pattern please advise; no response. From 5 miles out; I made a call to the CTAF that I was inbound on a straight in approach for runway 33; any traffic in the pattern please advise; no response. At 3 miles I announced on the CTAF that I was on straight in final approach for runway 33 while descending; no response. At approximately 50 ft AGL; on final approach for runway 33; an airplane; a low wing experimental passed by above me 50 to 100 ft and to the left of me; or; to the south side of me; 300 or 400 ft horizontally. I announced on the CTAF if the landing traffic had a radio; because he just about collided with us; no response. Landed the airplane; cleared the active; cleaned up the airplane and announced my intentions of taxiing to hangar bravo; and did so. Upon pushing the plane back in the hangar and securing it appropriately; a man sped up to the front door of my hangar in his truck and approached me in an aggressive manor and began a heated argument with regard to him establishing an active runway. I asked him if he heard my radio transmissions from 10; 7; 5 and 3 mile out; he said yes; I said and you ignored them and continued on course to land runway 150; 180 degrees from my called out intended landing runway; he said yes. He reiterated that he had established an active runway of 15; and indicated the wind was favoring 180 degrees. I explained to him there was no wind and according to ASOS; what wind there was; was light and variable. He said; well; the wind sock was sitting at 180 and that is what established his theory of 'the active runway'. I said; possibly that might have been where the wind sock parked itself last; however; the ASOS indicated wind light and variable and you did not confirm a conversation with me; so; you established nothing. He then asked me to check my radio; in which I did; I contacted unicom verifying a radio check with the employee at the airport; I heard her loud and clear; as she acknowledged me loud and clear as well. I then reiterated to the pilot the result of that transmission. I apologized to him at this point in time; not because I thought I was wrong; but for an unfortunate incident; and an attempt to diffuse the situation. I further explained that had I been him; I would not have proceeded on a collision course putting myself and the other aircraft in harms way. The man obviously not satisfied with the outcome of this conversation or my apology; immediately preceded back to the airport office to further sell his story to those employees. When he was not satisfied with the outcome from the airport employees; he proceeded to the FAA safety team representative and owner of the flight school. In the name of safety and I am a faithful follower of safety as my record will reflect; there has not been a week gone by lately that I have not been enrolled or attended a safety seminar or wings program. And on a further note; and daily basis; try to advance my knowledge of safety and practicing safe flying skills daily in my quest for information on the subject of flying. There was no communication from him to me; only from me to him. I; therefore; established the active runway as I was at a lower altitude than him and he was privy to my information and intentions and I not his intentions; evidently.

Related reports:

Google
 

Original NASA ASRS Text

Title: An RV-6 pilot caused a NMAC with a C-172 because he monitored but did not respond to a C-172 pilot making CTAF landing reports at the same airport but on a different runway.

Narrative: I was out flying and on the return trip with right seat passenger on a pleasure flight in VFR conditions with unlimited ceiling and 10 + miles visibility with light and variable wind. While approaching from the east to the west at 10 statue miles out; I made a call to my destination CTAF indicating I was inbound for landing; no response from anyone. I mentioned to my right seat passenger to view the steam emitting from the nuclear plant cooling tower ten miles north that the steam was rising vertically without any other direction; as I dialed in the radio frequency ASOS listened to the report; set my altimeter and noted; light and variable wind being reported; adjusted my audio panel to stop the ASOS broadcast. While continuing my approach from 7 miles out; I made a call on CTAF; indicating I was inbound for a straight in approach to Runway 33; any traffic in the pattern please advise; no response. From 5 miles out; I made a call to the CTAF that I was inbound on a straight in approach for Runway 33; any traffic in the pattern please advise; no response. At 3 miles I announced on the CTAF that I was on straight in final approach for Runway 33 while descending; no response. At approximately 50 FT AGL; on final approach for Runway 33; an airplane; a low wing experimental passed by above me 50 to 100 FT and to the left of me; or; to the south side of me; 300 or 400 FT horizontally. I announced on the CTAF if the landing traffic had a radio; because he just about collided with us; no response. Landed the airplane; cleared the active; cleaned up the airplane and announced my intentions of taxiing to hangar Bravo; and did so. Upon pushing the plane back in the hangar and securing it appropriately; a man sped up to the front door of my hangar in his truck and approached me in an aggressive manor and began a heated argument with regard to him establishing an active runway. I asked him if he heard my radio transmissions from 10; 7; 5 and 3 mile out; he said yes; I said and you ignored them and continued on course to land Runway 150; 180 degrees from my called out intended landing runway; he said yes. He reiterated that he had established an active Runway of 15; and indicated the wind was favoring 180 degrees. I explained to him there was no wind and according to ASOS; what wind there was; was light and variable. He said; well; the wind sock was sitting at 180 and that is what established his theory of 'the active runway'. I said; possibly that might have been where the wind sock parked itself last; however; the ASOS indicated wind light and variable and you did not confirm a conversation with me; so; you established nothing. He then asked me to check my radio; in which I did; I contacted Unicom verifying a radio check with the employee at the airport; I heard her loud and clear; as she acknowledged me loud and clear as well. I then reiterated to the pilot the result of that transmission. I apologized to him at this point in time; not because I thought I was wrong; but for an unfortunate incident; and an attempt to diffuse the situation. I further explained that had I been him; I would not have proceeded on a collision course putting myself and the other aircraft in harms way. The man obviously not satisfied with the outcome of this conversation or my apology; immediately preceded back to the Airport Office to further sell his story to those Employees. When he was not satisfied with the outcome from the airport employees; he proceeded to the FAA Safety Team Representative and owner of the Flight School. In the name of safety and I am a faithful follower of safety as my record will reflect; there has not been a week gone by lately that I have not been enrolled or attended a safety seminar or wings program. And on a further note; and daily basis; try to advance my knowledge of safety and practicing safe flying skills daily in my quest for information on the subject of flying. There was no communication from him to me; only from me to him. I; therefore; established the active runway as I was at a lower altitude than him and he was privy to my information and intentions and I not his intentions; evidently.

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.