Narrative:

In regards to the TCAS; I saw the plane on foreflight and my garmin 430W ads-B; which helped; though I did not know where the plane was going to go next. I am an instrument rated private pilot with 220 hours of flight time (45 hours in the past 12 months). I regularly fly up and down the coast as I am a member/director of a club with three airplanes. I was operating a cessna 172-right on a VFR flight to ZZZ with a stop at ZZZ1 for fuel. I departed at xa:42. Most; if not all weather stations were reporting clear skies and unrestricted visibility along the entire route; so there was no need for an IFR flight plan. I was in contact with ATC for VFR flight following during the entirety of my flight. As expected; there were a lot of VFR pilots flying around the area due to the great weather. Shortly before xb:00; I was cautioned by approach of traffic circling up ahead. I knew of a plane event going on at ZZZ all weekend; so this was not totally unexpected. I was notified by the approach controller that she was not in contact with the plane. She later checked to see if the plane was in contact with ZZZ tower at the time; and was notified by the ZZZ tower controller that he was not. I maintained visual contact with the aircraft at all times as it made multiple 360 degree turns and climbed and descended thousands of feet at speeds almost doubling my ground speed. As the controller was not in contact with the aircraft; I took evasive action (45 degree right turn) at xa:57 in an attempt to pass to the left side of (and behind). I then turned back towards the ocean in order to monitor what their next move would be. The aircraft made a quick turn back to the southwest and was headed directly for me from behind my tail. During this time; I was cautioned by the approach controller than the traffic was less than one mile at my five o'clock position and converging and at a speed of 100 knots faster than my ground speed (roughly 110 kts). I made a left 360 degree turn (second instance of evasive action) at this time in order to avoid and did so with very little separation. I believe this is where my path crossed closest. The aircraft unexpectedly headed back towards the ocean at this point; so I turned 30 to 45 degrees left (third instance of evasive action) to be further out towards the ocean. It appeared it headed back to ZZZ at this time and was out pacing me by 100 knots; so I headed back to ZZZ and was handed over to the tower by the approach controller. While on the tower frequency; I heard the aircraft communicating with the tower which evidenced them having a functional two-way radio onboard. I landed without incident a few minutes later. After parking and securing my airplane; I walked over the where the aircraft was parked and asked to speak to the pilot. I explained to him that I was in the area while he was conducting fast 360 degree turns and ascents and descents while the approach controller was not in contact with him. I also advised him that I took evasive action three times due to the unpredictable nature of his flying and inability to communicate with him. He seemed to think my concerns were unreasonable and said that this was the seventh such flight that he conducted on this day. He said 'we picked an area between two airways [to conduct these flights].' looking at the chart; these appear to be an area which is heavily traveled by VFR pilots flying up and down the coast. As previously stated; the sky was clear with no visibility restrictions in the entire region. I explained that I think for the safety of him; his paying passengers; and other pilots flying in the area like myself; he should obtain VFR flight following and advise the controllers of his intentions. He said; 'we never talk to approach.' I explained that while I understand he legally is not required to be talking to anyone in that region; it is in everyone's best interest for him to do so. He shrugged this off and it was clear that his behavior isnot going to change going forward on this tour. I asked him if he ever saw me during the flight; to which his response was 'I have TCAS.' he did not acknowledge whether or not he saw me either via visual contact or via TCAS/ads-B. The plane I was flying was equipped with ads-B in/out and his plane is at least equipped with ads-B out as I saw the plane with its tail number on foreflight and the garmin 430W. I told the pilot that he was looping around me in circles at almost double my speed; with the closest moment coming when he was approaching me from behind; and he said something to the effect of 'if it's from behind why does it matter?' I proceeded to explain that he was traveling over 100 knots faster than me; to which he was silent. I left him with another recommendation to contact approach for flight following to prevent from this happening to any other VFR pilots. To me; the actions of this pilot display a careless and reckless operation of aircraft and disregard for the safety of his passengers; other pilots; other aircraft; and the aviation community as a whole; in violation of 14 crash fire rescue equipment 91.13(a). Despite my multiple instances of evasive action; and with the assistance of a very helpful approach controller; I had multiple close calls attempting to avoid him. At times; it felt as though I was helpless due to the speed of his aircraft and the unpredictability of where it would go next. It was the closest I have come to another plane in my nine years of flying experience. If nothing is done to remedy this situation; I believe that the pilot's behavior will not change and the nature of his flying and lack of communication is so reckless and negligent that the chances of a fatal accident are reasonably possible. From the conversation I had with the pilot; he seemed to be very lackadaisical about the entire event and its implications for the safety and well-being of others and it does not seem that his behaviors are going to change going forward. A simple check in with approach would have resulted in the controller being able to keep myself and the aircraft separated with ease. I am willing to cooperate in any investigation to the best of my ability.

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Original NASA ASRS Text

Title: C172 pilot reported an airborne conflict with an acrobatic aircraft while on a cross country flight.

Narrative: In regards to the TCAS; I saw the plane on ForeFlight and my Garmin 430W ADS-B; which helped; though I did not know where the plane was going to go next. I am an instrument rated private pilot with 220 hours of flight time (45 hours in the past 12 months). I regularly fly up and down the coast as I am a member/director of a club with three airplanes. I was operating a Cessna 172-R on a VFR flight to ZZZ with a stop at ZZZ1 for fuel. I departed at XA:42. Most; if not all weather stations were reporting clear skies and unrestricted visibility along the entire route; so there was no need for an IFR flight plan. I was in contact with ATC for VFR flight following during the entirety of my flight. As expected; there were a lot of VFR pilots flying around the area due to the great weather. Shortly before XB:00; I was cautioned by Approach of traffic circling up ahead. I knew of a plane event going on at ZZZ all weekend; so this was not totally unexpected. I was notified by the Approach controller that she was not in contact with the plane. She later checked to see if the plane was in contact with ZZZ tower at the time; and was notified by the ZZZ tower controller that he was not. I maintained visual contact with the aircraft at all times as it made multiple 360 degree turns and climbed and descended thousands of feet at speeds almost doubling my ground speed. As the controller was not in contact with the aircraft; I took evasive action (45 degree right turn) at XA:57 in an attempt to pass to the left side of (and behind). I then turned back towards the ocean in order to monitor what their next move would be. The aircraft made a quick turn back to the southwest and was headed directly for me from behind my tail. During this time; I was cautioned by the approach controller than the traffic was less than one mile at my five o'clock position and converging and at a speed of 100 knots faster than my ground speed (roughly 110 kts). I made a left 360 degree turn (second instance of evasive action) at this time in order to avoid and did so with very little separation. I believe this is where my path crossed closest. The aircraft unexpectedly headed back towards the ocean at this point; so I turned 30 to 45 degrees left (third instance of evasive action) to be further out towards the ocean. It appeared it headed back to ZZZ at this time and was out pacing me by 100 knots; so I headed back to ZZZ and was handed over to the tower by the approach controller. While on the tower frequency; I heard the aircraft communicating with the tower which evidenced them having a functional two-way radio onboard. I landed without incident a few minutes later. After parking and securing my airplane; I walked over the where the aircraft was parked and asked to speak to the pilot. I explained to him that I was in the area while he was conducting fast 360 degree turns and ascents and descents while the approach controller was not in contact with him. I also advised him that I took evasive action three times due to the unpredictable nature of his flying and inability to communicate with him. He seemed to think my concerns were unreasonable and said that this was the seventh such flight that he conducted on this day. He said 'We picked an area between two airways [to conduct these flights].' Looking at the chart; these appear to be an area which is heavily traveled by VFR pilots flying up and down the coast. As previously stated; the sky was clear with no visibility restrictions in the entire region. I explained that I think for the safety of him; his paying passengers; and other pilots flying in the area like myself; he should obtain VFR flight following and advise the controllers of his intentions. He said; 'we never talk to approach.' I explained that while I understand he legally is not required to be talking to anyone in that region; it is in everyone's best interest for him to do so. He shrugged this off and it was clear that his behavior isnot going to change going forward on this tour. I asked him if he ever saw me during the flight; to which his response was 'I have TCAS.' He did not acknowledge whether or not he saw me either via visual contact or via TCAS/ADS-B. The plane I was flying was equipped with ADS-B In/Out and his plane is at least equipped with ADS-B out as I saw the plane with its tail number on ForeFlight and the Garmin 430W. I told the pilot that he was looping around me in circles at almost double my speed; with the closest moment coming when he was approaching me from behind; and he said something to the effect of 'If it's from behind why does it matter?' I proceeded to explain that he was traveling over 100 knots faster than me; to which he was silent. I left him with another recommendation to contact approach for flight following to prevent from this happening to any other VFR pilots. To me; the actions of this pilot display a careless and reckless operation of aircraft and disregard for the safety of his passengers; other pilots; other aircraft; and the aviation community as a whole; in violation of 14 CFR 91.13(a). Despite my multiple instances of evasive action; and with the assistance of a very helpful approach controller; I had multiple close calls attempting to avoid him. At times; it felt as though I was helpless due to the speed of his aircraft and the unpredictability of where it would go next. It was the closest I have come to another plane in my nine years of flying experience. If nothing is done to remedy this situation; I believe that the pilot's behavior will not change and the nature of his flying and lack of communication is so reckless and negligent that the chances of a fatal accident are reasonably possible. From the conversation I had with the pilot; he seemed to be very lackadaisical about the entire event and its implications for the safety and well-being of others and it does not seem that his behaviors are going to change going forward. A simple check in with Approach would have resulted in the controller being able to keep myself and the aircraft separated with ease. I am willing to cooperate in any investigation to the best of my ability.

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.