Narrative:

I was on a base to final. I called on CTAF before turning an extended base to final and broadcast position reports several times on final. I am a high wing aircraft. A low wing aircraft was in the pattern and not on the CTAF frequency (per the pilot after being questioned after landing he had selected the wrong radio). He had a student. According to the pilot of the offending aircraft; he executed a simulated engine out. The operator of the aircraft took it straight to the numbers. They flew over me at about 10 feet and landed in front of me about 40 feet away. I did get an ads-B alert 2 seconds before they passed over me. They did not have ads-B out; so that must have come from the ads-B repeater nearby. I executed a go-around and carefully sidestepped to the left just in case they decided to do a touch and go. I called several times asking for the identification of the aircraft that just landed; no response. I contacted approach control and asked for help identifying the aircraft just in case there was contact between our aircraft. They asked me to call them on a land line and I also got the offending pilot to call them back to explain the situation. I switched back to CTAF and confirmed with the FBO I was on CTAF.the problem could have been avoided if the low wing had confirmed he was on CTAF. The FBO is manned 24x7 by the FBO and they promptly give signal reports. The instructor thought it was strange there was no radio traffic on CTAF. If I had flown a 45 into the pattern in might have helped; on the other hand; it could have still put me in conflict because the student aircraft was flying an engine out simulation which is a non-standard pattern. Suggest that rules be created that requires student traffic at uncontrolled airports to confirm CTAF is correct with FBO or another aircraft before conducting flight training at any airport. Also accelerating ads-B compliance for flight training aircraft by the end of 2018 would help. If they had ads-B out; I would have 'seen' them in the pattern even though they were on the wrong frequency.technology could be put in place so 7 clicks of the microphone would return the name of the airport via voice simulation so an aircraft knows they are on the right frequency. For airports with pilot controlled lights the training aircraft should be required to turn on the lights before beginning training activities.

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Original NASA ASRS Text

Title: C182 pilot flying into an uncontrolled airport reported a near miss on short final.

Narrative: I was on a base to final. I called on CTAF before turning an extended base to final and broadcast position reports several times on Final. I am a high wing aircraft. A low wing aircraft was in the pattern and not on the CTAF frequency (per the pilot after being questioned after landing he had selected the wrong radio). He had a student. According to the pilot of the offending aircraft; he executed a simulated engine out. The operator of the aircraft took it straight to the numbers. They flew over me at about 10 feet and landed in front of me about 40 feet away. I did get an ADS-B alert 2 seconds before they passed over me. They did not have ADS-B out; so that must have come from the ADS-B repeater nearby. I executed a go-around and carefully sidestepped to the left just in case they decided to do a touch and go. I called several times asking for the ID of the aircraft that just landed; no response. I contacted Approach Control and asked for help identifying the aircraft just in case there was contact between our aircraft. They asked me to call them on a land line and I also got the offending pilot to call them back to explain the situation. I switched back to CTAF and confirmed with the FBO I was on CTAF.The problem could have been avoided if the low wing had confirmed he was on CTAF. The FBO is manned 24x7 by the FBO and they promptly give signal reports. The instructor thought it was strange there was no radio traffic on CTAF. If I had flown a 45 into the pattern in might have helped; on the other hand; it could have still put me in conflict because the student aircraft was flying an engine out simulation which is a non-standard pattern. Suggest that rules be created that requires student traffic at uncontrolled airports to confirm CTAF is correct with FBO or another aircraft before conducting flight training at any airport. Also accelerating ADS-B compliance for flight training aircraft by the end of 2018 would help. If they had ADS-B out; I would have 'seen' them in the pattern even though they were on the wrong frequency.Technology could be put in place so 7 clicks of the microphone would return the name of the airport via voice simulation so an aircraft knows they are on the right frequency. For airports with pilot controlled lights the training aircraft should be required to turn on the lights before beginning training activities.

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.