Narrative:

I departed to head towards ZZZ to collect a colleague and return him to his base. As I departed; I requested and received VFR flight following from departure. Once clear to the west of the class bravo; I was handed off to center. As I approached ZZZ; I listened to the ASOS and I simply entered the setting into the baro window on the garmin pfd. Center told me that ZZZ was 12 o'clock and to advise when I saw it. Approximately 12 miles from ZZZ; I saw the airport and advised center as such. They replied: 'radar service terminated; squawk 1200; switch to advisories'. They may or may not have said 'no known or observed traffic in the area of the airport'...I don't remember; however; that would be a common statement. They certainly did not say 'I see one in the pattern at ZZZ'; or similari looked at the comm #1 radio section on the pfd and confirmed it said [frequency]; and since the garmin nxi system also displays the facility name; I confirmed that it said 'ZZZ unicom'; which it did. At 10 miles to the east of ZZZ I called and self-announced 'ZZZ area traffic; cirrus is 10 miles to the east; descending out of 3;500; setting up for left traffic to runway 24; full stop landing 24; ZZZ.' (this is my standard CTAF radio call every time at every non-towered airport). At five miles out I repeated the call; modified with '5 miles to the east'. Between the 5-mile point and the traffic pattern; I made a call to the FBO to let them know I was in-bound to collect a passenger. They replied that he was waiting; which confirmed to me I was transmitting on the correct frequency for ZZZ.as I turned onto the left base to runway 24; I was scanning for traffic and to judge my descent/approach to land. My focus was on the 24 end of the runway. Since runway 6/24 is over 6;800 feet long and the wind favored 24; the 6 end of the runway was not my primary focus. At this point I had not heard any other radio calls from any other aircraft. I was 'heads up' looking out; looking at my touch-down point when; as I turned final; I received an aural traffic alert. 'Traffic; 12 O'clock; same altitude; less than a mile'. The SR22 is equipped with both ads-B in traffic alerting and garmin GTX800 active tcad. I do not know which system triggered as they both issue the same aural alert.I quickly scanned then I immediately looked up and saw the cessna coming straight towards me and appearing to be turning to my left; so I banked to the right; away from the threat; to de-conflict. I could see only the cessna's lower engine cowling; nose wheel and the underside of the wing. I could not see any windshield; which leads me to believe they could not see me. The evasive action I took was swift but not overly aggressive (as it might be with a near miss with a bird) and I did not have to maneuver aggressively to re-establish my final. I immediately called and expressed my concern that the other pilot was operating in a manner that was inconsiderate of other aircraft; was not using a standard pattern considering the winds; nor standard radio practices; and posed a serious danger of a conflict. It also suggests that the pilot(s) were not looking down the runway nor in the pattern; nor were they paying attention to the radio; before they started their downwind take off roll.their response was demeaning; dismissive and accusatory and they tried to blame me for the conflict. I landed; rolled out; taxied to the FBO and collected my colleague. As I taxied back out to depart; I again announced on CTAF 'ZZZ area traffic cirrus is taxiing from the FBO to the departure end of runway 24. This will be a right turn out to the northeast; ZZZ'. As we approached the end of runway 24; the cessna was once again taking off downwind from runway 6. I held short of runway 24 as they flew by. This time; once airborne; another voice; (female; who identified herself as a student pilot); did make a departure radio call. This was also incomplete and non-standard; and hence of limited value. I tried to point out that this incomplete and non-standard call was bad practice and again I was belittled by the male voice in the cessna.I took runway 24 and again announced 'ZZZ traffic cirrus is departing runway 24. This will be a right turn out to the northeast; ZZZ'. Once airborne; my colleague and I discussed what had happened and that he had heard it all both on the FBO radio and later in the cockpit once we'd departed. He was a witness to the entire interaction. Our last call was 'ZZZ area traffic. Cirrus is departing the area to the northeast; last call; ZZZ'. Having re-established radio contact with center; on the same frequency I had been using on the way in I asked for and was given VFR flight following. I told the controller I had had a near mid-air back at ZZZ. He was shocked and wanted to check that it wasn't while under his control. I assured him no; it was in the traffic pattern; and I asked for phone numbers for both center and approach so I could call and file a complaint when I landed. I placed a call to center and reported my issue. The manager I spoke to expressed his concern; took my contact info and told me I'd hear from another manager within the next 24 to 48 hours.I find this 'rules don't apply to us' attitude at some of these non-towered airports to be both annoying and at times such as this; outright dangerous. Of especial concern is that a CFI is giving instruction to a student and not only teaches them to fly this way but also becomes belligerent on the radio when challenged about his actions. It caused me to have to take low-level evasive action. It also brings into question if either occupant of the cessna had been listening to the radio or looking down the runway or in the pattern; before starting their take off roll. I see this very often and it concerns me since; apart from not being what should be taught and practiced; it creates poor situational awareness; confusion and doubt in the minds of the pilots and in the past has led to collisions that ended with fatalities. I am keen to know how we can improve this pervasive poor communication attitude to increase situational awareness and hence safety for all pilots; not just the locals who may or may not know 'how we do it around here'. The incident 'spooked' me and the worse part was the complete lack of awareness; or apology by the CFI on board the other aircraft.

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Original NASA ASRS Text

Title: A pilot flying into a non towered airport reported a NMAC.

Narrative: I departed to head towards ZZZ to collect a colleague and return him to his base. As I departed; I requested and received VFR flight following from Departure. Once clear to the west of the Class Bravo; I was handed off to Center. As I approached ZZZ; I listened to the ASOS and I simply entered the setting into the baro window on the Garmin PFD. Center told me that ZZZ was 12 o'clock and to advise when I saw it. Approximately 12 miles from ZZZ; I saw the airport and advised Center as such. They replied: 'Radar service terminated; squawk 1200; switch to advisories'. They may or may not have said 'No known or observed traffic in the area of the airport'...I don't remember; however; that would be a common statement. They certainly did not say 'I see one in the pattern at ZZZ'; or similarI looked at the Comm #1 radio section on the PFD and confirmed it said [frequency]; and since the Garmin NXi system also displays the facility name; I confirmed that it said 'ZZZ Unicom'; which it did. At 10 miles to the East of ZZZ I called and self-announced 'ZZZ area traffic; Cirrus is 10 miles to the east; descending out of 3;500; setting up for left traffic to Runway 24; full stop landing 24; ZZZ.' (This is my standard CTAF radio call EVERY time at EVERY non-towered airport). At five miles out I repeated the call; modified with '5 miles to the east'. Between the 5-mile point and the traffic pattern; I made a call to the FBO to let them know I was in-bound to collect a passenger. They replied that he was waiting; which confirmed to me I was transmitting on the correct frequency for ZZZ.As I turned onto the left base to Runway 24; I was scanning for traffic and to judge my descent/approach to land. My focus was on the 24 end of the runway. Since runway 6/24 is over 6;800 feet long and the wind favored 24; the 6 end of the runway was not my primary focus. At this point I had not heard any other radio calls from any other aircraft. I was 'heads up' looking out; looking at my touch-down point when; as I turned final; I received an aural traffic alert. 'Traffic; 12 O'clock; same altitude; less than a mile'. The SR22 is equipped with both ADS-B In traffic alerting and Garmin GTX800 active TCAD. I do not know which system triggered as they both issue the same aural alert.I quickly scanned then I immediately looked up and saw the Cessna coming straight towards me and appearing to be turning to my left; so I banked to the right; away from the threat; to de-conflict. I could see only the Cessna's lower engine cowling; nose wheel and the underside of the wing. I could not see any windshield; which leads me to believe they could not see me. The evasive action I took was swift but not overly aggressive (as it might be with a near miss with a bird) and I did not have to maneuver aggressively to re-establish my final. I immediately called and expressed my concern that the other pilot was operating in a manner that was inconsiderate of other aircraft; was not using a standard pattern considering the winds; nor standard radio practices; and posed a serious danger of a conflict. It also suggests that the pilot(s) were not looking down the runway nor in the pattern; nor were they paying attention to the radio; before they started their downwind take off roll.Their response was demeaning; dismissive and accusatory and they tried to blame me for the conflict. I landed; rolled out; taxied to the FBO and collected my colleague. As I taxied back out to depart; I again announced on CTAF 'ZZZ area traffic Cirrus is taxiing from the FBO to the departure end of runway 24. This will be a right turn out to the northeast; ZZZ'. As we approached the end of Runway 24; the Cessna was once again taking off downwind from Runway 6. I held short of Runway 24 as they flew by. This time; once airborne; another voice; (female; who identified herself as a student pilot); did make a departure radio call. This was also incomplete and non-standard; and hence of limited value. I tried to point out that this incomplete and non-standard call was bad practice and again I was belittled by the male voice in the Cessna.I took Runway 24 and again announced 'ZZZ traffic Cirrus is departing Runway 24. This will be a right turn out to the northeast; ZZZ'. Once airborne; my colleague and I discussed what had happened and that he had heard it all both on the FBO radio and later in the cockpit once we'd departed. He was a witness to the entire interaction. Our last call was 'ZZZ area traffic. Cirrus is departing the area to the northeast; last call; ZZZ'. Having re-established radio contact with Center; on the same frequency I had been using on the way in I asked for and was given VFR flight following. I told the Controller I had had a near mid-air back at ZZZ. He was shocked and wanted to check that it wasn't while under his control. I assured him no; it was in the traffic pattern; and I asked for phone numbers for both Center and Approach so I could call and file a complaint when I landed. I placed a call to Center and reported my issue. The manager I spoke to expressed his concern; took my contact info and told me I'd hear from another manager within the next 24 to 48 hours.I find this 'rules don't apply to us' attitude at some of these non-towered airports to be both annoying and at times such as this; outright dangerous. Of especial concern is that a CFI is giving instruction to a student and not only teaches them to fly this way but also becomes belligerent on the radio when challenged about his actions. It caused me to have to take low-level evasive action. It also brings into question if either occupant of the Cessna had been listening to the radio or looking down the runway or in the pattern; before starting their take off roll. I see this very often and it concerns me since; apart from NOT being what should be taught and practiced; it creates poor situational awareness; confusion and doubt in the minds of the pilots and in the past has led to collisions that ended with fatalities. I am keen to know how we can improve this pervasive poor communication attitude to increase situational awareness and hence safety for ALL pilots; not just the locals who may or may not know 'how we do it around here'. The incident 'spooked' me and the worse part was the complete lack of awareness; or apology by the CFI on board the other aircraft.

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.