Narrative:

I was a flight crew member on flight number abc along with flight crew member captain. During this particular flight I was PF and captain was the PNF. Flight departed raleigh/durham en route to pgv on an IFR flight plan. Routing was given as direct tyi VOR, direct aqe. While approaching aqe we were instructed by ZDC (frequency 135.5) to hold as published due to another aircraft making an approach into pgv. This other aircraft, calling itself xyz flight, was trying for a visibility approach. This visual approach was unsuccessful. The pilot of this other aircraft apparently knowing that we were also en route to pgv and would have to hold while he made another attempt into the airport, apologized over center frequency for not being able to get in on the visual approach. He stated, 'sorry guys, I just couldn't see it.' he then proceeded to execute the sdf runway 19 approach. Flight xyz reported breaking out of the clouds at 1200' and immediately cancelled his IFR flight plan. During this entire period we were still en route to aqe, our holding fix. Upon his cancellation we were then cleared the sdf runway 19 straight in approach. Prior to reaching aqe, now our initial approach fix, we had called unicom on 122.8 and asked for an airport and traffic advisory. No response was given. Once cleared for the approach and aqe inbound we monitored and announced our position on unicom. We reported that we were on final for runway 19. We broke out of the clouds at 1100' and spotted runway 19 soon after. Within a 1/2 mi to the runway we cancelled our IFR flight plan. At about 1/4 mi out we called short final to runway 19. While monitoring unicom we heard no other xmissions until after crossing the threshold to runway 19. A transmission was made by the pilot (or copilot) stated 'we're taxiing on runway 7, go around!' at this time we had our landing gear down and were transitioning to full flaps (50 degrees). The aircraft in conflict was an small transport which appeared on runway 7. It was moving in a direction towards crossing runway 19, although its speed appeared to be slow. By this time we had descended to about 40-50' AGL, the other aircraft was approximately 700-800' to the forward right of us. We opted to abort the landing by applying full power, bringing up the gear and flaps and climbing to 1000'. We circled back to the left, maintaining VFR and landed west/O further incident on runway 19 while another aircraft taxied out for departure on runway 1. I believe this situation occurred due to the lack of control at this airport and the apparent absence of radio xmissions by flight xyz. It is clear to us that flight knew we were on the approach behind him and he therefore knew our position. In an uncontrolled field it is left up to the pilot(south) to report their positions and intentions. In the absence of his radio calls we assumed that flight xyz had landed prior to our breaking out of the clouds. We did not have visual contact with his aircraft until we were preparing to touch down. While the main reason for this situation appears to be a lack of communication, I believe another contributing factor was flight xyz's position. I would have visually spotted this aircraft sooner if it were not for a line of pine trees partially obscuring the approach end of runway 7 as seen while on a low approach to runway 19. In talking to the pilot of flight xyz, he said he never heard any of our xmissions on unicom. In order to prevent a recurrence of this situation the obviously suggestion would be to control airport traffic and active runway, thus requiring verbal permission prior to landing. Supplemental information from acn 99089: we told the light transport to around, and they did. They came around and landed again with a 12 KT tailwind. The light transport made only 1 call on unicom. This was heard by the airport manager and the office secretary.

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Original NASA ASRS Text

Title: LNDG CONFLICT ON CROSS RWYS AT NON TWR FIELD. COM PROC.

Narrative: I WAS A FLT CREW MEMBER ON FLT NUMBER ABC ALONG WITH FLT CREW MEMBER CAPT. DURING THIS PARTICULAR FLT I WAS PF AND CAPT WAS THE PNF. FLT DEPARTED RALEIGH/DURHAM ENRTE TO PGV ON AN IFR FLT PLAN. ROUTING WAS GIVEN AS DIRECT TYI VOR, DIRECT AQE. WHILE APCHING AQE WE WERE INSTRUCTED BY ZDC (FREQ 135.5) TO HOLD AS PUBLISHED DUE TO ANOTHER ACFT MAKING AN APCH INTO PGV. THIS OTHER ACFT, CALLING ITSELF XYZ FLT, WAS TRYING FOR A VIS APCH. THIS VISUAL APCH WAS UNSUCCESSFUL. THE PLT OF THIS OTHER ACFT APPARENTLY KNOWING THAT WE WERE ALSO ENRTE TO PGV AND WOULD HAVE TO HOLD WHILE HE MADE ANOTHER ATTEMPT INTO THE ARPT, APOLOGIZED OVER CENTER FREQ FOR NOT BEING ABLE TO GET IN ON THE VISUAL APCH. HE STATED, 'SORRY GUYS, I JUST COULDN'T SEE IT.' HE THEN PROCEEDED TO EXECUTE THE SDF RWY 19 APCH. FLT XYZ RPTED BREAKING OUT OF THE CLOUDS AT 1200' AND IMMEDIATELY CANCELLED HIS IFR FLT PLAN. DURING THIS ENTIRE PERIOD WE WERE STILL ENRTE TO AQE, OUR HOLDING FIX. UPON HIS CANCELLATION WE WERE THEN CLRED THE SDF RWY 19 STRAIGHT IN APCH. PRIOR TO REACHING AQE, NOW OUR INITIAL APCH FIX, WE HAD CALLED UNICOM ON 122.8 AND ASKED FOR AN ARPT AND TFC ADVISORY. NO RESPONSE WAS GIVEN. ONCE CLRED FOR THE APCH AND AQE INBND WE MONITORED AND ANNOUNCED OUR POS ON UNICOM. WE RPTED THAT WE WERE ON FINAL FOR RWY 19. WE BROKE OUT OF THE CLOUDS AT 1100' AND SPOTTED RWY 19 SOON AFTER. WITHIN A 1/2 MI TO THE RWY WE CANCELLED OUR IFR FLT PLAN. AT ABOUT 1/4 MI OUT WE CALLED SHORT FINAL TO RWY 19. WHILE MONITORING UNICOM WE HEARD NO OTHER XMISSIONS UNTIL AFTER XING THE THRESHOLD TO RWY 19. A XMISSION WAS MADE BY THE PLT (OR COPLT) STATED 'WE'RE TAXIING ON RWY 7, GO AROUND!' AT THIS TIME WE HAD OUR LNDG GEAR DOWN AND WERE TRANSITIONING TO FULL FLAPS (50 DEGS). THE ACFT IN CONFLICT WAS AN SMT WHICH APPEARED ON RWY 7. IT WAS MOVING IN A DIRECTION TOWARDS XING RWY 19, ALTHOUGH ITS SPD APPEARED TO BE SLOW. BY THIS TIME WE HAD DSNDED TO ABOUT 40-50' AGL, THE OTHER ACFT WAS APPROX 700-800' TO THE FORWARD RIGHT OF US. WE OPTED TO ABORT THE LNDG BY APPLYING FULL PWR, BRINGING UP THE GEAR AND FLAPS AND CLBING TO 1000'. WE CIRCLED BACK TO THE LEFT, MAINTAINING VFR AND LANDED W/O FURTHER INCIDENT ON RWY 19 WHILE ANOTHER ACFT TAXIED OUT FOR DEP ON RWY 1. I BELIEVE THIS SITUATION OCCURRED DUE TO THE LACK OF CONTROL AT THIS ARPT AND THE APPARENT ABSENCE OF RADIO XMISSIONS BY FLT XYZ. IT IS CLEAR TO US THAT FLT KNEW WE WERE ON THE APCH BEHIND HIM AND HE THEREFORE KNEW OUR POS. IN AN UNCONTROLLED FIELD IT IS LEFT UP TO THE PLT(S) TO RPT THEIR POSITIONS AND INTENTIONS. IN THE ABSENCE OF HIS RADIO CALLS WE ASSUMED THAT FLT XYZ HAD LANDED PRIOR TO OUR BREAKING OUT OF THE CLOUDS. WE DID NOT HAVE VISUAL CONTACT WITH HIS ACFT UNTIL WE WERE PREPARING TO TOUCH DOWN. WHILE THE MAIN REASON FOR THIS SITUATION APPEARS TO BE A LACK OF COM, I BELIEVE ANOTHER CONTRIBUTING FACTOR WAS FLT XYZ'S POS. I WOULD HAVE VISUALLY SPOTTED THIS ACFT SOONER IF IT WERE NOT FOR A LINE OF PINE TREES PARTIALLY OBSCURING THE APCH END OF RWY 7 AS SEEN WHILE ON A LOW APCH TO RWY 19. IN TALKING TO THE PLT OF FLT XYZ, HE SAID HE NEVER HEARD ANY OF OUR XMISSIONS ON UNICOM. IN ORDER TO PREVENT A RECURRENCE OF THIS SITUATION THE OBVIOUSLY SUGGESTION WOULD BE TO CTL ARPT TFC AND ACTIVE RWY, THUS REQUIRING VERBAL PERMISSION PRIOR TO LNDG. SUPPLEMENTAL INFO FROM ACN 99089: WE TOLD THE LTT TO AROUND, AND THEY DID. THEY CAME AROUND AND LANDED AGAIN WITH A 12 KT TAILWIND. THE LTT MADE ONLY 1 CALL ON UNICOM. THIS WAS HEARD BY THE ARPT MGR AND THE OFFICE SECRETARY.

Data retrieved from NASA's ASRS site as of August 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.