Narrative:

I was giving dual instruction to a student pilot. The task being practiced was flight by instrument reference. The student was wearing a hood. We had departed dutchess county airport and were about 10 mi northwest of it and we had just begun the task. We were straight and level at 3000' MSL, heading 330 degrees. While scanning for traffic I spotted an airplane 10 O'clock, same altitude, about 2-2 1/2 mi, heading northeast, perpendicular to our flight path. I determined there was potential conflict in our flight paths so I instructed my student to make a right turn to heading 150 degrees. After he completed the course reversal, I looked behind us and saw that the airplane was now at our 5 O'clock position. He had turned toward us on an intercept heading of about 140 degrees, about 1 1/2-2 mi from us and was closing. It was apparent he was much faster than us. Since we were both now headed in the direction of pou, I assumed the other pilot was simply heading there. However, I was monitoring tower frequency, as is my normal practice (we were about 8 mi northwest of pou) and I heard no inbound calls from any aircraft in our vicinity. We got to about 6 NM from pou and I saw the other airplane almost at 6 O'clock and 1-1 1/2 mi from us, same altitude. I told the student that I had the controls. I made a right turn, heading 240 degrees. After leveling I looked back and saw that the other airplane made a heading change to its right on what appeared to be a collision course. I was now becoming very concerned about the actions of the other pilot. The repeated heading changes now appeared to be less in the realm of coincidence. If he was simply going to pou, one more course change would test that possibility. I made a steep, descending right turn to our original heading of 330 degrees and an altitude of about 2500' MSL. After leveling I looked behind and saw the other airplane between 4-5 O'clock and about 3/4 mi from us, same direction of flight on a collision course. By now I was very concerned about the other pilot's motives and intentions in what was apparently not a coincidental series of actions. I decided to wanted to do 2 things if possible. First, go somewhere this disturbed individual would not follow. Second, if possible, I wanted that airplane's regulation #. I had determined that the airplane was an small aircraft (blue & white). I knew we could never follow it anywhere. I decided what to do. I executed a very steep descending right 180 degree turn toward pou. While turning back T the air traffic area where I hoped he would not follow, I also hoped to be able to read his regulation # since he would be opp direction to me on my right as he passed me if my guess was right. Since I was much slower and my turning radius was so much less than his, I evidently caught him off guard. However as we passed, he was in a descent and passed us opp direction 10' higher and about 100' to our right. He again had made a course correction to fly directly at us. Unfortunately, he had the 3' numbers and our speeds and distances made it impossible to read them. He never made a turn to follow us into the air traffic area. I made the plane out to be a 1976-1980 small aircraft with an almost new paint job (light blue & white) and a distinctive feature--and unusual housing for the taxi/landing lights that looked like an air intake for turbo charging.

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Original NASA ASRS Text

Title: SMA TRAINER IS PURSUED BY ANOTHER SMA. CLOSE CONFLICT RESULTS.

Narrative: I WAS GIVING DUAL INSTRUCTION TO A STUDENT PLT. THE TASK BEING PRACTICED WAS FLT BY INSTRUMENT REF. THE STUDENT WAS WEARING A HOOD. WE HAD DEPARTED DUTCHESS COUNTY ARPT AND WERE ABOUT 10 MI NW OF IT AND WE HAD JUST BEGUN THE TASK. WE WERE STRAIGHT AND LEVEL AT 3000' MSL, HDG 330 DEGS. WHILE SCANNING FOR TFC I SPOTTED AN AIRPLANE 10 O'CLOCK, SAME ALT, ABOUT 2-2 1/2 MI, HDG NE, PERPENDICULAR TO OUR FLT PATH. I DETERMINED THERE WAS POTENTIAL CONFLICT IN OUR FLT PATHS SO I INSTRUCTED MY STUDENT TO MAKE A RIGHT TURN TO HDG 150 DEGS. AFTER HE COMPLETED THE COURSE REVERSAL, I LOOKED BEHIND US AND SAW THAT THE AIRPLANE WAS NOW AT OUR 5 O'CLOCK POS. HE HAD TURNED TOWARD US ON AN INTERCEPT HDG OF ABOUT 140 DEGS, ABOUT 1 1/2-2 MI FROM US AND WAS CLOSING. IT WAS APPARENT HE WAS MUCH FASTER THAN US. SINCE WE WERE BOTH NOW HEADED IN THE DIRECTION OF POU, I ASSUMED THE OTHER PLT WAS SIMPLY HDG THERE. HOWEVER, I WAS MONITORING TWR FREQ, AS IS MY NORMAL PRACTICE (WE WERE ABOUT 8 MI NW OF POU) AND I HEARD NO INBND CALLS FROM ANY ACFT IN OUR VICINITY. WE GOT TO ABOUT 6 NM FROM POU AND I SAW THE OTHER AIRPLANE ALMOST AT 6 O'CLOCK AND 1-1 1/2 MI FROM US, SAME ALT. I TOLD THE STUDENT THAT I HAD THE CONTROLS. I MADE A RIGHT TURN, HDG 240 DEGS. AFTER LEVELING I LOOKED BACK AND SAW THAT THE OTHER AIRPLANE MADE A HDG CHANGE TO ITS RIGHT ON WHAT APPEARED TO BE A COLLISION COURSE. I WAS NOW BECOMING VERY CONCERNED ABOUT THE ACTIONS OF THE OTHER PLT. THE REPEATED HDG CHANGES NOW APPEARED TO BE LESS IN THE REALM OF COINCIDENCE. IF HE WAS SIMPLY GOING TO POU, ONE MORE COURSE CHANGE WOULD TEST THAT POSSIBILITY. I MADE A STEEP, DSNDING RIGHT TURN TO OUR ORIGINAL HDG OF 330 DEGS AND AN ALT OF ABOUT 2500' MSL. AFTER LEVELING I LOOKED BEHIND AND SAW THE OTHER AIRPLANE BTWN 4-5 O'CLOCK AND ABOUT 3/4 MI FROM US, SAME DIRECTION OF FLT ON A COLLISION COURSE. BY NOW I WAS VERY CONCERNED ABOUT THE OTHER PLT'S MOTIVES AND INTENTIONS IN WHAT WAS APPARENTLY NOT A COINCIDENTAL SERIES OF ACTIONS. I DECIDED TO WANTED TO DO 2 THINGS IF POSSIBLE. FIRST, GO SOMEWHERE THIS DISTURBED INDIVIDUAL WOULD NOT FOLLOW. SECOND, IF POSSIBLE, I WANTED THAT AIRPLANE'S REG #. I HAD DETERMINED THAT THE AIRPLANE WAS AN SMA (BLUE & WHITE). I KNEW WE COULD NEVER FOLLOW IT ANYWHERE. I DECIDED WHAT TO DO. I EXECUTED A VERY STEEP DSNDING RIGHT 180 DEG TURN TOWARD POU. WHILE TURNING BACK T THE ATA WHERE I HOPED HE WOULD NOT FOLLOW, I ALSO HOPED TO BE ABLE TO READ HIS REG # SINCE HE WOULD BE OPP DIRECTION TO ME ON MY RIGHT AS HE PASSED ME IF MY GUESS WAS RIGHT. SINCE I WAS MUCH SLOWER AND MY TURNING RADIUS WAS SO MUCH LESS THAN HIS, I EVIDENTLY CAUGHT HIM OFF GUARD. HOWEVER AS WE PASSED, HE WAS IN A DSCNT AND PASSED US OPP DIRECTION 10' HIGHER AND ABOUT 100' TO OUR RIGHT. HE AGAIN HAD MADE A COURSE CORRECTION TO FLY DIRECTLY AT US. UNFORTUNATELY, HE HAD THE 3' NUMBERS AND OUR SPDS AND DISTANCES MADE IT IMPOSSIBLE TO READ THEM. HE NEVER MADE A TURN TO FOLLOW US INTO THE ATA. I MADE THE PLANE OUT TO BE A 1976-1980 SMA WITH AN ALMOST NEW PAINT JOB (LIGHT BLUE & WHITE) AND A DISTINCTIVE FEATURE--AND UNUSUAL HOUSING FOR THE TAXI/LNDG LIGHTS THAT LOOKED LIKE AN AIR INTAKE FOR TURBO CHARGING.

Data retrieved from NASA's ASRS site as of August 2007 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.