Narrative:

IFR flight plan from hpn to fdk, to attend convention. Fly- in procedure indicated that during VMC WX, IFR arrs expect VFR sequencing. Bwi approach vectored me to ILS runway 23 (after numbe intersection). When established on ILS runway 23, bwi approach asked me to contact fdk tower on 119.95. (Fdk is a non twred airport, however, for this occasion, the fdk was a 1 day twred airport. The number of aircraft expected that morning was estimated to be 400-600 airplanes.) listening to the communication, VFR arriving airplanes were landing on both runways 5 and 12. Due to the large number of airplanes in the area, I chose to stay on the ILS until I got tower response, and which runway to land. By the time the tower responded, I was about 400-500 ft AGL. The tower instructions were to go around for runway 5. I immediately applied full throttle for the go around procedure. However, the engine did not respond and stayed in idle. I declared emergency to the tower with intention to land on runway 23. At this time there was a C152 already landed on runway 5 and stopped mid runway, which was expedited by the tower to clear the runway (to the grass area). I managed to land and stop before taxiway B, which is located 1/2 way the runway length. I continued to taxi on the runway to taxiway B, exited on taxiway B, cleared the active runway and stopped (continued communication/monitor tower until stopped). Contributing factors: fdk tower was very late to respond and to give instruction to circle to land and to specify the runway (very busy amount of traffic). Engine did not respond for go around. What can be done to prevent a recurrence: better communication between approach and tower. In such events, approach may brief the PIC with active runways and traffic pattern in use.

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Original NASA ASRS Text

Title: A BE33 PLT LANDS OPPOSITE DIRECTION TO TFC ON RWY 23 AT FDK, MD. PLT CITES AN UNRESPONSIVE ENG DURING GAR ATTEMPT AND LANDS STRAIGHT IN WITH A C152 ON THE ACTIVE RWY 5.

Narrative: IFR FLT PLAN FROM HPN TO FDK, TO ATTEND CONVENTION. FLY- IN PROC INDICATED THAT DURING VMC WX, IFR ARRS EXPECT VFR SEQUENCING. BWI APCH VECTORED ME TO ILS RWY 23 (AFTER NUMBE INTXN). WHEN ESTABLISHED ON ILS RWY 23, BWI APCH ASKED ME TO CONTACT FDK TWR ON 119.95. (FDK IS A NON TWRED ARPT, HOWEVER, FOR THIS OCCASION, THE FDK WAS A 1 DAY TWRED ARPT. THE NUMBER OF ACFT EXPECTED THAT MORNING WAS ESTIMATED TO BE 400-600 AIRPLANES.) LISTENING TO THE COM, VFR ARRIVING AIRPLANES WERE LNDG ON BOTH RWYS 5 AND 12. DUE TO THE LARGE NUMBER OF AIRPLANES IN THE AREA, I CHOSE TO STAY ON THE ILS UNTIL I GOT TWR RESPONSE, AND WHICH RWY TO LAND. BY THE TIME THE TWR RESPONDED, I WAS ABOUT 400-500 FT AGL. THE TWR INSTRUCTIONS WERE TO GO AROUND FOR RWY 5. I IMMEDIATELY APPLIED FULL THROTTLE FOR THE GAR PROC. HOWEVER, THE ENG DID NOT RESPOND AND STAYED IN IDLE. I DECLARED EMER TO THE TWR WITH INTENTION TO LAND ON RWY 23. AT THIS TIME THERE WAS A C152 ALREADY LANDED ON RWY 5 AND STOPPED MID RWY, WHICH WAS EXPEDITED BY THE TWR TO CLR THE RWY (TO THE GRASS AREA). I MANAGED TO LAND AND STOP BEFORE TXWY B, WHICH IS LOCATED 1/2 WAY THE RWY LENGTH. I CONTINUED TO TAXI ON THE RWY TO TXWY B, EXITED ON TXWY B, CLRED THE ACTIVE RWY AND STOPPED (CONTINUED COM/MONITOR TWR UNTIL STOPPED). CONTRIBUTING FACTORS: FDK TWR WAS VERY LATE TO RESPOND AND TO GIVE INSTRUCTION TO CIRCLE TO LAND AND TO SPECIFY THE RWY (VERY BUSY AMOUNT OF TFC). ENG DID NOT RESPOND FOR GAR. WHAT CAN BE DONE TO PREVENT A RECURRENCE: BETTER COM BTWN APCH AND TWR. IN SUCH EVENTS, APCH MAY BRIEF THE PIC WITH ACTIVE RWYS AND TFC PATTERN IN USE.

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