M-20 Series Undifferentiated or Other Model
Flight Crew Private; Flight Crew Instrument
Situational Awareness; Distraction; Confusion; Communication Breakdown; Workload
Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Flight Crew Took Evasive Action; Flight Crew Became Reoriented
Environment - Non Weather Related; Airport; Human Factors; Weather; Procedure
I was on my first IFR flight after receiving my IFR rating. I was flying into an uncontrolled airport in Class G airspace (700 ft. below Class E); near a Class C airport. The conditions were smoke and haze; with visibility varying 15 miles to 3 miles in places. I had requested the full IFR approach (a circling approach which actually lines the plane up with Runway 29) into the uncontrolled airport; which approach has only one IAP; at the nearby Class C VOR. Winds at the Class C were reported from 220 degrees. The controller instead vectored me to the IF; and stayed with me until about a minute after I'd crossed FAF; which is 6 miles from the threshold.As I switched over to CTAF; I caught the last part of a radio call from someone; but didn't catch what was said. At about that same time; the runway became visible through the smoke and haze; at three miles; with me lined up for a straight-in for Runway 29. I immediately called '[airport] traffic; [n-number] on a 3-mile final for 29; [airport] traffic.' There was no response from any other traffic.When I was at 2 miles; I again called '[airport] traffic; [n-number] on a 2-mile final for 29; [airport] traffic.' Again; there was no response from any other traffic. However; between 3 and 2 miles; I noticed what I thought was a glint of reflection about the middle of the runway; stationary (Local time was XA:30 am; the sun was behind me.) The glint didn't seem to move; until at just after calling the 2-mile final; it moved to the left edge of the runway. I was concerned because I thought perhaps there was a vehicle on the runway; with sunlight reflecting off a window or something. I began mentally preparing to do a low approach and fly the pattern. Fortunately I did not act on that thought.At about 1 mile from the threshold; the glint materialized though the smoke and haze to become the left-wing landing on what I think was a J-3 Cub; just slightly to my left and on a course that would pass about 200 feet above me. I called out that they were going right above me as they began turning a left crosswind and passed almost directly above me. There was still no response on the radio.It was not until I had landed and radioed that I was taxiing clear of the runway that I heard a call; with the other pilot saying something like; 'Didn't you say you were on final for 11?' I clearly stated 'Negative. I called final for 29. I came in on an IFR flight plan.' The other pilot then said; 'Well; winds are calm and 11 is the active.'I later talked with my CFII; and he said it is totally normal for Center to keep a pilot on their frequency until passing the final approach frequency; before letting them switch to CTAF frequency; at uncontrolled airports. He said this is one reason flying into an uncontrolled airport under an IFR flight plan can be risky.Corrective action: In future; the very first radio call I will make when coming off an IFR flight plan to an uncontrolled airport is a position report and a call for active runway.
A Mooney transitioned from an instrument approach to a visual about three miles from a CTAF airport but received no CTAF responses. An opposite direction VFR departure passed 200 feet over his aircraft. After landing; he learned the active was Runway 11; he landed on Runway 29 opposite direction.