Narrative:

I was the aircraft X pilot and had to take evasive action near cameron; tx (T35) to avoid collision with aircraft Y approaching the same airport. As usual for my cross county flights; I requested and received VFR flight following services from houston approach all the way to my destination and our aircraft was equipped with and using ads-B in traffic services which was presented on a GNS-430 and also on a yoke mounted ipad. About 10 miles from T35 airport; I canceled flight following and monitored CTAF which was the multicom frequency for this airport. There was no indication from approach; nor ads-B nor was CTAF that any other traffic in the airport vicinity. On the multi-com frequency; I could hear a cacophony of transmissions from numerous other airports within approximately 60 mile radius from my location. This was not surprising; since it was a sunny [day] and there was likely an exceptionally high volume of VFR traffic at this time. While still at altitude; I purposely decided to delay announcing my position until overflying the airport from a lower altitude which would limit interference from my transmission on multicom to a shorter distance. Before having made the announcement and about a mile from the field; I caught glimpse of aircraft Y about 1/4 mile off my left wing descending to the same altitude and getting bigger as it was on a collision course. I immediately initiated a right 60 degree bank and a steep descent. I estimate aircraft Y passed about 100 feet to the left and above me however didn't see whether the other pilot maneuvered to avoid me. After completing a 360 turn to locate the other airplane; I heard him make his initial announcement on the multicom frequency overflying the airport on an upwind entry to the runway in use; which is exactly how I had planned my entry too. I located him a couple miles ahead and immediately announced my position and intentions; and the rest of the flight was uneventful. After landing at T35; aircraft Y stayed in the pattern for a couple of touch-n-go's and then left the area. I never talked to the other pilot; nor was I sure he saw me take evasive maneuver. I believe both myself and the other pilot was approaching the airport knowing it was a low-use airport and not really expecting to see other traffic. I also believe the congestion on the multicom frequency that day dissuaded each of us from announcing our position from the usual 5 miles out position; because it felt like 'unnecessary chatter' that was rude to the other pilots on frequency.one recommendation is assign additional frequencies to airport ctafs to keep transmissions even on the busiest days to a manageable level; and avoid the peer pressure on pilots to not make important position reports even when they feel no one else is listening.second recommendation is to further encourage transponder on operations; although this airspace did not require mode C; had both aircraft had one on; it would have made avoiding traffic much easier as long as one of the aircraft has ads-B.finally; continue to emphasize see and avoid in VFR conditions. This is a basic skill set that is still as important as ever; and ultimately what prevented this incident from becoming a possible accident.

Related reports:

Google
 

Original NASA ASRS Text

Title: GA pilot reported an NMAC during descent to landing at T35 airport.

Narrative: I was the Aircraft X pilot and had to take evasive action near Cameron; TX (T35) to avoid collision with Aircraft Y approaching the same airport. As usual for my cross county flights; I requested and received VFR flight following services from Houston approach all the way to my destination and our aircraft was equipped with and using ADS-B in traffic services which was presented on a GNS-430 and also on a yoke mounted iPad. About 10 miles from T35 airport; I canceled flight following and monitored CTAF which was the multicom frequency for this airport. There was no indication from Approach; nor ADS-B nor was CTAF that any other traffic in the airport vicinity. On the multi-com frequency; I could hear a cacophony of transmissions from numerous other airports within approximately 60 mile radius from my location. This was not surprising; since it was a sunny [day] and there was likely an exceptionally high volume of VFR traffic at this time. While still at altitude; I purposely decided to delay announcing my position until overflying the airport from a lower altitude which would limit interference from my transmission on multicom to a shorter distance. Before having made the announcement and about a mile from the field; I caught glimpse of Aircraft Y about 1/4 mile off my left wing descending to the same altitude and getting bigger as it was on a collision course. I immediately initiated a right 60 degree bank and a steep descent. I estimate Aircraft Y passed about 100 feet to the left and above me however didn't see whether the other pilot maneuvered to avoid me. After completing a 360 turn to locate the other airplane; I heard him make his initial announcement on the multicom frequency overflying the airport on an upwind entry to the runway in use; which is exactly how I had planned my entry too. I located him a couple miles ahead and immediately announced my position and intentions; and the rest of the flight was uneventful. After landing at T35; Aircraft Y stayed in the pattern for a couple of touch-n-go's and then left the area. I never talked to the other pilot; nor was I sure he saw me take evasive maneuver. I believe both myself and the other pilot was approaching the airport knowing it was a low-use airport and not really expecting to see other traffic. I also believe the congestion on the multicom frequency that day dissuaded each of us from announcing our position from the usual 5 miles out position; because it felt like 'unnecessary chatter' that was rude to the other pilots on frequency.One recommendation is assign additional frequencies to airport CTAFs to keep transmissions even on the busiest days to a manageable level; and avoid the peer pressure on pilots to not make important position reports even when they feel no one else is listening.Second recommendation is to further encourage transponder on operations; although this airspace did not require mode C; had both aircraft had one on; it would have made avoiding traffic much easier as long as one of the aircraft has ADS-B.Finally; continue to emphasize see and avoid in VFR conditions. This is a basic skill set that is still as important as ever; and ultimately what prevented this incident from becoming a possible accident.

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.