Narrative:

Upon receiving clearance for a right closed traffic, I departed runway 19. I advised the tower that I was right downwind for runway 19, touch-and-go. The tower told me to extend the downwind leg. (A lear jet was given priority.) as I continued downwind, I was asked by the tower to turn left 360 degrees and advise the tower when re-established on the downwind. I performed the turn at approximately 1100 ft (tpa) and rolled out on an approximately heading of 015 degrees. I then advised the tower that I was re- established on downwind. I was then told to continue downwind until I was north of the long island expressway. When north of the long island expressway, I advised tower of my position. I was told to continue downwind. When I could see the north shore, I advised tower of my position, tower replied in a heated voice that I was supposed to turn base previously. I began the turn to right base and tower requested my heading. I replied with 150 degrees. Many xmissions were made between the controller and me regarding traffic on left base for runway 19 (my 12 O'clock position). My conflicting traffic was visually acquired 60 ft from the aircraft (approximately). I made a climbing left turn to avoid the similar piper cherokee. I was then given instruction to follow traffic to a landing. I followed the traffic for 1 min and the controller issued me many heading assignments while he cleared multiple (aircraft) for landing. My flight ended upon completion of a full stop landing which brought this incident to a conclusion. There was a communication breakdown between the controller and me concerning when to turn right base. I didn't hear any transmission instructing me to turn right base and I did not verify that transmission. When the controller tried to verify my position north of the long island expressway, he seemed very upset that I was not on base at that time. I assumed he wanted me to turn base and I turned base. This is where the communication breakdown precipitated the near collision. In the future, I will clarify and verify and all clrncs, position or actions with the controller any time there is doubt or confusion by me or the controller. Additionally, I'll monitor the frequency so that I can have spatial awareness of other traffic in the area.

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Original NASA ASRS Text

Title: PLT OF AN SMA SEL TRAINING ACFT HAS NMAC WITH ANOTHER ACFT DURING TURN TO FINAL DURING AN EXTENDED DOWNWIND LEG.

Narrative: UPON RECEIVING CLRNC FOR A R CLOSED TFC, I DEPARTED RWY 19. I ADVISED THE TWR THAT I WAS R DOWNWIND FOR RWY 19, TOUCH-AND-GO. THE TWR TOLD ME TO EXTEND THE DOWNWIND LEG. (A LEAR JET WAS GIVEN PRIORITY.) AS I CONTINUED DOWNWIND, I WAS ASKED BY THE TWR TO TURN L 360 DEGS AND ADVISE THE TWR WHEN RE-ESTABLISHED ON THE DOWNWIND. I PERFORMED THE TURN AT APPROX 1100 FT (TPA) AND ROLLED OUT ON AN APPROX HDG OF 015 DEGS. I THEN ADVISED THE TWR THAT I WAS RE- ESTABLISHED ON DOWNWIND. I WAS THEN TOLD TO CONTINUE DOWNWIND UNTIL I WAS N OF THE LONG ISLAND EXPRESSWAY. WHEN N OF THE LONG ISLAND EXPRESSWAY, I ADVISED TWR OF MY POS. I WAS TOLD TO CONTINUE DOWNWIND. WHEN I COULD SEE THE N SHORE, I ADVISED TWR OF MY POS, TWR REPLIED IN A HEATED VOICE THAT I WAS SUPPOSED TO TURN BASE PREVIOUSLY. I BEGAN THE TURN TO R BASE AND TWR REQUESTED MY HDG. I REPLIED WITH 150 DEGS. MANY XMISSIONS WERE MADE BTWN THE CTLR AND ME REGARDING TFC ON L BASE FOR RWY 19 (MY 12 O'CLOCK POS). MY CONFLICTING TFC WAS VISUALLY ACQUIRED 60 FT FROM THE ACFT (APPROX). I MADE A CLBING L TURN TO AVOID THE SIMILAR PIPER CHEROKEE. I WAS THEN GIVEN INSTRUCTION TO FOLLOW TFC TO A LNDG. I FOLLOWED THE TFC FOR 1 MIN AND THE CTLR ISSUED ME MANY HDG ASSIGNMENTS WHILE HE CLRED MULTIPLE (ACFT) FOR LNDG. MY FLT ENDED UPON COMPLETION OF A FULL STOP LNDG WHICH BROUGHT THIS INCIDENT TO A CONCLUSION. THERE WAS A COM BREAKDOWN BTWN THE CTLR AND ME CONCERNING WHEN TO TURN R BASE. I DIDN'T HEAR ANY XMISSION INSTRUCTING ME TO TURN R BASE AND I DID NOT VERIFY THAT XMISSION. WHEN THE CTLR TRIED TO VERIFY MY POS N OF THE LONG ISLAND EXPRESSWAY, HE SEEMED VERY UPSET THAT I WAS NOT ON BASE AT THAT TIME. I ASSUMED HE WANTED ME TO TURN BASE AND I TURNED BASE. THIS IS WHERE THE COM BREAKDOWN PRECIPITATED THE NEAR COLLISION. IN THE FUTURE, I WILL CLARIFY AND VERIFY AND ALL CLRNCS, POS OR ACTIONS WITH THE CTLR ANY TIME THERE IS DOUBT OR CONFUSION BY ME OR THE CTLR. ADDITIONALLY, I'LL MONITOR THE FREQ SO THAT I CAN HAVE SPATIAL AWARENESS OF OTHER TFC IN THE AREA.

Data retrieved from NASA's ASRS site as of July 2007 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.