Narrative:

Aircraft #1 (reporter) on IFR flight plan to erv; cleared for and flying GPS runway 30; erv; inbound to runway 30; with the wind 280 degrees at 5 KTS. When about 10 miles southwest of erv; ZHU advised me of a same speed aircraft 2 miles left; parallel; slightly higher altitude. I informed ZHU I needed to leave his frequency for tas. He approved. (I canceled my IFR flight plan after landing.) I heard aircraft #2 on unicom reporting inbound about 9 miles southwest of erv. I immediately called him and asked if he had me in sight at his 3 o'clock position slightly below. He said he had me in sight. I broadcast that I was on the GPS final approach course for runway 30 about 8 miles out. I heard a bonanza advise he was taking off runway 12. I advised him I was inbound for runway 30 now about 7 miles out. He; or another aircraft; said that erv traffic was using runway 12. I said I would break off my IFR approach to the north and enter a left downwind for runway 12. I also asked the aircraft; which had been on my left; where he was. He said he was entering a left downwind for runway 12. Shortly after this; I broadcast that I was about 3 miles east of erv. I repeated that I was entering the left downwind for runway 12; and asked if he had me in sight. He replied that he did have me in sight and would follow me. Then about 30 seconds later; I asked him again if he was sure he had me in sight; and he again replied that he did; and he would follow me. About 30 seconds to 1 minute later; he passed on my left at a distance of about 50 yards; 50 ft above me; descending; and leveled off out in front of me about 100-200 yards distant. I advised him that he had just passed me and I would follow him on downwind. I stayed clear of him; and extended my downwind to have a safe interval on final approach. The other pilot later told me had had lost track of me and was mistakenly looking at a bonanza (which I did see about 1 miles ahead of us). In retrospect; I think I should have broken out well to the northeast and turned around to be able to observe the entire traffic pattern rather than relying on the other pilot's 2 statements that he had me in sight and would follow me. I could also have told the other pilot I was rocking my wings and asked if he were looking at an airplane with its wings rocking. As a side issue; the first 2;000 ft of runway 12 were notamed closed for construction. I was well aware of this; having previously landed on the same runway with the same closed portion; and planned my approach to land just past the displaced threshold of the runway. I cut it too close and touched down about 30 ft before reaching the end of the closed portion of the runway. There were no men or equipment in the area at the time; and my landing short was inadvertent. I was quite upset and frightened about the near midair collision I had just experienced; knowing how close I had come to getting killed in spite of my precautions and repeated radio communications with the other aircraft. It is easy to say 'don't let yourself get distracted; pay attention to flying the airplane.' it is hard advice to follow.

Related reports:

Google
 

Original NASA ASRS Text

Title: C172 pilot on approach to ERV experienced an NMAC with same direction traffic who thought they had this pilot in sight; but turned out to be a different target.

Narrative: Aircraft #1 (Reporter) on IFR Flight Plan to ERV; cleared for and flying GPS Runway 30; ERV; inbound to Runway 30; with the wind 280 degrees at 5 KTS. When about 10 miles southwest of ERV; ZHU advised me of a same speed aircraft 2 miles left; parallel; slightly higher altitude. I informed ZHU I needed to leave his frequency for TAs. He approved. (I canceled my IFR flight plan after landing.) I heard Aircraft #2 on UNICOM reporting inbound about 9 miles southwest of ERV. I immediately called him and asked if he had me in sight at his 3 o'clock position slightly below. He said he had me in sight. I broadcast that I was on the GPS final approach course for Runway 30 about 8 miles out. I heard a Bonanza advise he was taking off Runway 12. I advised him I was inbound for Runway 30 now about 7 miles out. He; or another aircraft; said that ERV traffic was using Runway 12. I said I would break off my IFR approach to the north and enter a left downwind for Runway 12. I also asked the aircraft; which had been on my left; where he was. He said he was entering a left downwind for Runway 12. Shortly after this; I broadcast that I was about 3 miles east of ERV. I repeated that I was entering the left downwind for Runway 12; and asked if he had me in sight. He replied that he did have me in sight and would follow me. Then about 30 seconds later; I asked him again if he was sure he had me in sight; and he again replied that he did; and he would follow me. About 30 seconds to 1 minute later; he passed on my left at a distance of about 50 yards; 50 FT above me; descending; and leveled off out in front of me about 100-200 yards distant. I advised him that he had just passed me and I would follow him on downwind. I stayed clear of him; and extended my downwind to have a safe interval on final approach. The other pilot later told me had had lost track of me and was mistakenly looking at a Bonanza (which I did see about 1 miles ahead of us). In retrospect; I think I should have broken out well to the northeast and turned around to be able to observe the entire traffic pattern rather than relying on the other pilot's 2 statements that he had me in sight and would follow me. I could also have told the other pilot I was rocking my wings and asked if he were looking at an airplane with its wings rocking. As a side issue; the first 2;000 FT of Runway 12 were NOTAMed closed for construction. I was well aware of this; having previously landed on the same runway with the same closed portion; and planned my approach to land just past the displaced threshold of the runway. I cut it too close and touched down about 30 FT before reaching the end of the closed portion of the runway. There were no men or equipment in the area at the time; and my landing short was inadvertent. I was quite upset and frightened about the NMAC I had just experienced; knowing how close I had come to getting killed in spite of my precautions and repeated radio communications with the other aircraft. It is easy to say 'Don't let yourself get distracted; pay attention to flying the airplane.' It is hard advice to follow.

Data retrieved from NASA's ASRS site as of April 2012 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.