Narrative:

I prepared for an IFR in my normal manner. Weather was checked repeatedly and weight and balance; winds; flight time and fuel were calculated prior to flight. The flight was not unusual and the winds and weather were as expected. When we entered the area we were cleared to descend from 17000 ft down. This required a 1500 FPM descent. Weather was repeatedly checked and ASOS was confirmed. Winds were 190 at 8. This made a 90 degree wind from the south. At approximately 500 ft AGL; I noticed a twin engine plane come over the mountains at my 10 o'clock. He appeared to be about 1000-1500 ft AGL. I announced on 122.8 my position and for landing advisories. I received no response. Still unsure of the winds; I proceeded south; about 3 miles parallel to runway 10 and completed my descent to approximately 1000 ft AGL. I could see the windsock at about 30 degrees from center and nearly fully horizontal; making the winds about 130 at 10+. From this I determined the proper runway was 10. Once again I called unicom with no response. I reverified the frequency for the unicom and found it to be correct. I announced my intentions to enter left traffic for 10. I announced each position and turn. I also announced turning final for 10 and short final 10. At no time did I hear anyone broadcast on 122.8. The landing was normal as was my roll out. I was about 1000 ft down the runway at about 5 KTS when I saw a twin engine plane touching down on the far end of runway 28. I could clearly see at this time all his lights were on (as were mine); his flaps were fully deployed and his gear was down. I was too slow to abort my landing; so I immediately broadcast 'airplane landing; abort your landing immediately.' I then looked for a turnoff; or some area I could turn off into to avoid a potential collision. The twin then must have seen me and added full power and went into a 'high rate' climb and right turn. I thought he was going to lose control of his plane. I taxied to the ramp. I was then contacted on 122.8 by the ramp staff asking if I was familiar with the ramp and parking. I was as I have flown into this airport many times before. I asked what the story was with the twin. The ramp agent said he would find out. When the baron returned again and landed on runway 28; I could see the north number. The ramp agent said he knew who this was and would talk to him. I departed on an instrument flight plan in VFR conditions. The windsock still showed winds from about 130 and the sock half up but the ramp staff said the winds were 'light.' upon arrival I called staff and asked what the baron had to say. They said the baron had a radio failure and was flying to class B air space and had to return. I found this hard to believe since the baron was heading about 210; no where near the class B area. Ramp staff also told me that when the winds are light; they preferred runway is 28. A further check on website showed this pilot had not used a discreet squawk code in the past 6 months; leading me to believe he does not use any radar services or flight plans. I still feel very confident I did everything by the book. The only thing I regret is letting the baron out of my sight to see where he was landing to avoid this confrontation.

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Original NASA ASRS Text

Title: A PA46 Pilot reported that as he was on his landing rollout; a BE58 landed opposite direction at a CTAF airport without any radio calls. The BE58 went around to avoid a runway collision.

Narrative: I prepared for an IFR in my normal manner. Weather was checked repeatedly and weight and balance; winds; flight time and fuel were calculated prior to flight. The flight was not unusual and the winds and weather were as expected. When we entered the area we were cleared to descend from 17000 FT down. This required a 1500 FPM descent. Weather was repeatedly checked and ASOS was confirmed. Winds were 190 at 8. This made a 90 degree wind from the south. At approximately 500 FT AGL; I noticed a twin engine plane come over the mountains at my 10 o'clock. He appeared to be about 1000-1500 FT AGL. I announced on 122.8 my position and for landing advisories. I received no response. Still unsure of the winds; I proceeded south; about 3 miles parallel to Runway 10 and completed my descent to approximately 1000 FT AGL. I could see the windsock at about 30 degrees from center and nearly fully horizontal; making the winds about 130 at 10+. From this I determined the proper runway was 10. Once again I called UNICOM with no response. I reverified the frequency for the UNICOM and found it to be correct. I announced my intentions to enter left traffic for 10. I announced each position and turn. I also announced turning final for 10 and short final 10. At no time did I hear anyone broadcast on 122.8. The landing was normal as was my roll out. I was about 1000 FT down the runway at about 5 KTS when I saw a twin engine plane touching down on the far end of Runway 28. I could clearly see at this time all his lights were on (as were mine); his flaps were fully deployed and his gear was down. I was too slow to abort my landing; so I immediately broadcast 'airplane landing; ABORT your landing immediately.' I then looked for a turnoff; or some area I could turn off into to avoid a potential collision. The twin then must have seen me and added full power and went into a 'high rate' climb and right turn. I thought he was going to lose control of his plane. I taxied to the ramp. I was then contacted on 122.8 by the ramp staff asking if I was familiar with the ramp and parking. I was as I have flown into this airport many times before. I asked what the story was with the twin. The ramp agent said he would find out. When the Baron returned again and landed on Runway 28; I could see the N number. The ramp agent said he knew who this was and would talk to him. I departed on an instrument flight plan in VFR conditions. The windsock still showed winds from about 130 and the sock half up but the ramp staff said the winds were 'light.' Upon arrival I called staff and asked what the Baron had to say. They said the Baron had a radio failure and was flying to Class B air space and had to return. I found this hard to believe since the Baron was heading about 210; no where near the Class B area. Ramp staff also told me that when the winds are light; they preferred runway is 28. A further check on website showed this pilot had not used a discreet squawk code in the past 6 months; leading me to believe he does not use any radar services or flight plans. I still feel very confident I did everything by the book. The only thing I regret is letting the Baron out of my sight to see where he was landing to avoid this confrontation.

Data retrieved from NASA's ASRS site as of April 2012 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.