Narrative:

Conditions were excellent on the evening of the event with greater than 12;000 feet cloud base and greater than 10 miles visibility. There were quite a few people flying that evening. I took off for a short local area flight at xa+25 and departed the pattern to the east for general handling; remaining on the CTAF frequency throughout the flight. At xa+40 I returned to the pattern from the east and joined the runway xx pattern with left hand traffic by crossing the runway at pattern altitude at the mid-field point and then turning downwind. I had announced my intentions when 10 miles from the field and transmitted my position as crossing the mid-field point and turning downwind for runway xx. I then continued the normal calls on turning base; final. Apart from aircraft Z that departed whilst I was on the base leg portion of the pattern there was no other traffic and no other radio traffic on the CTAF in the vicinity of ZZZ. I had decided to carry out 3 landings so on landing reconfigured the aircraft for take-off; turned cross-wind at 1;000 feet MSL and transmitted my position. Just after making that call aircraft Y made a call stating he was joining the runway xx pattern. This was his first call on the CTAF and did not indicate his position. I transmitted a request on the CTAF for his position and started scanning to my right in the upwind direction and just as I started my turn to the downwind spotted aircraft Y in my 3 o'clock position. I then increased my rate of turn in order to separate myself and transmitted on CTAF that I had visual on aircraft Y and that he was immediately behind me on the downwind leg. As I progressed downwind aircraft Y asked my intentions and I stated that I would be continuing the pattern for another touch and go landing. At this point I saw the aircraft again in my 8 0'clock position approximately 100 below me and now adjacent to the runway xx threshold. He asked me again what my intentions were and stated he was having difficulty hearing my transmission. Given that aircraft Y was positioned below me and about half way between my position and the runway (I was just 0.7 miles from the runway according to the GPS track) it was obvious that the most prudent course of action was to extend my downwind leg and allow him to land ahead; so transmitted my intention to do that and make myself number 2 behind the landing aircraft Y. Aircraft Y made a full stop landing and I continued my flight with another touch and go without further incident. What did I learn from this incident and what could I have done better? First of all it reemphasized the importance of using standard procedures and radio calls at non-towered airports. Had aircraft Y made a 10 mile call I would have been alert to his intention to join the pattern. If he had also made his position clear when joining the pattern it would have given me options to separate from him. I also think that my action to continue on the downwind leg with aircraft Y so close behind me was a mistake. I should have continued my left-hand turn and positioned myself behind him. Another thing that I could have done differently was to have my ipad in use. Given the local flight and short duration I decided to not take it with me as I had paper charts. Had I been using it; I would have had the ads-B traffic information; which would probably have alerted me to the presence of aircraft Y. The lesson here is make use of all the information and facilities available to you and not limit your options.

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Original NASA ASRS Text

Title: Pilot reported a NMAC while attempting to land at uncontrolled airport.

Narrative: Conditions were excellent on the evening of the event with greater than 12;000 feet cloud base and greater than 10 miles visibility. There were quite a few people flying that evening. I took off for a short local area flight at XA+25 and departed the pattern to the East for general handling; remaining on the CTAF frequency throughout the flight. At XA+40 I returned to the pattern from the East and joined the runway XX pattern with left hand traffic by crossing the runway at pattern altitude at the mid-field point and then turning downwind. I had announced my intentions when 10 miles from the field and transmitted my position as crossing the mid-field point and turning downwind for Runway XX. I then continued the normal calls on turning base; final. Apart from Aircraft Z that departed whilst I was on the base leg portion of the pattern there was no other traffic and no other radio traffic on the CTAF in the vicinity of ZZZ. I had decided to carry out 3 landings so on landing reconfigured the aircraft for take-off; turned cross-wind at 1;000 feet MSL and transmitted my position. Just after making that call Aircraft Y made a call stating he was joining the Runway XX pattern. This was his first call on the CTAF and did not indicate his position. I transmitted a request on the CTAF for his position and started scanning to my right in the upwind direction and just as I started my turn to the downwind spotted Aircraft Y in my 3 o'clock position. I then increased my rate of turn in order to separate myself and transmitted on CTAF that I had visual on Aircraft Y and that he was immediately behind me on the downwind leg. As I progressed downwind Aircraft Y asked my intentions and I stated that I would be continuing the pattern for another touch and go landing. At this point I saw the aircraft again in my 8 0'clock position approximately 100 below me and now adjacent to the Runway XX threshold. He asked me again what my intentions were and stated he was having difficulty hearing my transmission. Given that Aircraft Y was positioned below me and about half way between my position and the runway (I was just 0.7 miles from the runway according to the GPS track) it was obvious that the most prudent course of action was to extend my downwind leg and allow him to land ahead; so transmitted my intention to do that and make myself number 2 behind the landing Aircraft Y. Aircraft Y made a full stop landing and I continued my flight with another touch and go without further incident. What did I learn from this incident and what could I have done better? First of all it reemphasized the importance of using standard procedures and radio calls at non-towered airports. Had Aircraft Y made a 10 mile call I would have been alert to his intention to join the pattern. If he had also made his position clear when joining the pattern it would have given me options to separate from him. I also think that my action to continue on the downwind leg with Aircraft Y so close behind me was a mistake. I should have continued my left-hand turn and positioned myself behind him. Another thing that I could have done differently was to have my iPad in use. Given the local flight and short duration I decided to not take it with me as I had paper charts. Had I been using it; I would have had the ADS-B traffic information; which would probably have alerted me to the presence of Aircraft Y. The lesson here is make use of all the information and facilities available to you and not limit your options.

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.