Narrative:

We flew to pcw for a fun flight for lunch and to practice an approach VFR into the airport; the RNAV 9 approach. I announced to CTAF my distance (10 miles) and direction (west) of the airport; and that I was on the RNAV 9 approach for a straight-in landing. It was a nice day and there was a lot of traffic at the airport. Shortly after; we heard another plane give a similar announcement; although the transmission was extremely weak. We began looking for that plane.my passenger saw the plane on his ipad using garmin pilot first and then on our plane's ads-B. It showed the plane's location and approximate altitude. Garmin pilot indicated the plane was at our 1 o'clock and approximately 8 miles ahead of our plane; but we did not see it. At that point; I was on the approach between the initial and final approach fixes at about 2;200 feet MSL and getting ready to descend further. We still did not see the plane. Garmin pilot indicated then that it was at 3 o'clock at approximately one mile from our plane; and approximately 100 feet above our altitude. Shortly thereafter; both ads-bs showed the other plane did a 180 degree right turn from about our 6 o'clock (behind us - we still did not see the plane) still 100 feet above but descending. Shortly after that; the ads-B in our plane began to alert us of this traffic; and the garmin pilot was now alerting us also. At that time the garmin pilot showed our location and the other plane's location to be on top of each other and indicating same altitude. Visually; we could not see the aircraft left or right of our tail.at that point; my passenger was insistent that I divert to the right because both ads-bs were now giving traffic alerts that indicated the plane was at the same altitude and over/under us (we could not tell) and going at a faster airspeed than we were (we were at about 90 knots; his airspeed was about 115 knots on landing). He feared we were going to collide with the plane if I did not divert to the right. I did divert to the right to follow the upwind leg of the pattern and made a call on CTAF. At that point I looked to my left and saw the plane at about 300 feet below us at our 9 o'clock low and starting a touch-and-go on runway 9. While we were still on the upwind leg with the plane now in sight; he then did a climbing right turn passing in front of us; approximately 400-500 feet above us and headed for his next destination. The only other radio transmission we heard from this plane was that he was exiting the area and again; it was extremely weak.had it not been for the ads-B on our plane and my passenger's ipad on garmin pilot; we may have had a mid-air collision. Talking with other pilots at the restaurant who followed us in stated that our transmissions were loud and clear. We heard their transmissions loud and clear as well.

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Original NASA ASRS Text

Title: General aviation pilot reported a NMAC with another aircraft in the vicinity of PCW airport.

Narrative: We flew to PCW for a fun flight for lunch and to practice an approach VFR into the airport; the RNAV 9 approach. I announced to CTAF my distance (10 miles) and direction (west) of the airport; and that I was on the RNAV 9 approach for a straight-in landing. It was a nice day and there was a lot of traffic at the airport. Shortly after; we heard another plane give a similar announcement; although the transmission was extremely weak. We began looking for that plane.My passenger saw the plane on his iPad using Garmin Pilot first and then on our plane's ADS-B. It showed the plane's location and approximate altitude. Garmin Pilot indicated the plane was at our 1 o'clock and approximately 8 miles ahead of our plane; but we did not see it. At that point; I was on the approach between the initial and final approach fixes at about 2;200 feet MSL and getting ready to descend further. We still did not see the plane. Garmin Pilot indicated then that it was at 3 o'clock at approximately one mile from our plane; and approximately 100 feet above our altitude. Shortly thereafter; both ADS-Bs showed the other plane did a 180 degree right turn from about our 6 o'clock (behind us - we still did not see the plane) still 100 feet above but descending. Shortly after that; the ADS-B in our plane began to alert us of this traffic; and the Garmin Pilot was now alerting us also. At that time the Garmin Pilot showed our location and the other plane's location to be on top of each other and indicating same altitude. Visually; we could not see the aircraft left or right of our tail.At that point; my passenger was insistent that I divert to the right because both ADS-Bs were now giving traffic alerts that indicated the plane was at the same altitude and over/under us (we could not tell) and going at a faster airspeed than we were (we were at about 90 knots; his airspeed was about 115 knots on landing). He feared we were going to collide with the plane if I did not divert to the right. I did divert to the right to follow the upwind leg of the pattern and made a call on CTAF. At that point I looked to my left and saw the plane at about 300 feet below us at our 9 o'clock low and starting a touch-and-go on Runway 9. While we were still on the upwind leg with the plane now in sight; he then did a climbing right turn passing in front of us; approximately 400-500 feet above us and headed for his next destination. The only other radio transmission we heard from this plane was that he was exiting the area and again; it was extremely weak.Had it not been for the ADS-B on our plane and my passenger's iPad on Garmin Pilot; we may have had a mid-air collision. Talking with other pilots at the restaurant who followed us in stated that our transmissions were loud and clear. We heard their transmissions loud and clear as well.

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.