Narrative:

While taxiing for takeoff runway 32 at acv, we monitored the unicom frequency and idented 2 aircraft inbound for landing. One was a commuter turboprop, 15 mi out established on the ILS runway 32. The othersouth position, a military hercules C130 reported ahead of the commuter. We asked the C130 crew for a position report. The C130 reported 5 mi on final and #1 for landing. considering the winds of 260 degrees at 6 KTS we understood the C130 position as 5 mi on final for runway 32. We announced our intentions to depart runway 32. The C130 crew acknowledged and implied they would keep an eye for us. As we taxied into position, we saw the lights of the C130 approximately 3 mi from runway 14, with the intentions of landing at runway 14. Before we had the chance to clear runway 32, the C130 broke the approach and entered the l-hand downwind for runway 32. We departed runway 32 and no further correction was necessary. A number of procedures were not followed by the C130 crew and our crew. The C130 crew should have informed us of their position in reference to the airport, their planned landing runway and altitude. Before taxiing into position on runway 32 I visually checked for any traffic and saw none. My first officer reported lights out (flew final for runway 32 commuter aircraft), which we assumed were the C130 lights. I visually idented the C130 as I started aligning my aircraft on the runway 32 centerline. We should have inquired the C130 crew for more positive information, also not having TCASII prevented us from getting a better picture of the position of other aircraft inbound for acv.

Related reports:

Google
 

Original NASA ASRS Text

Title: F27 CREW FOUND A MIL C130 WAS LNDG DOWNWIND AND AGAINST ESTABLISHED FLOW OF TFC AT ACV.

Narrative: WHILE TAXIING FOR TKOF RWY 32 AT ACV, WE MONITORED THE UNICOM FREQ AND IDENTED 2 ACFT INBOUND FOR LNDG. ONE WAS A COMMUTER TURBOPROP, 15 MI OUT ESTABLISHED ON THE ILS RWY 32. THE OTHERS POS, A MIL HERCULES C130 RPTED AHEAD OF THE COMMUTER. WE ASKED THE C130 CREW FOR A POS RPT. THE C130 RPTED 5 MI ON FINAL AND #1 FOR LNDG. CONSIDERING THE WINDS OF 260 DEGS AT 6 KTS WE UNDERSTOOD THE C130 POS AS 5 MI ON FINAL FOR RWY 32. WE ANNOUNCED OUR INTENTIONS TO DEPART RWY 32. THE C130 CREW ACKNOWLEDGED AND IMPLIED THEY WOULD KEEP AN EYE FOR US. AS WE TAXIED INTO POS, WE SAW THE LIGHTS OF THE C130 APPROX 3 MI FROM RWY 14, WITH THE INTENTIONS OF LNDG AT RWY 14. BEFORE WE HAD THE CHANCE TO CLR RWY 32, THE C130 BROKE THE APCH AND ENTERED THE L-HAND DOWNWIND FOR RWY 32. WE DEPARTED RWY 32 AND NO FURTHER CORRECTION WAS NECESSARY. A NUMBER OF PROCS WERE NOT FOLLOWED BY THE C130 CREW AND OUR CREW. THE C130 CREW SHOULD HAVE INFORMED US OF THEIR POS IN REF TO THE ARPT, THEIR PLANNED LNDG RWY AND ALT. BEFORE TAXIING INTO POS ON RWY 32 I VISUALLY CHKED FOR ANY TFC AND SAW NONE. MY FO RPTED LIGHTS OUT (FLEW FINAL FOR RWY 32 COMMUTER ACFT), WHICH WE ASSUMED WERE THE C130 LIGHTS. I VISUALLY IDENTED THE C130 AS I STARTED ALIGNING MY ACFT ON THE RWY 32 CTRLINE. WE SHOULD HAVE INQUIRED THE C130 CREW FOR MORE POSITIVE INFO, ALSO NOT HAVING TCASII PREVENTED US FROM GETTING A BETTER PICTURE OF THE POS OF OTHER ACFT INBOUND FOR ACV.

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.