Narrative:

Event was power off landings in a heat of three. I was in the number 3 spot for the event. Minimum interval takeoff procedures were in effect in order to reduce spacing. All takeoff procedures went smoothly with 10-15 second intervals. I began the takeoff roll when separation was assured and had both airplanes ahead in sight.I was climbing out in a nose-high attitude when an airplane was observed passing by on the downwind leg at a higher altitude. Since it is often the case with event heats; I assumed that this was the number two airplane in the heat. After scanning in front of me; where no traffic was observed; I began the turn to upwind. What I failed to notice is that the airplane I had spotted was in fact the number one airplane and that number two had extended their upwind in order to climb to a pattern altitude of 800 feet AGL.I overheard radio chatter about number two having to take some sort action; however it was unintelligible and cut off. What I thought I heard was that number two had to break the pattern due to difficulties; when in fact they were taking evasive action. I realized my mistake when number one; the plane I was following; called base leg as per procedure. The rest of the flight proceeded without incident.a contributing factor was taking off into a very bright and hazy sky; where spotting a small plane painted white and grey would be difficult. Another contributing factor is that an event pattern is nonstandard. All patterns are flown at 800 feet AGL and the pattern is tighter than normal. All airplanes in the pattern are tracked with global positioning system units to assure that they stay within the pattern. Flying outside the pattern is grounds for disqualification from the event. With this in mind I erroneously assumed that the number two airplane had reached its crosswind leg limit and I began a turn to crosswind.a third contributing factor is an event rule where only the number one position is to handle all radio calls except for calling base. This mandatory radio silence may have prevented either myself or the number two plane from asking or speaking up when I began my turn. While these factors contributed to this breach of safety; I still take full responsibility for what happened. At no time was I given a phone number from air traffic control nor did any FAA entity take enforcement action against me; however I was advised to fill out this form by fellow pilots and the chief safety judge for the event. The lesson here is to know where everyone is at all times; and if in doubt; ask before doing anything.

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Original NASA ASRS Text

Title: General aviation pilot experienced a traffic conflict while in the VFR pattern.

Narrative: Event was power off landings in a heat of three. I was in the number 3 spot for the event. Minimum interval takeoff procedures were in effect in order to reduce spacing. All takeoff procedures went smoothly with 10-15 second intervals. I began the takeoff roll when separation was assured and had both airplanes ahead in sight.I was climbing out in a nose-high attitude when an airplane was observed passing by on the downwind leg at a higher altitude. Since it is often the case with event heats; I assumed that this was the number two airplane in the heat. After scanning in front of me; where no traffic was observed; I began the turn to upwind. What I failed to notice is that the airplane I had spotted was in fact the number one airplane and that number two had extended their upwind in order to climb to a pattern altitude of 800 feet AGL.I overheard radio chatter about number two having to take some sort action; however it was unintelligible and cut off. What I thought I heard was that number two had to break the pattern due to difficulties; when in fact they were taking evasive action. I realized my mistake when number one; the plane I was following; called base leg as per procedure. The rest of the flight proceeded without incident.A contributing factor was taking off into a very bright and hazy sky; where spotting a small plane painted white and grey would be difficult. Another contributing factor is that an event pattern is nonstandard. All patterns are flown at 800 feet AGL and the pattern is tighter than normal. All airplanes in the pattern are tracked with Global Positioning System units to assure that they stay within the pattern. Flying outside the pattern is grounds for disqualification from the event. With this in mind I erroneously assumed that the number two airplane had reached its crosswind leg limit and I began a turn to crosswind.A third contributing factor is an event rule where only the number one position is to handle all radio calls except for calling base. This mandatory radio silence may have prevented either myself or the number two plane from asking or speaking up when I began my turn. While these factors contributed to this breach of safety; I still take full responsibility for what happened. At no time was I given a phone number from Air Traffic Control nor did any FAA entity take enforcement action against me; however I was advised to fill out this form by fellow pilots and the Chief Safety Judge for the event. The lesson here is to know where everyone is at all times; and if in doubt; ask before doing anything.

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.