Narrative:

We were cleared to snuff OM and last reported WX for ckv was clear, 8 mi and winds 350 degrees at 8 KTS. Ft campbell approach was busy and after first officer sighted airport, they cleared us for a visual and report down time, but not to go to advisory frequency. I did not have the airport in sight and was relying on first officer to vector me toward runway just before arriving at snuff OM. When we were 45 degrees from the runway I got it in sight, and at that point I needed to slow and get gear and flaps down to land. Upon T/D I saw an small aircraft taking off on runway 17 while we were landing on runway 35. There was no conflict, but if we had landed long or he had a longer takeoff roll it could have been a conflict. I had just come from a 2 week vacation and I let things get ahead of me. I am used to having my first officer's talk to advisory frequency before we get to an airport and my first officer did not. I let it go and did not request he do it. I also accepted a visual approach before I actually had the runway in sight and this limited the time I had to search for traffic and runway conditions. I should have overflown the airport to discover airport conditions. I let my desire to get to the airport overshadow my judgement. I was normally used to outlaw field being very quiet with little to no traffic. Usually when you call for traffic advisories you would get no response and it was your choice of runways. Also the unicom frequency gets so congested, traffic calls and reports get lost in the static. What I feel caused this situation or what contributed most to it was that I became fixated with one problem and briefly forgot about the other things I needed to do. I have always hated flying into uncontrolled airports. There needs to be one way to enter the flow of traffic at an uncontrolled airport. The aim suggests but does not regulate a procedure. We should be required to overfly an uncontrolled airport when it is VFR and fly the entire pattern, downwind, base and final. This is especially important considering the frequency congestion. The unicom frequencys are a joke. They will be used by sometimes as many as 6 different airports, all with pilots reporting traffic position, calling for advisories, arranging phone calls and sometimes for idle chat. Callback conversation with reporter revealed the following: the light transport made only a dog leg to final and got on advisory frequency just before T/D. The small aircraft lifted off down field from the opp direction just as the light transport touched down. The small aircraft made a slight turn and passed over the light transport by about 200'. Reporter realizes he was rushing things and should have taken time to get on the CTAF frequency.

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Original NASA ASRS Text

Title: ACR-LTT LANDED ON RWY OCCUPIED BY GA-SMA TAKING OFF IN OPPOSITE DIRECTION AT UNCONTROLLED ARPT.

Narrative: WE WERE CLRED TO SNUFF OM AND LAST RPTED WX FOR CKV WAS CLEAR, 8 MI AND WINDS 350 DEGS AT 8 KTS. FT CAMPBELL APCH WAS BUSY AND AFTER F/O SIGHTED ARPT, THEY CLRED US FOR A VISUAL AND RPT DOWN TIME, BUT NOT TO GO TO ADVISORY FREQ. I DID NOT HAVE THE ARPT IN SIGHT AND WAS RELYING ON F/O TO VECTOR ME TOWARD RWY JUST BEFORE ARRIVING AT SNUFF OM. WHEN WE WERE 45 DEGS FROM THE RWY I GOT IT IN SIGHT, AND AT THAT POINT I NEEDED TO SLOW AND GET GEAR AND FLAPS DOWN TO LAND. UPON T/D I SAW AN SMA TAKING OFF ON RWY 17 WHILE WE WERE LNDG ON RWY 35. THERE WAS NO CONFLICT, BUT IF WE HAD LANDED LONG OR HE HAD A LONGER TKOF ROLL IT COULD HAVE BEEN A CONFLICT. I HAD JUST COME FROM A 2 WK VACATION AND I LET THINGS GET AHEAD OF ME. I AM USED TO HAVING MY F/O'S TALK TO ADVISORY FREQ BEFORE WE GET TO AN ARPT AND MY F/O DID NOT. I LET IT GO AND DID NOT REQUEST HE DO IT. I ALSO ACCEPTED A VISUAL APCH BEFORE I ACTUALLY HAD THE RWY IN SIGHT AND THIS LIMITED THE TIME I HAD TO SEARCH FOR TFC AND RWY CONDITIONS. I SHOULD HAVE OVERFLOWN THE ARPT TO DISCOVER ARPT CONDITIONS. I LET MY DESIRE TO GET TO THE ARPT OVERSHADOW MY JUDGEMENT. I WAS NORMALLY USED TO OUTLAW FIELD BEING VERY QUIET WITH LITTLE TO NO TFC. USUALLY WHEN YOU CALL FOR TFC ADVISORIES YOU WOULD GET NO RESPONSE AND IT WAS YOUR CHOICE OF RWYS. ALSO THE UNICOM FREQ GETS SO CONGESTED, TFC CALLS AND RPTS GET LOST IN THE STATIC. WHAT I FEEL CAUSED THIS SITUATION OR WHAT CONTRIBUTED MOST TO IT WAS THAT I BECAME FIXATED WITH ONE PROB AND BRIEFLY FORGOT ABOUT THE OTHER THINGS I NEEDED TO DO. I HAVE ALWAYS HATED FLYING INTO UNCTLED ARPTS. THERE NEEDS TO BE ONE WAY TO ENTER THE FLOW OF TFC AT AN UNCTLED ARPT. THE AIM SUGGESTS BUT DOES NOT REGULATE A PROC. WE SHOULD BE REQUIRED TO OVERFLY AN UNCTLED ARPT WHEN IT IS VFR AND FLY THE ENTIRE PATTERN, DOWNWIND, BASE AND FINAL. THIS IS ESPECIALLY IMPORTANT CONSIDERING THE FREQ CONGESTION. THE UNICOM FREQS ARE A JOKE. THEY WILL BE USED BY SOMETIMES AS MANY AS 6 DIFFERENT ARPTS, ALL WITH PLTS RPTING TFC POS, CALLING FOR ADVISORIES, ARRANGING PHONE CALLS AND SOMETIMES FOR IDLE CHAT. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING: THE LTT MADE ONLY A DOG LEG TO FINAL AND GOT ON ADVISORY FREQ JUST BEFORE T/D. THE SMA LIFTED OFF DOWN FIELD FROM THE OPP DIRECTION JUST AS THE LTT TOUCHED DOWN. THE SMA MADE A SLIGHT TURN AND PASSED OVER THE LTT BY ABOUT 200'. RPTR REALIZES HE WAS RUSHING THINGS AND SHOULD HAVE TAKEN TIME TO GET ON THE CTAF FREQ.

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.