Narrative:

I was flying inbound to lake hood strip on a very busy afternoon. I heard an aircraft report potter's marsh. I was behind him and followed him to the mandatory reporting point (tudor road overpass). I was beyond potter's marsh and I heard another aircraft report his location. He was behind me, and I thought to report my location at the time to let him know where I was, but the frequency was so congested I didn't have the opportunity. I reported my position as being just south of the overpass when I got there. ATC was giving advisories about an eastbound cub, which I reported I had in sight. ATC advised me I was #2 to land and I began my descent. Shortly after my call, I heard another aircraft call the tudor road overpass reporting point, at this time there was some confusion with traffic from the north, he had a similar n-number to mine, but I didn't pay much attention to their numbers, only the location and the congestion of the frequency. While I was landing I noticed 4 float planes on the lake lining up for takeoff, and two at the strip, waiting to go. I had an uneventful landing. I heard the plane that had been just behind me land shortly after me. After I had finished securing my airplane at the tie-down, a man drove up to me and asked me if I had seen his plane in the air. I said no. He had been #3 to land at the strip just behind me, and he informed me that we had flown close enough for him to see my rivets. I had never seen him, but when he saw me, he took immediate evasive action. After talking, we realized that he had been lower than me, and overtaking me by about 20 KTS. As I was descending, I couldn't see under or behind me. This situation could have been avoided possibly by several actions, including, if I had called the earlier reporting point, if the frequency wouldn't have been so congested, mandatory descent procedures established, (which will still conflict with departing traffic) and if I had been in contact with approach control. Normally I am using approach, but this airplane has no transponder. I have an appointment to have a transponder with mode C encoder installed this week. I am also going to comment to the anc airspace manager about these problems and offer some suggestions to improve the safety of the new seward segment. Possible improvements: 1) use separate frequencys for north and south traffic, will result in less congestion. 2) use different reporting points for south departures and arrs -- it seems to work for the north (boat hub to ball field for arrs). 3) pilot education -- all pilots should be aware of the required altitudes and recommended routes. I know they are not, efforts should be made to make changes known to pilots.

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Original NASA ASRS Text

Title: C180 TAKES EVASIVE ACTION WHEN OVERTAKING A C170 ON APCH TO LAKE HOOD.

Narrative: I WAS FLYING INBOUND TO LAKE HOOD STRIP ON A VERY BUSY AFTERNOON. I HEARD AN ACFT RPT POTTER'S MARSH. I WAS BEHIND HIM AND FOLLOWED HIM TO THE MANDATORY RPTING POINT (TUDOR ROAD OVERPASS). I WAS BEYOND POTTER'S MARSH AND I HEARD ANOTHER ACFT RPT HIS LOCATION. HE WAS BEHIND ME, AND I THOUGHT TO RPT MY LOCATION AT THE TIME TO LET HIM KNOW WHERE I WAS, BUT THE FREQ WAS SO CONGESTED I DIDN'T HAVE THE OPPORTUNITY. I RPTED MY POS AS BEING JUST S OF THE OVERPASS WHEN I GOT THERE. ATC WAS GIVING ADVISORIES ABOUT AN EBOUND CUB, WHICH I RPTED I HAD IN SIGHT. ATC ADVISED ME I WAS #2 TO LAND AND I BEGAN MY DSCNT. SHORTLY AFTER MY CALL, I HEARD ANOTHER ACFT CALL THE TUDOR ROAD OVERPASS RPTING POINT, AT THIS TIME THERE WAS SOME CONFUSION WITH TFC FROM THE N, HE HAD A SIMILAR N-NUMBER TO MINE, BUT I DIDN'T PAY MUCH ATTN TO THEIR NUMBERS, ONLY THE LOCATION AND THE CONGESTION OF THE FREQ. WHILE I WAS LNDG I NOTICED 4 FLOAT PLANES ON THE LAKE LINING UP FOR TKOF, AND TWO AT THE STRIP, WAITING TO GO. I HAD AN UNEVENTFUL LNDG. I HEARD THE PLANE THAT HAD BEEN JUST BEHIND ME LAND SHORTLY AFTER ME. AFTER I HAD FINISHED SECURING MY AIRPLANE AT THE TIE-DOWN, A MAN DROVE UP TO ME AND ASKED ME IF I HAD SEEN HIS PLANE IN THE AIR. I SAID NO. HE HAD BEEN #3 TO LAND AT THE STRIP JUST BEHIND ME, AND HE INFORMED ME THAT WE HAD FLOWN CLOSE ENOUGH FOR HIM TO SEE MY RIVETS. I HAD NEVER SEEN HIM, BUT WHEN HE SAW ME, HE TOOK IMMEDIATE EVASIVE ACTION. AFTER TALKING, WE REALIZED THAT HE HAD BEEN LOWER THAN ME, AND OVERTAKING ME BY ABOUT 20 KTS. AS I WAS DSNDING, I COULDN'T SEE UNDER OR BEHIND ME. THIS SIT COULD HAVE BEEN AVOIDED POSSIBLY BY SEVERAL ACTIONS, INCLUDING, IF I HAD CALLED THE EARLIER RPTING POINT, IF THE FREQ WOULDN'T HAVE BEEN SO CONGESTED, MANDATORY DSCNT PROCS ESTABLISHED, (WHICH WILL STILL CONFLICT WITH DEPARTING TFC) AND IF I HAD BEEN IN CONTACT WITH APCH CTL. NORMALLY I AM USING APCH, BUT THIS AIRPLANE HAS NO XPONDER. I HAVE AN APPOINTMENT TO HAVE A XPONDER WITH MODE C ENCODER INSTALLED THIS WK. I AM ALSO GOING TO COMMENT TO THE ANC AIRSPACE MGR ABOUT THESE PROBS AND OFFER SOME SUGGESTIONS TO IMPROVE THE SAFETY OF THE NEW SEWARD SEGMENT. POSSIBLE IMPROVEMENTS: 1) USE SEPARATE FREQS FOR N AND S TFC, WILL RESULT IN LESS CONGESTION. 2) USE DIFFERENT RPTING POINTS FOR S DEPS AND ARRS -- IT SEEMS TO WORK FOR THE N (BOAT HUB TO BALL FIELD FOR ARRS). 3) PLT EDUCATION -- ALL PLTS SHOULD BE AWARE OF THE REQUIRED ALTS AND RECOMMENDED ROUTES. I KNOW THEY ARE NOT, EFFORTS SHOULD BE MADE TO MAKE CHANGES KNOWN TO PLTS.

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.