Flight Crew Air Transport Pilot (ATP)
Flight Crew Last 90 Days 25; Flight Crew Total 3300; Flight Crew Type 1835
Communication Breakdown
Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Flight Crew Took Evasive Action
Weather; Human Factors; Airport
Winds at the [4;500 MSL elevation; in mountainous terrain] airport were reported 250 at 11 gusting 16; a 90 degree crosswind to either Runway 16 or 34. With no other planes on frequency; I announced my position 10 miles out; northeast of the field descending out of 7;000 intending to enter a downwind to Runway 16. A minute or two later; I heard another plane report 20 miles south; also landing Chester. I thought he said he was a J-3 (Piper Cub); a much slower airplane than mine. Turns out he said CJ-3; which was unfamiliar to me; but is a Citation Jet. Had I known that; I'd have let him land first; but the outcome would likely have been worse had I done so. I then reported 5 miles NE. The CJ-3 then reported his intention to make a straight in to Runway 34; so I decided to turn downwind for 34 so that we'd both be using the same runway to reduce potential confusion to any other planes coming in. I reported turning downwind; but I believe I said; 'Downwind to 16'; my original runway choice. At that point; the CJ-3 reported his intention to circle while I landed. I then reported turning base to 16; but corrected it to Runway 34. I then reported turning final to 34. At just about the point I was about to flare; a plane that had not been talking reported his intention to take off on Runway 16 at Chester. As I looked at the opposite end of the 5;500 foot runway; I could see a plane moving from the run up area towards the departure end of 16. Incredulous; I emphatically repeated my call advising I was '...on short short final landing runway 34 Chester.' The thought of a go-around went through my mind but I decided it would have been more dangerous as the hot day made for a 7;500 foot density altitude; meaning that my plane would likely climb very slowly; and depending on where the other guy lifted off; could potentially put us at the same altitude with a much higher closing rate. A go around would have put us 'low and slow'; near the stall speed (not very maneuverable) while I waited for the gear to retract. Conversely; the long runway (5;500 feet) meant that I could be down and stopped in less than half the runway; and dramatically reduce our closing rate; if he actually took off. As I flared; the other pilot lined up on the runway. As I slowed my plane; I moved to the left half of Runway 34. The other plane; a Cessna 182; then took off on the left half of Runway 16; so apparently he saw me in time to abort his take off; yet decided to take off anyway. He never said another word. The CJ-3 crew tried to get him to give his position so they could avoid him and start their landing approach. He said nothing. They tried to get him to give his tail number but he wouldn't reply. We got his tail number from the man in the FBO where the pilot had just paid for his overnight parking before departing.
Multiple factors resulted in a breakdown in important CTAF communications at a high altitude airport resulting in the reporter's C-210 landing one direction while a C-182 took off the opposite direction on the same runway.