Narrative:

I was completing a portion of an instructional flight on a simulated cross country with a commercial applicant student before departing the area for maneuvers. We elected to join right traffic for runway 25 at sky manor (N40) as we were approaching from the north; as it logically seemed to be the best entry to land the same direction as the area traffic; a single rv. We made CTAF callouts (to my recollection) for 5 miles; 2 miles; downwind; base; final; and clearing runway 25. There was an rv in the pattern doing left traffic. He was adamant about us doing left traffic for 25. I told the pilot over CTAF that there were no restrictions (meaning in the chart supplement) for me to not do right hand traffic. (Which was my mistake. Refer to further in this section for explanation) the sequence of events leading up to what the other pilot reported as a 'close call' is as follows. We entered right downwind; the rv entered left downwind after completing a touch and go in the pattern. (As is my understanding; we were lower; and further along in the pattern; therefore had the right of way; even if it was the incorrect pattern.) we sequenced into right base for 25 before the rv; who was catching up to us in the pattern due to the higher performance. Sometime after we turn base; the rv turned base. I called our position on final for 25. The rv called final for 25. My student landed. During our rollout; the rv pilot elected to continue the final approach up to and including executing a low altitude go around approximately 30 ft (estimated) above our aircraft as we were about halfway down the runway on the landing roll. - How the problem arosemy misunderstanding of traffic pattern operations; and the rv pilot's decision to continue an approach to landing while I was further along in the approach and in the landing phase/ground roll.- contributing factors my lack of understanding of proper airport traffic operations. Also; the rv pilot's decision to execute a late go around. - How it was discoveredthe rv pilot reported the incident to someone; probably the FAA; and my chief flight instructor contacted me; probably after talking to the FAA.- corrective actionsi had the discussion with my chief flight instructor about what occurred; and proper traffic pattern operations. I rectified the issue as well by contacting my student to inform them about the improper pattern entry we made; and instructed them on proper entry to the traffic pattern; and why our actions were incorrect. - Perceptions; judgements; decisionsi have been involved in flying for [many] years. I don't know exactly where I was incorrectly taught that the pattern traffic direction is my discretion; or if I was applying my previous flying experience in instrument training to VFR flying; or towered airport operations; or what. This situation isn't something that usually happens; and as such; I never was challenged with this problem in years of flight training. But with that being said; I virtually always do left traffic; especially at a pilot controlled field. This particular day; in my mind; and my student's mind; entering right traffic from the north was the correct thing to do; just as if we were coming in to land at a towered field; as it's more efficient. The question may be then; why not join the direction of traffic that's there? Again; my training in the past had me to believe that as long as there was no obvious conflict (and there wasn't; at least until the rv caught up to us); doing different direction traffic (i.e. Right vs left traffic) is okay. After all; it is pilot controlled; and if people can land with a tailwind; not make proper radio calls if any; etc; why not land turning a different way? We do it at towered airports and during circling approaches...- factors affecting the quality of human performance fatigue - this was my last flight of the day; I was not performing as well as I could if it was say; a morning flight. Also; for what it's worth; when it happens; (almost never; only a handful of times in my entire career) pilots that complain to me and talk to me in a disrespectful tone over the comms just rubs me the wrong way. It doesn't make me want to listen when someone talks to down to me; especially in an inappropriate time; place; and format (CTAF; when I'm in the landing phase). - Actions or inactionsmy actions: electing to perform the incorrect righthand traffic for a lefthand traffic runway; but making proper position reports on CTAF. Rv actions: making proper position reports; hearing mine (as evident by his insisting of me doing left traffic...) and electing to continue an approach to landing when knowing I had the right of way; and knew our position.

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Original NASA ASRS Text

Title: Flight Instructor reported another light aircraft overflew him by approximately 30 feet during his landing roll at N40 airport.

Narrative: I was completing a portion of an instructional flight on a simulated cross country with a commercial applicant student before departing the area for maneuvers. We elected to join right traffic for runway 25 at Sky Manor (N40) as we were approaching from the north; as it logically seemed to be the best entry to land the same direction as the area traffic; a single RV. We made CTAF callouts (to my recollection) for 5 miles; 2 miles; downwind; base; final; and clearing runway 25. There was an RV in the pattern doing left traffic. He was adamant about us doing left traffic for 25. I told the pilot over CTAF that there were no restrictions (meaning in the chart supplement) for me to not do right hand traffic. (Which was my mistake. Refer to further in this section for explanation) The sequence of events leading up to what the other pilot reported as a 'close call' is as follows. We entered right downwind; the RV entered left downwind after completing a touch and go in the pattern. (As is my understanding; we were lower; and further along in the pattern; therefore had the right of way; even if it was the incorrect pattern.) We sequenced into right base for 25 before the RV; who was catching up to us in the pattern due to the higher performance. Sometime after we turn base; the RV turned base. I called our position on final for 25. The RV called final for 25. My student landed. During our rollout; the RV pilot elected to continue the final approach up to and including executing a low altitude go around approximately 30 ft (estimated) above our aircraft as we were about halfway down the runway on the landing roll. - How the problem aroseMy misunderstanding of traffic pattern operations; and the RV pilot's decision to continue an approach to landing while I was further along in the approach and in the landing phase/ground roll.- Contributing factors My lack of understanding of proper airport traffic operations. Also; the RV pilot's decision to execute a late go around. - How it was discoveredThe RV pilot reported the incident to someone; probably the FAA; and my chief flight instructor contacted me; probably after talking to the FAA.- Corrective actionsI had the discussion with my Chief Flight Instructor about what occurred; and proper traffic pattern operations. I rectified the issue as well by contacting my student to inform them about the improper pattern entry we made; and instructed them on proper entry to the traffic pattern; and why our actions were incorrect. - Perceptions; judgements; decisionsI have been involved in flying for [many] years. I don't know exactly where I was incorrectly taught that the pattern traffic direction is my discretion; or if I was applying my previous flying experience in Instrument training to VFR flying; or towered airport operations; or what. This situation isn't something that usually happens; and as such; I never was challenged with this problem in years of flight training. But with that being said; I virtually always do left traffic; especially at a pilot controlled field. This particular day; in my mind; and my student's mind; entering right traffic from the North was the correct thing to do; just as if we were coming in to land at a towered field; as it's more efficient. The question may be then; why not join the direction of traffic that's there? Again; my training in the past had me to believe that as long as there was no obvious conflict (and there wasn't; at least until the RV caught up to us); doing different direction traffic (i.e. right vs left traffic) is okay. After all; it is PILOT controlled; and if people can land with a tailwind; not make proper radio calls if any; etc; why not land turning a different way? We do it at towered airports and during circling approaches...- Factors affecting the quality of human performance Fatigue - this was my last flight of the day; I was not performing as well as I could if it was say; a morning flight. Also; for what it's worth; when it happens; (almost never; only a handful of times in my entire career) pilots that complain to me and talk to me in a disrespectful tone over the comms just rubs me the wrong way. It doesn't make me want to listen when someone talks to down to me; especially in an inappropriate time; place; and format (CTAF; when I'm in the landing phase). - Actions or inactionsMy actions: electing to perform the incorrect righthand traffic for a lefthand traffic runway; but making proper position reports on CTAF. RV actions: making proper position reports; hearing mine (as evident by his insisting of me doing left traffic...) and electing to continue an approach to landing when knowing I had the right of way; and knew our position.

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.