Narrative:

Arriving from the north to tpf; expecting a visual approach on a nice day with a 10 knot north wind. I had not been there before and in studying the chart of the area; I observed the close proximity of macdill air force base to tpf. I queried the tampa approach controller about how to avoid macdill; or how to coordinate with macdill tower when making right traffic to runway 4. The controller said that there would be no need to contact macdill and that I should fly a tight pattern to avoid their airspace. I estimated; based on the chart; that any final longer than 3/4 mile would bring me into macdill airspace and planned accordingly. Once I had the field in sight; about 8 miles out; the controller cleared me for a visual approach and switched me to CTAF. I reported 6 miles northwest of the field; then 4 miles out on a 45 degree entry for the (required) right downwind; then entering the downwind; and then upon turning base to a 3/4 mile final. Two cessnas were in the pattern ahead of me and I had them both in sight. About 10 seconds after I reported turning base; a decathlon; who had not made any transmissions up to this point; reported being on a right base to a 3/4 mile final to runway 4. I stated that that was where I was. My wife spotted the decathlon directly overhead; approximately 200 feet higher than we were. I continued descending on the base; but crossed through the final; and when spacing permitted it I went around; climbing on the upwind and completing the pattern to a normal landing. The decathlon made no further transmissions; continued to a landing; and taxied away.in my opinion there is not enough airspace to the south of tpf to permit normal pattern operations -- acquiring other traffic and sequencing your aircraft relative to it -- while respecting macdill's airspace. The decathlon was clearly at fault for not listening; not reporting its position; or not being on the frequency early enough to do this in a timely fashion. But being cramped into the small space northeast of macdill made it all the more treacherous. If everyone could stay on the downwind and check that their spacing is good before turning base; conflicts such as this one would be much less frequent. I believe that this airport needs a tower to sequence aircraft (especially on busy weekend afternoons like this); better coordination with macdill and with tampa approach; or a reconfiguration of the airspace relative to macdill's class D to give more room for longer downwinds. I note that whitted airport; a similar GA field to the southwest of macdill; has a tower and a 'carve out' of macdill's class D to allow room for less cramped operations (in their case when landing to the southwest).

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Original NASA ASRS Text

Title: M20 pilot experiences a NMAC on close in base turn for TPF Attempting to avoid MacDill airspace to the south. A go-around is initiated and the second approach is successful. The other aircraft used his radio sparingly (only on base).

Narrative: Arriving from the north to TPF; expecting a visual approach on a nice day with a 10 knot north wind. I had not been there before and in studying the chart of the area; I observed the close proximity of Macdill Air Force Base to TPF. I queried the Tampa Approach Controller about how to avoid Macdill; or how to coordinate with Macdill Tower when making right traffic to RWY 4. The Controller said that there would be no need to contact Macdill and that I should fly a tight pattern to avoid their airspace. I estimated; based on the chart; that any final longer than 3/4 mile would bring me into Macdill airspace and planned accordingly. Once I had the field in sight; about 8 miles out; the Controller cleared me for a visual approach and switched me to CTAF. I reported 6 miles NW of the field; then 4 miles out on a 45 degree entry for the (required) right downwind; then entering the downwind; and then upon turning base to a 3/4 mile final. Two Cessnas were in the pattern ahead of me and I had them both in sight. About 10 seconds after I reported turning base; a Decathlon; who had not made any transmissions up to this point; reported being on a right base to a 3/4 mile final to RWY 4. I stated that that was where I was. My wife spotted the decathlon directly overhead; approximately 200 feet higher than we were. I continued descending on the base; but crossed through the final; and when spacing permitted it I went around; climbing on the upwind and completing the pattern to a normal landing. The Decathlon made no further transmissions; continued to a landing; and taxied away.In my opinion there is not enough airspace to the south of TPF to permit normal pattern operations -- acquiring other traffic and sequencing your aircraft relative to it -- while respecting Macdill's airspace. The Decathlon was clearly at fault for not listening; not reporting its position; or not being on the frequency early enough to do this in a timely fashion. But being cramped into the small space northeast of Macdill made it all the more treacherous. If everyone could stay on the downwind and check that their spacing is good before turning base; conflicts such as this one would be much less frequent. I believe that this airport needs a Tower to sequence aircraft (especially on busy weekend afternoons like this); better coordination with Macdill and with Tampa Approach; or a reconfiguration of the airspace relative to Macdill's Class D to give more room for longer downwinds. I note that Whitted Airport; a similar GA field to the southwest of Macdill; has a Tower and a 'carve out' of Macdill's Class D to allow room for less cramped operations (in their case when landing to the southwest).

Data retrieved from NASA's ASRS site 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.