Narrative:

I was flying back on an IFR flight plan (VMC conditions). Approach handed me over to the CTAF after I announced I had the airport in sight and would like to cancel IFR. Before handing me over to CTAF I was warned that there were multiple aircraft in the area and that I should be cautious. I switched over to CTAF and I announced myself being 5 miles to the west of the field inbound for landing. Another aircraft on CTAF announced that a group of aircraft was maneuvering 5 miles east of the airport. As I was approaching crosswind for runway xx I announced my position again; and saw a group of airplanes about 5-6 miles east of the field; engaged in different turning maneuvers. They seemed to be at very low altitude. I turned downwind and I announced my position. There was another aircraft that also announced himself being 5 miles to the west inbound for landing. I don't recall any announcements from the group of aircraft 5 miles to the east. While on the downwind I tried to maintain visual contact with the group of airplanes. I saw how they stopped maneuvering in circles and figure-eights and began flying towards the airport. They were at a lower altitude than me. As I was abeam the numbers I realized the leader of the formation flight was on short final for landing; followed by the rest of the planes (the plane I kept looking at that I thought was the leader turned out to be roughly in the middle of the pack). I never heard any announcements about planes on short final. Realizing that all the planes in formation were coming to land I announced on CTAF that I would stay at pattern altitude and turn around to join the upwind for runway xx. As I turned at 1;000 AGL the formation flight went below me. No announcements were made other than mine. I joined the upwind and made such announcement on the CTAF. I kept an eye on the formation flight planes landing on the runway to make sure I could see the last one land. At this point I was shaken up by the earlier close encounter so I started doubting myself; and maybe the other plane that announced itself at 5 miles west was for a different airport. I kept looking to the west just in case but didn't see anything. Turning crosswind I also noticed that all the formation airplanes were landing and taxiing on the active runway to the end; leaving the runway on the very last taxiway exit. I was also looking for the traffic that had announced itself being 5 miles to the west but could not see it. There was also multiple chatter from other nearby airports that use the same frequency. As I was turning to the downwind once more I announced my position again and complained that the formation flight had not made any positional reports. One of the pilots replied saying that they did; and that I didn't hear them. I asked my passenger whether he heard any announcements; and he said he didn't hear any (he is also a private pilot and is the owner of the airplane I was flying). I kept an eye on the runway as I stayed downwind and waited for the last plane of the formation flight to taxi all the way to the end of the active runway and turn on the very last taxiway. I had to extend the downwind a bit to give the last plane some room but at the same time I couldn't go too far since I could bust bravo airspace. The last plane from the formation flight turned away from the active runway after I was turning to final. There was no announcement that the formation flight was clear of the runway. I made my announcements when turning to base and when turning to final. I was able to land without incident. Factors; perceptions; judgments; decisions; actions; inactions: when I was on the downwind for the first time and realized the planes were flying towards the airport I thought they would join the pattern and circle to land rather than coming straight. Mind you; they were at a lower altitude so by definition they had the right of way. I am used to people sharing a lot more information at non-towered airports; especially when there is a lot of traffic around. I certainly could have asked the formation flight what their intentions were and coordinate a flight path that would keep us away from each other safely. While I've dealt with busy non-towered airports many times before this was my first time dealing with a formation flight nearby. I never saw the leader until he was very close to the numbers right as I was abeam the numbers. I truly thought the formation flight was further away than it really was; and the plane I thought was the leader turned out to be further back in the group. I think the formation flight could have also made more frequent positional reports considering there were other planes in the area with intention to land; especially as they were getting closer to the numbers and they could hear me say I was in the downwind as well. That would have given me additional situational awareness and realize that the plane I was looking at was not the leader. They could have also chosen to join the pattern and allow other traffic to land since they would be taking much longer to land than a couple of single aircraft. The planes in the formation flight could have also turned at an earlier taxiway to clear the runway so remaining traffic could land quicker.

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Original NASA ASRS Text

Title: C177 pilot describes a NMAC with a large formation flight flying straight into landing on the active runway without communicating their intentions on the CTAF.

Narrative: I was flying back on an IFR flight plan (VMC conditions). Approach handed me over to the CTAF after I announced I had the airport in sight and would like to cancel IFR. Before handing me over to CTAF I was warned that there were multiple aircraft in the area and that I should be cautious. I switched over to CTAF and I announced myself being 5 miles to the west of the field inbound for landing. Another aircraft on CTAF announced that a group of aircraft was maneuvering 5 miles east of the airport. As I was approaching crosswind for Runway XX I announced my position again; and saw a group of airplanes about 5-6 miles east of the field; engaged in different turning maneuvers. They seemed to be at very low altitude. I turned downwind and I announced my position. There was another aircraft that also announced himself being 5 miles to the west inbound for landing. I don't recall any announcements from the group of aircraft 5 miles to the east. While on the downwind I tried to maintain visual contact with the group of airplanes. I saw how they stopped maneuvering in circles and figure-eights and began flying towards the airport. They were at a lower altitude than me. As I was abeam the numbers I realized the leader of the formation flight was on short final for landing; followed by the rest of the planes (the plane I kept looking at that I thought was the leader turned out to be roughly in the middle of the pack). I never heard any announcements about planes on short final. Realizing that all the planes in formation were coming to land I announced on CTAF that I would stay at pattern altitude and turn around to join the upwind for Runway XX. As I turned at 1;000 AGL the formation flight went below me. No announcements were made other than mine. I joined the upwind and made such announcement on the CTAF. I kept an eye on the formation flight planes landing on the runway to make sure I could see the last one land. At this point I was shaken up by the earlier close encounter so I started doubting myself; and maybe the other plane that announced itself at 5 miles west was for a different airport. I kept looking to the west just in case but didn't see anything. Turning crosswind I also noticed that all the formation airplanes were landing and taxiing on the active runway to the end; leaving the runway on the very last taxiway exit. I was also looking for the traffic that had announced itself being 5 miles to the west but could not see it. There was also multiple chatter from other nearby airports that use the same frequency. As I was turning to the downwind once more I announced my position again and complained that the formation flight had not made any positional reports. One of the pilots replied saying that they did; and that I didn't hear them. I asked my passenger whether he heard any announcements; and he said he didn't hear any (he is also a private pilot and is the owner of the airplane I was flying). I kept an eye on the runway as I stayed downwind and waited for the last plane of the formation flight to taxi all the way to the end of the active runway and turn on the very last taxiway. I had to extend the downwind a bit to give the last plane some room but at the same time I couldn't go too far since I could bust Bravo airspace. The last plane from the formation flight turned away from the active runway after I was turning to final. There was no announcement that the formation flight was clear of the runway. I made my announcements when turning to base and when turning to final. I was able to land without incident. Factors; perceptions; judgments; decisions; actions; inactions: When I was on the downwind for the first time and realized the planes were flying towards the airport I thought they would join the pattern and circle to land rather than coming straight. Mind you; they were at a lower altitude so by definition they had the right of way. I am used to people sharing a lot more information at non-towered airports; especially when there is a lot of traffic around. I certainly could have asked the formation flight what their intentions were and coordinate a flight path that would keep us away from each other safely. While I've dealt with busy non-towered airports many times before this was my first time dealing with a formation flight nearby. I never saw the leader until he was very close to the numbers right as I was abeam the numbers. I truly thought the formation flight was further away than it really was; and the plane I thought was the leader turned out to be further back in the group. I think the formation flight could have also made more frequent positional reports considering there were other planes in the area with intention to land; especially as they were getting closer to the numbers and they could hear me say I was in the downwind as well. That would have given me additional situational awareness and realize that the plane I was looking at was not the leader. They could have also chosen to join the pattern and allow other traffic to land since they would be taking much longer to land than a couple of single aircraft. The planes in the formation flight could have also turned at an earlier taxiway to clear the runway so remaining traffic could land quicker.

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.