Narrative:

While landing at cgz; I was involved in a near miss. I approached the airport from the north and utilized standard left traffic for runway 5. I announced my position before entering downwind; on downwind; turning base; and turning final. While on downwind I witnessed an aircraft on short final and landing on runway 5. This aircraft had been announcing its position normally. After making my call turning to final an aircraft apparently on a practice ILS approach radioed me that I had cut them off. This aircraft had not made any calls during my time in the pattern. When I informed them of this; they said that they reported when they were maricopa highway inbound. This is not an established reporting point. It means nothing to anyone but people on the practice ILS. They then claimed that I had not made any calls. This was refuted when I landed and went into the terminal as some other pilots who were in the terminal heard the whole exchange on the unicom base station and stated that they heard my calls loud and clear. The other pilot then stated that it is 'customary' to yield to pilots on the ILS. This pilot refused to give me his n-number and proceeded to vacate the area.several issues here that are very common at cgz:1) practice ILS traffic believes they have the right of way over traffic in the pattern. AC 90-66A; 7(e) states otherwise. 91.113 also supports that traffic in the pattern have the right of way; if they are lower.2) ILS traffic makes none standard calls. Seldom do they report distance or aircraft type; leaving traffic in the pattern wondering how far out they are and how fast they are closing.3) radio calls: they either don't make calls when they get close to the airport or they make excessive calls. Standfield VOR (tfd) shares the same frequency as cgz. When the stack is full it is almost impossible for takeoff/landing traffic to be able to make radio calls.4) practice ILS traffic has no concept or recognition of the fact that there is NORDO traffic at cgz. It is not a question of if there will be a mid-air collision at cgz; but when. Cgz is heavily utilized by the area flight schools because of the multiple instrument approaches and the non-towered airport.

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Original NASA ASRS Text

Title: A small aircraft pilot; while in a VFR traffic pattern; made the appropriate radio calls in the pattern. When he turned final; however; another pilot accused him of cutting him off. This second pilot had not made standard pattern calls; refused to give his N-number; and vacated the pattern. Other pilots in the terminal; listening on UNICOM; supported the pilot's account of the exchange.

Narrative: While landing at CGZ; I was involved in a near miss. I approached the airport from the north and utilized standard left traffic for runway 5. I announced my position before entering downwind; on downwind; turning base; and turning final. While on downwind I witnessed an aircraft on short final and landing on runway 5. This aircraft had been announcing its position normally. After making my call turning to final an aircraft apparently on a practice ILS approach radioed me that I had cut them off. This aircraft had NOT made any calls during my time in the pattern. When I informed them of this; they said that they reported when they were Maricopa Highway inbound. This is not an established reporting point. It means nothing to anyone but people on the practice ILS. They then claimed that I had not made any calls. This was refuted when I landed and went into the Terminal as some other pilots who were in the Terminal heard the whole exchange on the UNICOM base station and stated that they heard my calls loud and clear. The other pilot then stated that it is 'customary' to yield to pilots on the ILS. This pilot refused to give me his N-number and proceeded to vacate the area.Several issues here that are very common at CGZ:1) Practice ILS traffic believes they have the right of way over traffic in the pattern. AC 90-66A; 7(e) states otherwise. 91.113 also supports that traffic in the pattern have the right of way; if they are lower.2) ILS traffic makes none standard calls. Seldom do they report distance or aircraft type; leaving traffic in the pattern wondering how far out they are and how fast they are closing.3) Radio calls: they either don't make calls when they get close to the airport or they make excessive calls. Standfield VOR (TFD) shares the same frequency as CGZ. When the stack is full it is almost impossible for takeoff/landing traffic to be able to make radio calls.4) Practice ILS traffic has no concept or recognition of the fact that there is NORDO traffic at CGZ. It is not a question of if there will be a mid-air collision at CGZ; but when. CGZ is heavily utilized by the area flight schools because of the multiple instrument approaches and the non-towered airport.

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.