Narrative:

I was involved in a near midair collision while on final approach to runway 24 at pym. I was conducting a pilot check flight with a private pilot wishing to have rental privileges at the FBO/flight school where I am a part time CFI. I can only assume I was involved in a midair near miss because I never had the other aircraft in sight. But, I assume it did happen based on the statement of the pilot of the other aircraft. While taxiing to the active runway I attempted to confirm with the plymouth unicom that the aircraft radio was operating properly. I never received a response from them to my request for a radio check. I assumed the aircraft radio was not transmitting but decided to continue the flight since use of a radio is not required at uncontrolled airports. To help pilots see us better, I turned on the aircraft's navigation, strobe and landing lights and left them on throughout the flight. Also, I did broadcast my position anyway while operating in the traffic pattern. During the third landing we turned, and after being established on a base leg I heard the pilot of an small aircraft Y broadcast he was also on base. I began to look for him. Once my aircraft was on final, a few seconds later, I heard him broadcast that he was going around. At this point I still did not see small aircraft Y and proceeded with the landing. Once on the ramp and after he shut down, he came over to me and explained how close we had come. He also told me that I shot out from under him. Since we were both flying low winged aircraft, I can only come up with one explanation. If I was under and behind him, I would have had to see him. My explanation is that we were already on final and proceeding toward the runway at about 70 KTS, the final approach speed of small aircraft Y is 63 KTS. The small aircraft X with an approach speed recommended by aircraft mftr is 75 KTS, was turning base to final. Our speed toward the runway would certainly seem like we overtook the aircraft, but at that time we would have been traveling in different directions. Fortunately no accident occurred. Since my aircraft was under the small aircraft Y and on final we had the right of way. The pilot of the small aircraft Y reported a near midair collision report with the northeast FSDO office. Since I was in the right seat, the base to final turn would have positioned the roof of the small aircraft X to block any traffic above us. Our approach speeds were approximately 70 KTS or lower, since I insist on this with students and was paying particular attention to how the private pilot I was checking was handling the aircraft. All 3 times we flew the traffic pattern proper altitudes, turns, etc, were made

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Original NASA ASRS Text

Title: CLOSE PROX 2 GA-SMA ACFT IN TRAFFIC PATTERN AT PLM.

Narrative: I WAS INVOLVED IN A NMAC WHILE ON FINAL APCH TO RWY 24 AT PYM. I WAS CONDUCTING A PLT CHK FLT WITH A PVT PLT WISHING TO HAVE RENTAL PRIVILEGES AT THE FBO/FLT SCHOOL WHERE I AM A PART TIME CFI. I CAN ONLY ASSUME I WAS INVOLVED IN A MIDAIR NEAR MISS BECAUSE I NEVER HAD THE OTHER ACFT IN SIGHT. BUT, I ASSUME IT DID HAPPEN BASED ON THE STATEMENT OF THE PLT OF THE OTHER ACFT. WHILE TAXIING TO THE ACTIVE RWY I ATTEMPTED TO CONFIRM WITH THE PLYMOUTH UNICOM THAT THE ACFT RADIO WAS OPERATING PROPERLY. I NEVER RECEIVED A RESPONSE FROM THEM TO MY REQUEST FOR A RADIO CHK. I ASSUMED THE ACFT RADIO WAS NOT TRANSMITTING BUT DECIDED TO CONTINUE THE FLT SINCE USE OF A RADIO IS NOT REQUIRED AT UNCTLED ARPTS. TO HELP PLTS SEE US BETTER, I TURNED ON THE ACFT'S NAV, STROBE AND LNDG LIGHTS AND LEFT THEM ON THROUGHOUT THE FLT. ALSO, I DID BROADCAST MY POS ANYWAY WHILE OPERATING IN THE TFC PATTERN. DURING THE THIRD LNDG WE TURNED, AND AFTER BEING ESTABLISHED ON A BASE LEG I HEARD THE PLT OF AN SMA Y BROADCAST HE WAS ALSO ON BASE. I BEGAN TO LOOK FOR HIM. ONCE MY ACFT WAS ON FINAL, A FEW SECS LATER, I HEARD HIM BROADCAST THAT HE WAS GOING AROUND. AT THIS POINT I STILL DID NOT SEE SMA Y AND PROCEEDED WITH THE LNDG. ONCE ON THE RAMP AND AFTER HE SHUT DOWN, HE CAME OVER TO ME AND EXPLAINED HOW CLOSE WE HAD COME. HE ALSO TOLD ME THAT I SHOT OUT FROM UNDER HIM. SINCE WE WERE BOTH FLYING LOW WINGED ACFT, I CAN ONLY COME UP WITH ONE EXPLANATION. IF I WAS UNDER AND BEHIND HIM, I WOULD HAVE HAD TO SEE HIM. MY EXPLANATION IS THAT WE WERE ALREADY ON FINAL AND PROCEEDING TOWARD THE RWY AT ABOUT 70 KTS, THE FINAL APCH SPD OF SMA Y IS 63 KTS. THE SMA X WITH AN APCH SPD RECOMMENDED BY ACFT MFTR IS 75 KTS, WAS TURNING BASE TO FINAL. OUR SPD TOWARD THE RWY WOULD CERTAINLY SEEM LIKE WE OVERTOOK THE ACFT, BUT AT THAT TIME WE WOULD HAVE BEEN TRAVELING IN DIFFERENT DIRECTIONS. FORTUNATELY NO ACCIDENT OCCURRED. SINCE MY ACFT WAS UNDER THE SMA Y AND ON FINAL WE HAD THE RIGHT OF WAY. THE PLT OF THE SMA Y RPTED A NMAC RPT WITH THE NE FSDO OFFICE. SINCE I WAS IN THE RIGHT SEAT, THE BASE TO FINAL TURN WOULD HAVE POSITIONED THE ROOF OF THE SMA X TO BLOCK ANY TFC ABOVE US. OUR APCH SPDS WERE APPROX 70 KTS OR LOWER, SINCE I INSIST ON THIS WITH STUDENTS AND WAS PAYING PARTICULAR ATTN TO HOW THE PVT PLT I WAS CHKING WAS HANDLING THE ACFT. ALL 3 TIMES WE FLEW THE TFC PATTERN PROPER ALTS, TURNS, ETC, WERE MADE

Data retrieved from NASA's ASRS site as of August 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.