Narrative:

Approaching mmv, I tuned in their AWOS on 135.67 and received following WX: visibility 10+ wind 360 degrees at 8 KTS. There is a NOTAM for mmv to use runway 22 for lndgs when wind is 5 KTS or less. This obviously means you should use runway 22 up to a 5 KT wind from any direction. By implication, this means if the wind is over 5 KTS you should land into the wind, or with at least a headwind component. After receiving AWOS information, I chose to use runway 4 based on wind 360 degrees at 8 KTS. I attempted to contact mmv unicom on 123.0 but got no response. There was no other traffic on the frequency. Entering the pattern on 45 degrees to left downwind, I observed no other traffic in the pattern and the runways were clear of traffic. I announced on 123.0 CTAF my position on downwind for runway 4 and again on left base for runway 4. As I rolled wings level on final, I saw a cessna 500 ft to my left and about 200 ft above me. This airplane had just departed runway 22. I immediately switched to my #2 radio and announced myself on short final for runway 4. At least 2 airplanes responded that they were departing on runway 22 and I saw an airplane that appeared to be crossing the far end of the runway. Since the runway was clear, I completed my landing on runway 4. My #1 radio was not working unbeknownst to me. I should have tried to contact mmv FSS. If nothing else this may have given me a clue that #1 VHF was inoperative. I was in effect a no rdo airplane and didn't know it. However, the departing aircraft should have been using runway 4 as published procedures implied. I have cautioned myself to be more aware of possible radio failure and to use all available facilities, but I also believe that if special procedures are published for an airport all pilots should follow them regardless of longer taxi times.

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Original NASA ASRS Text

Title: BE35 PLT HAD LESS THAN LEGAL SPACING AT AN UNCTLED ARPT AFTER HAVING UNKNOWN RADIO FAILURE AT MMV.

Narrative: APCHING MMV, I TUNED IN THEIR AWOS ON 135.67 AND RECEIVED FOLLOWING WX: VIS 10+ WIND 360 DEGS AT 8 KTS. THERE IS A NOTAM FOR MMV TO USE RWY 22 FOR LNDGS WHEN WIND IS 5 KTS OR LESS. THIS OBVIOUSLY MEANS YOU SHOULD USE RWY 22 UP TO A 5 KT WIND FROM ANY DIRECTION. BY IMPLICATION, THIS MEANS IF THE WIND IS OVER 5 KTS YOU SHOULD LAND INTO THE WIND, OR WITH AT LEAST A HEADWIND COMPONENT. AFTER RECEIVING AWOS INFO, I CHOSE TO USE RWY 4 BASED ON WIND 360 DEGS AT 8 KTS. I ATTEMPTED TO CONTACT MMV UNICOM ON 123.0 BUT GOT NO RESPONSE. THERE WAS NO OTHER TFC ON THE FREQ. ENTERING THE PATTERN ON 45 DEGS TO L DOWNWIND, I OBSERVED NO OTHER TFC IN THE PATTERN AND THE RWYS WERE CLR OF TFC. I ANNOUNCED ON 123.0 CTAF MY POS ON DOWNWIND FOR RWY 4 AND AGAIN ON L BASE FOR RWY 4. AS I ROLLED WINGS LEVEL ON FINAL, I SAW A CESSNA 500 FT TO MY L AND ABOUT 200 FT ABOVE ME. THIS AIRPLANE HAD JUST DEPARTED RWY 22. I IMMEDIATELY SWITCHED TO MY #2 RADIO AND ANNOUNCED MYSELF ON SHORT FINAL FOR RWY 4. AT LEAST 2 AIRPLANES RESPONDED THAT THEY WERE DEPARTING ON RWY 22 AND I SAW AN AIRPLANE THAT APPEARED TO BE XING THE FAR END OF THE RWY. SINCE THE RWY WAS CLR, I COMPLETED MY LNDG ON RWY 4. MY #1 RADIO WAS NOT WORKING UNBEKNOWNST TO ME. I SHOULD HAVE TRIED TO CONTACT MMV FSS. IF NOTHING ELSE THIS MAY HAVE GIVEN ME A CLUE THAT #1 VHF WAS INOP. I WAS IN EFFECT A NO RDO AIRPLANE AND DIDN'T KNOW IT. HOWEVER, THE DEPARTING ACFT SHOULD HAVE BEEN USING RWY 4 AS PUBLISHED PROCS IMPLIED. I HAVE CAUTIONED MYSELF TO BE MORE AWARE OF POSSIBLE RADIO FAILURE AND TO USE ALL AVAILABLE FACILITIES, BUT I ALSO BELIEVE THAT IF SPECIAL PROCS ARE PUBLISHED FOR AN ARPT ALL PLTS SHOULD FOLLOW THEM REGARDLESS OF LONGER TAXI TIMES.

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.