Narrative:

I was flying for instrument currency with a safety pilot. The plan [was] to do one hold after an initial departure from jwy; then to depart to the south for more approaches at other airports. We departed runway 36 at jwy and elected to fly the missed approach upon departure and proceeded to chmpz (the missed approach RNAV 36 holding fix). The entire missed approach would keep us clear of the dallas class B. 30 seconds before reaching the fix; I put on the view limiting device; and called to my safety pilot; 'you're outside the plane;' and he responded with 'I'm outside the plane' upon reaching the holding fix; chmpz; and rolling into the first holding turn; as my aircraft is ads-B in/out equipped; we had a traffic alert traffic; 'less than a mile; 11 o'clock; same altitude.' I immediately took off the foggles; and began scanning. I was able to spot the aircraft; a grey cessna taildragger; facing us head on. I immediately rolled hard right and watched the cessna pass behind me and under my left wing as I turned. I was able to see other aircraft flying almost in a staggered formation in the same direction. The cessna never flinched; turned; or changed altitude. We climbed as far as we could without infringing upon the class B airspace above us; turned south; kept the cessna in sight and departed the area without further incident. The next day on social media; a friend had posted event photos. He'd posted a photo of the flight plan for the pilots to follow as a part of their pre-flight brief I'd assume. Their route practically intersected chmpz. We'd flown right through the path of a train of maybe a dozen aircraft. My hypothesis was confirmed when someone else posted a video on social media of the mass of aircraft taxiing out and I recognized the grey taildragger we almost collided with on the video. I did not recall seeing anything in the notams for jwy. I went back and double checked the NOTAM archives and did not see anything noted for jwy or the airport [the event] was occurring that day. Didn't see anything regarding the volume and route of aircraft. The ads-B alert broke the accident chain and prompted us to get 2 sets of eyes scanning the horizon before taking evasive action. Had I known I was flying into their route of flight; I'd never have contemplated flying the missed approach or anywhere near their flight path. It seems like this volume of traffic occurring all day long at an otherwise relatively slow airport should be something that could warrant the issuance of a NOTAM.only other thing I could have done was to call approach control and let them know what I was up to. I'm not afraid of approach and practically learned how to fly at ads; so class B and radio work is something I'm really pretty good at. I didn't call them up because it was a busy day and I was going to be departing the area almost immediately anyway. The irony is; that in hindsight; my reasoning for not calling up approach was exactly why I should have called approach. Near misses will happen on their own; but when there's this kind of volume coming in and out of an airport; I think if a NOTAM can be issued; it should be issued.

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Original NASA ASRS Text

Title: PA24 pilot reported a NMAC while practicing holds with foggles on and a safety pilot monitoring for traffic. While entering the first turn; the ADS-B announced traffic at 11 O'clock and evasive action was taken.

Narrative: I was flying for instrument currency with a safety pilot. The plan [was] to do one hold after an initial departure from JWY; then to depart to the south for more approaches at other airports. We departed runway 36 at JWY and elected to fly the missed approach upon departure and proceeded to CHMPZ (the missed approach RNAV 36 holding fix). The entire missed approach would keep us clear of the Dallas Class B. 30 seconds before reaching the fix; I put on the view limiting device; and called to my safety pilot; 'you're outside the plane;' and he responded with 'I'm outside the plane' Upon reaching the holding fix; CHMPZ; and rolling into the first holding turn; as my aircraft is ADS-B in/out equipped; we had a traffic alert traffic; 'less than a mile; 11 o'clock; same altitude.' I immediately took off the foggles; and began scanning. I was able to spot the aircraft; a grey Cessna taildragger; facing us head on. I immediately rolled hard right and watched the Cessna pass behind me and under my left wing as I turned. I was able to see other aircraft flying almost in a staggered formation in the same direction. The Cessna never flinched; turned; or changed altitude. We climbed as far as we could without infringing upon the Class B airspace above us; turned south; kept the Cessna in sight and departed the area without further incident. The next day on social media; a friend had posted event photos. He'd posted a photo of the flight plan for the pilots to follow as a part of their pre-flight brief I'd assume. Their route practically intersected CHMPZ. We'd flown right through the path of a train of maybe a dozen aircraft. My hypothesis was confirmed when someone else posted a video on social media of the mass of aircraft taxiing out and I recognized the grey taildragger we almost collided with on the video. I did not recall seeing anything in the NOTAMs for JWY. I went back and double checked the NOTAM archives and did not see anything noted for JWY or the airport [the event] was occurring that day. Didn't see anything regarding the volume and route of aircraft. The ADS-B alert broke the accident chain and prompted us to get 2 sets of eyes scanning the horizon before taking evasive action. Had I known I was flying into their route of flight; I'd never have contemplated flying the missed approach or anywhere near their flight path. It seems like this volume of traffic occurring all day long at an otherwise relatively slow airport should be something that could warrant the issuance of a NOTAM.Only other thing I could have done was to call approach control and let them know what I was up to. I'm not afraid of approach and practically learned how to fly at ADS; so Class B and radio work is something I'm really pretty good at. I didn't call them up because it was a busy day and I was going to be departing the area almost immediately anyway. The irony is; that in hindsight; my reasoning for not calling up approach was exactly why I should have called approach. Near misses will happen on their own; but when there's this kind of volume coming in and out of an airport; I think if a NOTAM can be issued; it should be issued.

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.