Cessna 140
Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Flight Crew Last 90 Days 15; Flight Crew Total 3500; Flight Crew Type 27
Communication Breakdown; Situational Awareness
Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Flight Crew Took Evasive Action
Human Factors
I performed a radio check with another aircraft on the ground as I was taxiing to takeoff at Bourland Field (50F). Both of us were loud and clear on 123.0. About 30 minutes prior to this I had observed an aircraft taking off to the north (Rwy 35); but since winds were light from the southeast; both of us on the ground taxied to Rwy 17 for departure. The other aircraft departed first and turned left to downwind for a touch-and-go. I departed next; also turning left to downwind.  We both continuously called pattern position in the traffic pattern. The aircraft ahead of me performed a touch-and-go; and since I planned a full-stop; I offered to turn off at mid-field. The other pilot said to go ahead and back-taxi and he would just extend. The other pilot was on crosswind as I turned base.  I was a bit high and fast so I concentrated on losing altitude and speed with a sideslip. I touched down just a bit long but on speed. At that moment I noticed an aircraft at the other end of the runway. He was not displaying a landing light (I was). I realized he had just touched down and that we were on a collision course. I considered leaving the runway surface to the right; but there were taxiway lights at midfield and I was concerned about colliding with one.  So I got as far right on the runway as I could and depended on the other pilot to do the same. There was insufficient room for me to come to a complete stop short of the midfield taxiway. We passed near midfield with wing clearance fortunately; and I was doing 30-40 mph. I was also calling out on the radio to the other pilot in the pattern that we had an aircraft landing opposite direction so he would not turn final. Afterward I taxied back; and finally the Cardinal came up on frequency 123.0 and called out that he was back-taxiing on 35. I advised him that 17 was the active. The only other communication from the Cardinal was when he exited the runway at the south end. My daughter was also monitoring 123.0 and verified that the Cardinal never made any transmissions on frequency prior to landing. The other pilot in the pattern verified this as well when he and I talked at the gas pump after flight.
C140 pilot reported a ground conflict occurred after landing when another light aircraft touched down on the opposite direction runway. The aircraft passed each other midfield.