Narrative:

On approach into ZZZ; center warned me that there was traffic near the airport that he wasn't talking to. I canceled IFR a little early as it was a clear day and I was familiar with the area; and I had a light transport inbound behind me I didn't want to hold up. I started my calls at 20 miles from the field and called my position and intentions every 2-3 miles on the way in. I was aiming for entry to the left downwind to 13 on a straight-in entry to the pattern at pattern altitude. At about 25 miles from the field; cessna 182 called that he was overflying runway 31 at 2500 feet. This was the only radio call they made; and due to the fact that I've had issue with aircraft Y pilot not making radio calls I made the decision to exercise my pilot in command rights to safely complete the flight and used my personal foreflight subscription on my phone to verify where the traffic was. I was on autopilot; and my phone was already hooked to the onboard adsb for exactly these cases; and I left it on the seat next to me in clear view to create no distractions. At 7 miles from the field I called aircraft Y pilot after I had made another position report and had heard nothing from him. I asked him his intentions and he said he was headed north from the airport at 5 miles and would be circling back around to overfly runway 31 again. As there was potential conflict with the final to 13; I wanted to make sure we were clear on expectations on where my aircraft and his were heading. As I entered the downwind; I looked one last time at the traffic report on my phone and saw that he was headed away from the airport; about 5 miles west; northwest. As I made my turn to base and my call; I received a traffic alert from the airplane that traffic was two miles; same altitude. I looked again at adsb and saw him on a direct heading for the runway and at my altitude. I demanded over radio that he make an immediate turn away from my aircraft as I was about to turn final and he should have been able to de-conflict more easily. He told me that he had me in sight and was going to head for the runway to overfly it. At this point I began to put in landing flaps and increase the descent rate towards the runway. I am very comfortable with the airport environment there and the aircraft performance and made the decision to make a faster; steeper approach to get out of the pathway of the aircraft Y as he was an unknown with heading and altitude other than he was heading for the runway and I couldn't see him. At this point my phone showed him at half a mile from my plane and closing at the same altitude so I was reacting quickly. I again demanded he turn away from my aircraft as he was endangering our lives and he wasn't making radio calls and he didn't respond. I landed safely and taxied off the ramp and the aircraft Y was directly overhead on my rollout. He made no other radio calls and I didn't see him at all until after I landed.I identified [conflict traffic] on base turn when I received the traffic alert.[reporter stated] conflict aircraft was flying unsafely and not making radio calls. I can't control the other pilot; but it is immensely frustrating to fly high-performance turboprop aircraft into uncontrolled fields in 2020 with equipment available that could make the flight safer but not installed in my aircraft. Beside all other obvious benefits of GPS equipment with adsb displays; a generic adsb callout with no way to display the position of traffic is far more distracting than it should be. I should not have to make the decision to break company policy to ensure my safety and a successful flight when other pilots are acting erratically. Had I not had my phone out with the traffic displayed; I might've made different choices with a poorer outcome. I highly recommend that the company reweigh the benefits of waiting to standardize GPS equipment across the fleet.

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Original NASA ASRS Text

Title: Captain reported an NMAC event with a Cessna 182 during landing.

Narrative: On approach into ZZZ; center warned me that there was traffic near the airport that he wasn't talking to. I canceled IFR a little early as it was a clear day and I was familiar with the area; and I had a light transport inbound behind me I didn't want to hold up. I started my calls at 20 miles from the field and called my position and intentions every 2-3 miles on the way in. I was aiming for entry to the left downwind to 13 on a straight-in entry to the pattern at pattern altitude. At about 25 miles from the field; Cessna 182 called that he was overflying runway 31 at 2500 feet. This was the only radio call they made; and due to the fact that I've had issue with Aircraft Y pilot not making radio calls I made the decision to exercise my Pilot in Command rights to safely complete the flight and used my personal ForeFlight subscription on my phone to verify where the traffic was. I was on autopilot; and my phone was already hooked to the onboard ADSB for exactly these cases; and I left it on the seat next to me in clear view to create no distractions. At 7 miles from the field I called Aircraft Y pilot after I had made another position report and had heard nothing from him. I asked him his intentions and he said he was headed north from the airport at 5 miles and would be circling back around to overfly runway 31 again. As there was potential conflict with the final to 13; I wanted to make sure we were clear on expectations on where my aircraft and his were heading. As I entered the downwind; I looked one last time at the traffic report on my phone and saw that he was headed away from the airport; about 5 miles west; northwest. As I made my turn to base and my call; I received a traffic alert from the airplane that traffic was two miles; same altitude. I looked again at ADSB and saw him on a direct heading for the runway and at my altitude. I demanded over radio that he make an immediate turn away from my aircraft as I was about to turn final and he should have been able to de-conflict more easily. He told me that he had me in sight and was going to head for the runway to overfly it. At this point I began to put in landing flaps and increase the descent rate towards the runway. I am very comfortable with the airport environment there and the aircraft performance and made the decision to make a faster; steeper approach to get out of the pathway of the Aircraft Y as he was an unknown with heading and altitude other than he was heading for the runway and I couldn't see him. At this point my phone showed him at half a mile from my plane and closing at the same altitude so I was reacting quickly. I again demanded he turn away from my aircraft as he was endangering our lives and he wasn't making radio calls and he didn't respond. I landed safely and taxied off the ramp and the Aircraft Y was directly overhead on my rollout. He made no other radio calls and I didn't see him at all until after I landed.I identified [conflict traffic] on base turn when I received the traffic alert.[Reporter stated] conflict aircraft was flying unsafely and not making radio calls. I can't control the other pilot; but it is immensely frustrating to fly high-performance turboprop aircraft into uncontrolled fields in 2020 with equipment available that could make the flight safer but not installed in my aircraft. Beside all other obvious benefits of GPS equipment with ADSB displays; a generic ADSB callout with no way to display the position of traffic is far more distracting than it should be. I should not have to make the decision to break company policy to ensure my safety and a successful flight when other pilots are acting erratically. Had I not had my phone out with the traffic displayed; I might've made different choices with a poorer outcome. I highly recommend that the company reweigh the benefits of waiting to standardize GPS equipment across the fleet.

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.