Narrative:

I was acting as flight instructor and PIC during a training flight in the local area of camarillo airport (cma). My student and I had completed our training flight and were returning to land. We received clearance to enter the class D airspace approximately 5 nm southwest (having been previously cleared to transition through oxr class D by point mugu approach control). As instructed by cma tower; we entered left downwind for runway 26 and were given landing clearance behind the number 3 aircraft that was in the right downwind position. We proceeded to make our turn to base and then final normally. During this time; my student was at the controls under my supervision. While on final approach; within half a mile of the runway and descending below 500 feet AGL; tower control instructed me- 'turn right and enter right downwind.' I immediately took controls and confirmed- 'breaking off to the right; entering right downwind.' I initiated a climbing right turn. At the same time; tower then gave a landing clearance to a cirrus. As I climbed and turned through 90 degrees; I saw the silver cirrus fill my windscreen just as that pilot said 'this is going to be close...' I made an evasive steep turn continuing to the right and was able to turn behind the cirrus. Once established on the right downwind; at traffic pattern altitude; I reported 'established on right downwind.' tower replied; 'good work. Cleared to land; number 2 behind aircraft to your right on the left downwind.' I advised traffic in sight and turned base behind the number 1 aircraft. While on final; I heard on tower frequency a jet announce his approach on an extended final. The jet was cleared to land 'number 3 behind a cessna on 3 mile final.' I began to increase my forward speed to 95 knots anticipating the jet closing behind me. While I was less than 2 miles from the runway; the number 1 aircraft was instructed to make a 'low approach only' while the jet pilot advised tower he had a cessna in front of him in sight. I told my student I was speeding up because we had a jet behind us. He looked over his shoulder and said 'oh yeah! I can see him!' at that moment; approximately 1/2 mile from the runway and having descended below 400 feet on short final; a new tower controller's voice said 'XXX; turn left immediately!' I immediately broke left into a climbing turn 90 degrees from the previous final approach heading. It was clear the jet behind us was extremely close. Reaching traffic pattern altitude; I asked tower if they'd like us to join the left downwind. Tower gave the affirmative and we were then cleared to land number 2 behind a cessna on a 4 mile final. From this point; we landed without incident. While taxiing off the runway; tower again said; 'good work.'I complied with all ATC instructions during the operations described above. It is my belief that tower instructions resulted in two instances of my aircraft getting within dangerous proximity to other aircraft at times when I was on final approach and not in position to have prior visual contact with the other aircraft described.

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Original NASA ASRS Text

Title: C172 instructor pilot reported two separate near-midair collision situations during successive visual approaches for landing to CMA airport.

Narrative: I was acting as Flight Instructor and PIC during a training flight in the local area of Camarillo Airport (CMA). My student and I had completed our training flight and were returning to land. We received clearance to enter the Class D airspace approximately 5 nm SW (having been previously cleared to transition through OXR Class D by Point Mugu Approach Control). As instructed by CMA Tower; we entered left downwind for Runway 26 and were given landing clearance behind the Number 3 aircraft that was in the right downwind position. We proceeded to make our turn to base and then final normally. During this time; my student was at the controls under my supervision. While on final approach; within half a mile of the runway and descending below 500 feet AGL; Tower Control instructed me- 'Turn Right and enter Right Downwind.' I immediately took controls and confirmed- 'Breaking off to the Right; Entering Right Downwind.' I initiated a climbing right turn. At the same time; Tower then gave a landing clearance to a Cirrus. As I climbed and turned through 90 degrees; I saw the silver Cirrus fill my windscreen just as that pilot said 'This is going to be close...' I made an evasive steep turn continuing to the right and was able to turn behind the Cirrus. Once established on the right downwind; at traffic pattern altitude; I reported 'Established on right downwind.' Tower replied; 'Good work. Cleared to land; Number 2 behind aircraft to your right on the left downwind.' I advised traffic in sight and turned base behind the number 1 aircraft. While on final; I heard on Tower frequency a jet announce his approach on an extended final. The jet was cleared to land 'number 3 behind a Cessna on 3 mile final.' I began to increase my forward speed to 95 knots anticipating the jet closing behind me. While I was less than 2 miles from the runway; the number 1 aircraft was instructed to make a 'low approach only' while the jet pilot advised tower he had a Cessna in front of him in sight. I told my student I was speeding up because we had a jet behind us. He looked over his shoulder and said 'Oh yeah! I can see him!' At that moment; approximately 1/2 mile from the runway and having descended below 400 feet on short final; a new Tower controller's voice said 'XXX; TURN LEFT IMMEDIATELY!' I immediately broke left into a climbing turn 90 degrees from the previous final approach heading. It was clear the jet behind us was extremely close. Reaching traffic pattern altitude; I asked tower if they'd like us to join the left downwind. Tower gave the affirmative and we were then cleared to land number 2 behind a Cessna on a 4 mile final. From this point; we landed without incident. While taxiing off the runway; Tower again said; 'Good work.'I complied with all ATC instructions during the operations described above. It is my belief that Tower instructions resulted in two instances of my aircraft getting within dangerous proximity to other aircraft at times when I was on final approach and not in position to have prior visual contact with the other aircraft described.

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.