Narrative:

While on short-short final for runway xx. Aircraft Y turn a tight diving base to final -- over took us; flew over-top of us; and proceeded to landed in front of us. The aircraft Y's left main landing gear cleared our aircraft by only 3 feet! Aircraft Y entered ZZZ's airspace. Making a radio call on (incorrect frequency) not CTAF. He was on our company frequency. 15 miles north. Announcing he was setting up for a left-downwind for runway Y. ZZZ calm wind runway is runway xx as published. Several attempts were made to contact aircraft Y and inform them of their error and the business of the airspace. Aircraft Y never switch to CTAF until it was too late. He proceeded to enter a 4 mile left-downwind for runway Y. (Wrong frequency) was quiet with little active. However the CTAF was not. Aircraft Z and I were currently joining the right-downwind for runway xx. Aircraft Z went wide and we were staying tight-in on the right-downwind for runway xx. We were in contact with each other and had a couple of miles lateral separation; as we normally do. The aircraft Y not seeing either of us in the right-downwind for runway xx; split us going the opposite direction; at traffic pattern altitude for runway Y. Aircraft Z was unaware and not monitoring (wrong frequency). So; I issued aircraft Z a traffic alert. I then issued another traffic alert as both the aircraft Y and aircraft Z; aircraft turned their base respectively for opposite ends of the runway. The aircraft Y finally answered our attempts to have them switch to CTAF; as they were in the base turn to the runway Y. The aircraft Y executed a course reversal and jointed the correct downwind for runway xx. The aircraft Y still unaware of all the traffic inbound for runway xx. Aircraft Y made a short and tight re-entry to the correct downwind for runway xx; then turned a non-standard tight diving base to final approach - overflying us; and cutting off other RNAV traffic in bound traffic. We had three in sequence for runway xx. I was made aware of the overtaking aircraft Y; because I luckily saw a brisk aircraft shadow overtaking us from behind. I performed an evasive maneuver to avoid a mid-air. I reduced airspeed to the slowest KIAS speed possible; as the shadow approached. I matched the descent rate of the mooney; using our above skylight window. We descended as low as I could; estimated 30 feet off the deck. Now using our dangerously slow-slow speed to create separation from the diving plan. Once we were clear of the aircraft Y's tail we executed a climbing right-hand go-around. I was worried about striking our wings against aircraft Y -- we were literally that close!aircraft Y proceeded to land on runway xx; touching down at the [xy] intersection. Aircraft Z was still on his roll out and planning to clear at the [xy+1] intersection. I issued a third traffic alert to aircraft Z. Aircraft Z expedited his exit. Aircraft Z cleared in time. The aircraft Y stopped aggressively. I had a birds-eye view as we were conducting a go-round off-set up wind climb.

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Original NASA ASRS Text

Title: Pilot reported a NMAC with an aircraft on very short final.

Narrative: While on short-short final for RWY XX. Aircraft Y turn a tight diving base to final -- over took us; flew over-top of us; and proceeded to landed in front of us. The Aircraft Y's left main landing gear cleared our aircraft by only 3 FEET! Aircraft Y entered ZZZ's airspace. Making a radio call on (incorrect frequency) NOT CTAF. HE WAS ON OUR COMPANY FREQUENCY. 15 miles North. Announcing he was setting up for a Left-Downwind for RWY Y. ZZZ calm wind RWY is RWY XX as published. Several attempts were made to contact Aircraft Y and inform them of their error and the business of the airspace. Aircraft Y never switch to CTAF until it was too late. He proceeded to enter a 4 mile Left-Downwind for RWY Y. (Wrong frequency) was quiet with little active. However the CTAF was not. Aircraft Z and I were currently joining the Right-Downwind for RWY XX. Aircraft Z went wide and we were staying tight-in on the Right-Downwind for RWY XX. We were in contact with each other and had a couple of miles lateral separation; as we normally do. The Aircraft Y not seeing either of us in the Right-Downwind for RWY XX; split us going the opposite direction; at traffic pattern altitude for RWY Y. Aircraft Z was unaware and not monitoring (wrong frequency). So; I issued Aircraft Z a traffic alert. I then issued another traffic alert as both the Aircraft Y and Aircraft Z; aircraft turned their base respectively for opposite ends of the RWY. The Aircraft Y finally answered our attempts to have them switch to CTAF; as they were in the base turn to the RWY Y. The Aircraft Y executed a course reversal and jointed the correct downwind for RWY XX. The Aircraft Y still unaware of all the traffic inbound for RWY XX. Aircraft Y made a short and tight re-entry to the correct downwind for RWY XX; then turned a non-standard tight diving base to final approach - overflying us; and cutting off other RNAV traffic in bound traffic. We had three in sequence for RWY XX. I was made aware of the overtaking Aircraft Y; because I luckily saw a brisk aircraft shadow overtaking us from behind. I performed an evasive maneuver to avoid a mid-air. I reduced airspeed to the slowest KIAS speed possible; as the shadow approached. I matched the descent rate of the Mooney; using our above skylight window. We descended as low as I could; estimated 30 feet off the deck. now using our dangerously slow-slow speed to create separation from the diving plan. Once we were clear of the Aircraft Y's tail we executed a climbing right-hand go-around. I was worried about striking our wings against Aircraft Y -- we were literally that close!Aircraft Y proceeded to land on RWY XX; touching down at the [XY] intersection. Aircraft Z was still on his roll out and planning to clear at the [XY+1] intersection. I issued a third traffic alert to Aircraft Z. Aircraft Z expedited his exit. Aircraft Z cleared in time. The Aircraft Y stopped aggressively. I had a birds-eye view as we were conducting a go-round off-set up wind climb.

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.