Narrative:

While acting as the PIC for small aircraft X and approaching F14, I contacted unicom and requested an airport advisory. The unicom operator advised that winds were southerly at 5-8 KTS. Since these winds favored runway 13, I had my student make a center field crosswind entry to left traffic for 13. While making closed pattern touch and go lndgs during the following 25 mins, my student announced our position on each downwind, base, final and crosswind leg for each circuit in the pattern. During climb out and at an altitude of approximately 400', I saw an aircraft on final approach to runway 31. The aircraft appeared to be 500-800' in front of me and on the same altitude. I took immediate evasive action by turning left in a steep bank. The aircraft passed 100-200' below and 400-500' to my rear, continuing his approach. I do not believe that he ever saw me. I called unicom and requested the tail # of the aircraft landing on 31L. The operator stated that he would get it for me. I continued the pattern to a full stop landing and taxied to the location of the aircraft, small aircraft Y. When confronted with the near miss, the small aircraft Y PIC indignantly stated that he clearly remembered my radio xmissions, but none from small aircraft Y. His attitude was one of 'tough,' or 'too bad.' I advised the small aircraft Y PIC of my intent to file on this near midair collision. It is reasonable to conclude that small aircraft Y did not talk to unicom at the airport of intended landing F14. It is also reasonable to conclude that small aircraft Y flew a straight-in to runway 31. If he had been searching for traffic, it would have been difficult to miss my aircraft since I had both anti-collision and navigation lights on. My practice of spending considerable time outside the cockpit may have prevented what could have been a deadly midair collision.

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Original NASA ASRS Text

Title: CLOSE PROX 2 GA SMA'S IN TRAFFIC PATTERN AT F14.

Narrative: WHILE ACTING AS THE PIC FOR SMA X AND APCHING F14, I CONTACTED UNICOM AND REQUESTED AN ARPT ADVISORY. THE UNICOM OPERATOR ADVISED THAT WINDS WERE SOUTHERLY AT 5-8 KTS. SINCE THESE WINDS FAVORED RWY 13, I HAD MY STUDENT MAKE A CENTER FIELD XWIND ENTRY TO LEFT TFC FOR 13. WHILE MAKING CLOSED PATTERN TOUCH AND GO LNDGS DURING THE FOLLOWING 25 MINS, MY STUDENT ANNOUNCED OUR POS ON EACH DOWNWIND, BASE, FINAL AND XWIND LEG FOR EACH CIRCUIT IN THE PATTERN. DURING CLBOUT AND AT AN ALT OF APPROX 400', I SAW AN ACFT ON FINAL APCH TO RWY 31. THE ACFT APPEARED TO BE 500-800' IN FRONT OF ME AND ON THE SAME ALT. I TOOK IMMEDIATE EVASIVE ACTION BY TURNING LEFT IN A STEEP BANK. THE ACFT PASSED 100-200' BELOW AND 400-500' TO MY REAR, CONTINUING HIS APCH. I DO NOT BELIEVE THAT HE EVER SAW ME. I CALLED UNICOM AND REQUESTED THE TAIL # OF THE ACFT LNDG ON 31L. THE OPERATOR STATED THAT HE WOULD GET IT FOR ME. I CONTINUED THE PATTERN TO A FULL STOP LNDG AND TAXIED TO THE LOCATION OF THE ACFT, SMA Y. WHEN CONFRONTED WITH THE NEAR MISS, THE SMA Y PIC INDIGNANTLY STATED THAT HE CLEARLY REMEMBERED MY RADIO XMISSIONS, BUT NONE FROM SMA Y. HIS ATTITUDE WAS ONE OF 'TOUGH,' OR 'TOO BAD.' I ADVISED THE SMA Y PIC OF MY INTENT TO FILE ON THIS NMAC. IT IS REASONABLE TO CONCLUDE THAT SMA Y DID NOT TALK TO UNICOM AT THE ARPT OF INTENDED LNDG F14. IT IS ALSO REASONABLE TO CONCLUDE THAT SMA Y FLEW A STRAIGHT-IN TO RWY 31. IF HE HAD BEEN SEARCHING FOR TFC, IT WOULD HAVE BEEN DIFFICULT TO MISS MY ACFT SINCE I HAD BOTH ANTI-COLLISION AND NAV LIGHTS ON. MY PRACTICE OF SPENDING CONSIDERABLE TIME OUTSIDE THE COCKPIT MAY HAVE PREVENTED WHAT COULD HAVE BEEN A DEADLY MIDAIR COLLISION.

Data retrieved from NASA's ASRS site as of July 2007 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.