Narrative:

I was operating the banner tow aircraft within the northwest corner of the airport at 400 feet. This is what we call the banner box and we stay in this area to maintain separation from the airport traffic pattern which is at 800 feet. The airport was in east operations; winds from the east; below 10 knots.it was my 2nd flight in [this type of aircraft]; the first flight was done 2 weeks prior to this report. I was not completely comfortable with flying the aircraft yet.after flying within the banner box for approximately 30 min (no banners were used during this practice flight); I requested to join the traffic pattern to practice stop-and-go's. The tower cleared me to join the downwind leg for runway xxl. At that moment I was abeam the numbers of xxl; flying parallel to runway xxl on the north side. I begin my climb to 800 MSL and turn into the downwind leg which should have involved two 90 degree turns to the left. Instead; due to a lack of situational awareness; I make a 90 degree turn left; then a 90 degree turn to the right; as to join the downwind for runway xyr; which was not in use. I think that it should be noted that during my first flight in the aircraft; runway xyr was in use and I had been chair flying the night before picturing the airport in west operations.now on the downwind for xyr; I see an aircraft at 12 o'clock beginning his downwind turn from crosswind (to face me head on); 400 feet below me. Immediately I begin a steep turn 180 degrees to the right; realizing that I had been flying the pattern in the reverse direction. At this point tower contacted me and asked if I understood what the downwind leg was. The aircraft that was mentioned turning downwind is now at my 2 o'clock; same altitude.tower clears me for a stop-and-go on runway xxl; and I comply. This is a mistake; as I should have requested to terminate my flight at this point. I continue to make 2 laps of the traffic pattern. On the 3rd lap of the traffic pattern; I am on downwind; tower clears me to make a stop-and-go; number 4 for xxl; following a piper cherokee. I see traffic on short final and I see a PA-28 abeam me on final. I do not spot any other traffic behind this PA-28. Despite not finding the 3rd aircraft; I decide to make the terrible decision and conclude that he is the cherokee mentioned by tower; and I begin my base turn to fly behind this PA-28. On the base leg; I again check for traffic on final and do not spot anybody in trail of this PA-28.I am on final when an aircraft reports that I have cut in front of them. Tower tells me that the PA-28 I am following is a piper arrow; and that I did not follow his instructions and promptly vectors me northbound. I do not know how close the cherokee behind me got. No evasive maneuvers had to be taken by any of the planes.at this point I am told to make a full stop landing by tower and I comply. ATC never gave me a number to contact; although I definitely feel like I should have been given one.after securing the aircraft; my instructor (who was monitoring on the ground) and I decide to call the tower and apologize. We then went over my lack situational awareness which was the major factor that fueled the events that occurred during the flight.

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Original NASA ASRS Text

Title: GA pilot reported turning opposite direction in the pattern and then cutting off another aircraft.

Narrative: I was operating the banner tow aircraft within the northwest corner of the airport at 400 feet. This is what we call the banner box and we stay in this area to maintain separation from the airport traffic pattern which is at 800 feet. The airport was in east operations; winds from the east; below 10 knots.It was my 2nd flight in [this type of aircraft]; the first flight was done 2 weeks prior to this report. I was not completely comfortable with flying the aircraft yet.After flying within the banner box for approximately 30 min (no banners were used during this practice flight); I requested to join the traffic pattern to practice stop-and-go's. The tower cleared me to join the downwind leg for runway XXL. At that moment I was abeam the numbers of XXL; flying parallel to runway XXL on the north side. I begin my climb to 800 MSL and turn into the downwind leg which should have involved two 90 degree turns to the left. Instead; due to a lack of situational awareness; I make a 90 degree turn left; then a 90 degree turn to the right; as to join the downwind for runway XYR; which was not in use. I think that it should be noted that during my first flight in the aircraft; runway XYR was in use and I had been chair flying the night before picturing the airport in west operations.Now on the downwind for XYR; I see an aircraft at 12 o'clock beginning his downwind turn from crosswind (to face me head on); 400 feet below me. Immediately I begin a steep turn 180 degrees to the right; realizing that I had been flying the pattern in the reverse direction. At this point tower contacted me and asked if I understood what the downwind leg was. The aircraft that was mentioned turning downwind is now at my 2 o'clock; same altitude.Tower clears me for a stop-and-go on runway XXL; and I comply. This is a mistake; as I should have requested to terminate my flight at this point. I continue to make 2 laps of the traffic pattern. On the 3rd lap of the traffic pattern; I am on downwind; tower clears me to make a stop-and-go; number 4 for XXL; following a Piper Cherokee. I see traffic on short final and I see a PA-28 abeam me on final. I do not spot any other traffic behind this PA-28. Despite not finding the 3rd aircraft; I decide to make the terrible decision and conclude that he is the Cherokee mentioned by tower; and I begin my base turn to fly behind this PA-28. On the base leg; I again check for traffic on final and do not spot anybody in trail of this PA-28.I am on final when an aircraft reports that I have cut in front of them. Tower tells me that the PA-28 I am following is a Piper Arrow; and that I did not follow his instructions and promptly vectors me northbound. I do not know how close the Cherokee behind me got. No evasive maneuvers had to be taken by any of the planes.At this point I am told to make a full stop landing by tower and I comply. ATC never gave me a number to contact; although I definitely feel like I should have been given one.After securing the aircraft; my instructor (who was monitoring on the ground) and I decide to call the tower and apologize. We then went over my lack situational awareness which was the major factor that fueled the events that occurred during the flight.

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.