Narrative:

I entered herlong airport's traffic area at approximately XX00 hours. I cancelled my IFR flight plan with jacksonville approach upon making visual contact with the airport. Herlong airport is an uncontrolled airport. I was advised on unicom frequency 122.8 that runway 25 was the active runway. I entered a normal left hand traffic pattern and advised my intentions to land on runway 25. I announced my intentions on downwind, base and final legs. I landed and came to a stop approximately midfield. I announced on unicom frequency that I would be back taxiing on the active runway to the FBO ramp. I proceeded towards the FBO entrance taxiway and heard on the unicom frequency that an aircraft was turning final for runway 25. I again advised on the unicom frequency that I was still on the runway. The aircraft continued with his approach. At this point I was very concerned that the aircraft was going to continue with his landing. I then pulled off the runway onto a taxiway used for a closed runway. The aircraft, an small aircraft, landed and pulled into the FBO ramp. Although no conflict occurred between the aircraft, there was potential for an accident if I had not pulled off the runway when I did. I was unable to ascertain if the pilot of the landing aircraft had heard my advisory. I believe a contributing factor in this incident was a 'local' conversation taking place on unicom frequency between the airport lineman and an aircraft taxiing to the active runway for takeoff. This conversation may have distracted or interfered with the pilot of the landing aircraft from hearing my advisory. I believe the pilot of the landing aircraft could have adjusted his final approach to insure that I was off the runway before he landed. If I had not been able to pull off the runway, this adjustment would have prevented a conflict between the 2 aircraft. I believe potential conflicts such as this could be prevented by limiting unicom transmissions to advisories only and not 'local' conversations. More caution and communication between pilots at uncontrolled airports would greatly reduce the risk of accidents at uncontrolled airports.

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Original NASA ASRS Text

Title: SMT PLT COMPLAINS OF SMA PLT NOT MONITORING UNICOM FREQ AS HE BACK TAXIED ON ACTIVE AND HAD TO EXIT RWY TO ACCOMMODATE SMA ON LNDG FINAL. SMT PLT MAINTAINED USE OF RWY DURING TAXI TO PRECLUDE PRIORITY USE BY LNDG ACFT.

Narrative: I ENTERED HERLONG ARPT'S TFC AREA AT APPROX XX00 HRS. I CANCELLED MY IFR FLT PLAN WITH JACKSONVILLE APCH UPON MAKING VISUAL CONTACT WITH THE ARPT. HERLONG ARPT IS AN UNCONTROLLED ARPT. I WAS ADVISED ON UNICOM FREQ 122.8 THAT RWY 25 WAS THE ACTIVE RWY. I ENTERED A NORMAL LEFT HAND TFC PATTERN AND ADVISED MY INTENTIONS TO LAND ON RWY 25. I ANNOUNCED MY INTENTIONS ON DOWNWIND, BASE AND FINAL LEGS. I LANDED AND CAME TO A STOP APPROX MIDFIELD. I ANNOUNCED ON UNICOM FREQ THAT I WOULD BE BACK TAXIING ON THE ACTIVE RWY TO THE FBO RAMP. I PROCEEDED TOWARDS THE FBO ENTRANCE TXWY AND HEARD ON THE UNICOM FREQ THAT AN ACFT WAS TURNING FINAL FOR RWY 25. I AGAIN ADVISED ON THE UNICOM FREQ THAT I WAS STILL ON THE RWY. THE ACFT CONTINUED WITH HIS APCH. AT THIS POINT I WAS VERY CONCERNED THAT THE ACFT WAS GOING TO CONTINUE WITH HIS LNDG. I THEN PULLED OFF THE RWY ONTO A TXWY USED FOR A CLOSED RWY. THE ACFT, AN SMA, LANDED AND PULLED INTO THE FBO RAMP. ALTHOUGH NO CONFLICT OCCURRED BETWEEN THE ACFT, THERE WAS POTENTIAL FOR AN ACCIDENT IF I HAD NOT PULLED OFF THE RWY WHEN I DID. I WAS UNABLE TO ASCERTAIN IF THE PLT OF THE LNDG ACFT HAD HEARD MY ADVISORY. I BELIEVE A CONTRIBUTING FACTOR IN THIS INCIDENT WAS A 'LOCAL' CONVERSATION TAKING PLACE ON UNICOM FREQ BETWEEN THE ARPT LINEMAN AND AN ACFT TAXIING TO THE ACTIVE RWY FOR TKOF. THIS CONVERSATION MAY HAVE DISTRACTED OR INTERFERED WITH THE PLT OF THE LNDG ACFT FROM HEARING MY ADVISORY. I BELIEVE THE PLT OF THE LNDG ACFT COULD HAVE ADJUSTED HIS FINAL APCH TO INSURE THAT I WAS OFF THE RWY BEFORE HE LANDED. IF I HAD NOT BEEN ABLE TO PULL OFF THE RWY, THIS ADJUSTMENT WOULD HAVE PREVENTED A CONFLICT BETWEEN THE 2 ACFT. I BELIEVE POTENTIAL CONFLICTS SUCH AS THIS COULD BE PREVENTED BY LIMITING UNICOM TRANSMISSIONS TO ADVISORIES ONLY AND NOT 'LOCAL' CONVERSATIONS. MORE CAUTION AND COMMUNICATION BETWEEN PLTS AT UNCONTROLLED ARPTS WOULD GREATLY REDUCE THE RISK OF ACCIDENTS AT UNCONTROLLED ARPTS.

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.