Skyhawk 172/Cutlass 172
Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Commercial; Flight Crew Multiengine
Flight Crew Last 90 Days 150; Flight Crew Total 430; Flight Crew Type 130
Time Pressure; Communication Breakdown; Situational Awareness
Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Excursion Runway
Flight Crew Took Evasive Action
Airport; Environment - Non Weather Related; Human Factors; Procedure
About 10 miles to the north I announced my intention to enter the left downwind for Runway 28 at 39N. Prior to my call on the CTAF there were no other calls made for Princeton. While we were on a late downwind and nearing our turn to base for 28; we heard and observed the second aircraft enter a left downwind for Runway 10. The other pilot was making appropriate and accurate callouts for each leg of the pattern. Around the time we turned final for 28; I heard the second pilot make his callout for base to Runway 10. I was aware that there would likely be a traffic conflict given that the second pilot was continuing left traffic for 10 despite both my aircraft and approximately 2 others in the pattern for 28. Around the time we touched down on Runway 28 I overheard the second aircraft call out his turn to final for Runway 10. After my aircraft had passed Taxiway Bravo I observed the second aircraft on short final for Runway 10. I advised the second aircraft that I was still on the runway and suggested he execute an immediate go-around. My call and the calls of other aircraft in the pattern went unanswered. Around the time I saw the second aircraft flare for landing I took control of the airplane from my student and directed it off the side of the runway into the grass (no damage resulted from leaving the runway). I then observed the second aircraft execute a rejected landing after which he continued left traffic for Runway 10 to an uneventful full-stop landing. I was unable to talk to the pilot of the second aircraft personally; however; I did speak with a couple witnesses who did know him and considered him a safe pilot. I found it odd that the pilot of the other aircraft was making good position callouts; and yet was completely unresponsive to other traffic advisories over the CTAF. I am unsure of whether or not radio equipment failure was a contributing factor; and I find it highly unlikely that he was equipped to talk but not listen over the radio. It was certainly a good lesson for my student in why you need to talk; listen; and look when flying at an uncontrolled airfield.
An instructor reported landing on 39N's Runway 28 after making and hearing CTAF position reports but took evasive action after another aircraft making; but not responding to CTAF reports landed on Runway 10 then executed a go-around to prevent a collision.