Narrative:

I canceled my IFR flight plan with approach control; which they granted; and I was then instructed to squawk 1200. Approach control did not advise; and I forgot to ask; if there was any traffic in ZZZ's pattern. Normally approach control does advise of possible traffic in the pattern; and I normally request an advisory if they fail to make one voluntarily. I was still high due to approach control's late authorization for lower. My advisory radio call into ZZZ was made immediately on CTAF frequency when I was approximately nine miles out. The call was as follows: 'ZZZ traffic; bonanza X is nine miles to the south; inbound ZZZ...full stop. We will be crossing mid-field at 2;000 ft entering the left downwind for runway xx; ZZZ traffic.' my radio call went without acknowledgment...complete radio silence.at approximately six miles out a second advisory radio call was made by me into ZZZ's CTAF frequency. The radio call was identical to the first radio call; except for the distance. 'ZZZ traffic; bonanza X is six miles to the south; inbound ZZZ...full stop. We will be crossing mid-field at 2;000 ft entering the left downwind for runway xx; ZZZ traffic.' once again; my radio call went unanswered...complete radio silence occupied my cockpit. Our approximate altitude was somewhere around 4;500 ft at the time; with the power setting remaining the same. However; the configuration of my aircraft was changed; as we dropped the gear. Once the gear was down and locked I put in about 10 degrees of flaps.my third radio position and advisory call came when I was about three miles out. The call was pretty much verbatim to the two previous advisory calls. This time; a radio call was received from aircraft Y; 'aircraft landing ZZZ; where are you?' he gave no call sign. My reply was; aircraft X is three miles to the south. Where are you?' aircraft Y replies; 'I'm left downwind for runway xx; you're okay.' again there was no call sign. Because we were fast approaching ZZZ; I replied; 'aircraft X will fly over the departure end of ten; and will then fly to the northeast.' no response was received from aircraft Y. I then retracted both gear and flaps and headed on the announced course of a northeast heading. I was now about a mile and half off of the departure end of ten. My eyes peering down the left downwind for the unidentified aircraft. No contact. I had climbed to around 3;000 ft and was headed northeast on a heading; I'm guessing close to 060 to 065 degrees; and all along looking towards the downwind base; and final legs for aircraft Y. I continued on this heading and altitude until we were close to 4 miles or so from the approach end of runway yy. At this point; I make another advisory/position call. 'ZZZ traffic; aircraft X is turning inbound for ZZZ; we will be entering on a long left downwind for xx; ZZZ.' again; there was no response. I began a right descending turn and was in perfect position for a long left downwind for xx. After completing my turn; I continued to scan for the traffic...concentrating on the west end of the airport; since aircraft Y initially reported he was 'left downwind for runway xx.' aircraft Y should be either on final or on the ground. Seconds later; my wife let out a startled cry of surprise and gasped! I looked over to her quickly and then noticed the ercoupe; aircraft Y; passing under our belly headed in a northeasterly direction 25 to 30 ft away! We took no evasive action as the near-miss had already occurred. I'm not sure if aircraft Y took any kind of evasive action prior to the near-miss or that he even saw us. This is because; again; we did not see the ercoupe until it had passed underneath us. I'm guessing we were about two miles; maybe two and half miles from the approach end of yy when the event occurred. Anyway; for a stunned few seconds I continued to fly on my left downwind heading; now realizing of what just occurred I made a stern radio call to the ercoupe. 'Ercoupe; continue to fly your present heading and I don't want to see your face until I've landed.' of course; aircraft Y made no acknowledgment of my scolding call.minutes later; we landed safely on runway xx and rolled to the intersection of runways zz/ww. I radioed that we were back-taxing runway zz; and radioed again when we were cleared runways zz/ww. We taxied to parking; all along with radios live to listen for the perpetrator. Nothing! Just before shutdown; I saw the ercoupe in a mid left downwind for 10. He radioed his position. I don't remember him calling any other position before his touch and go landing. The ercoupe made its touch and go about the zz/ww intersection; climbed to about 200-250 ft and made a left climb-out. He did not state his intentions to stay in the pattern. At mid-downwind for ten he radioed his position. I shut the power down to our aircraft and we began the process of stowing our airplane. The ercoupe pilot landed; taxied to parking and was long gone before we had stowed our luggage in our car.

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Original NASA ASRS Text

Title: BE33 pilot reports NMAC with Ercoupe during arrival to an uncontrolled airport. The pilots involved were in radio communication but failed to establish positions.

Narrative: I canceled my IFR flight plan with Approach Control; which they granted; and I was then instructed to squawk 1200. Approach Control did not advise; and I forgot to ask; if there was any traffic in ZZZ's pattern. Normally Approach Control does advise of possible traffic in the pattern; and I normally request an advisory if they fail to make one voluntarily. I was still high due to Approach Control's late authorization for lower. My advisory radio call into ZZZ was made immediately on CTAF frequency when I was approximately nine miles out. The call was as follows: 'ZZZ traffic; Bonanza X is nine miles to the south; inbound ZZZ...full stop. We will be crossing mid-field at 2;000 FT entering the left downwind for Runway XX; ZZZ traffic.' My radio call went without acknowledgment...complete radio silence.At approximately six miles out a second advisory radio call was made by me into ZZZ's CTAF frequency. The radio call was identical to the first radio call; except for the distance. 'ZZZ traffic; Bonanza X is six miles to the south; inbound ZZZ...full stop. We will be crossing mid-field at 2;000 FT entering the left downwind for Runway XX; ZZZ traffic.' Once again; my radio call went unanswered...complete radio silence occupied my cockpit. Our approximate altitude was somewhere around 4;500 FT at the time; with the power setting remaining the same. However; the configuration of my aircraft was changed; as we dropped the gear. Once the gear was down and locked I put in about 10 degrees of flaps.My third radio position and advisory call came when I was about three miles out. The call was pretty much verbatim to the two previous advisory calls. This time; a radio call was received from Aircraft Y; 'Aircraft landing ZZZ; where are you?' He gave no call sign. My reply was; Aircraft X is three miles to the south. Where are you?' Aircraft Y replies; 'I'm left downwind for Runway XX; you're okay.' Again there was no call sign. Because we were fast approaching ZZZ; I replied; 'Aircraft X will fly over the departure end of ten; and will then fly to the northeast.' No response was received from Aircraft Y. I then retracted both gear and flaps and headed on the announced course of a northeast heading. I was now about a mile and half off of the departure end of ten. My eyes peering down the left downwind for the unidentified aircraft. No contact. I had climbed to around 3;000 FT and was headed northeast on a heading; I'm guessing close to 060 to 065 degrees; and all along looking towards the downwind base; and final legs for Aircraft Y. I continued on this heading and altitude until we were close to 4 miles or so from the approach end of Runway YY. At this point; I make another advisory/position call. 'ZZZ traffic; Aircraft X is turning inbound for ZZZ; We will be entering on a long left downwind for XX; ZZZ.' Again; there was no response. I began a right descending turn and was in perfect position for a long left downwind for XX. After completing my turn; I continued to scan for the traffic...concentrating on the west end of the airport; since Aircraft Y initially reported he was 'left downwind for Runway XX.' Aircraft Y should be either on final or on the ground. Seconds later; my wife let out a startled cry of surprise and gasped! I looked over to her quickly and then noticed the Ercoupe; Aircraft Y; passing under our belly headed in a northeasterly direction 25 to 30 FT away! We took no evasive action as the near-miss had already occurred. I'm not sure if Aircraft Y took any kind of evasive action prior to the near-miss or that he even saw us. This is because; again; we did not see the Ercoupe until it had passed underneath us. I'm guessing we were about two miles; maybe two and half miles from the approach end of YY when the event occurred. Anyway; for a stunned few seconds I continued to fly on my left downwind heading; now realizing of what just occurred I made a stern radio call to the Ercoupe. 'Ercoupe; continue to fly your present heading and I don't want to see your face until I've landed.' Of course; Aircraft Y made no acknowledgment of my scolding call.Minutes later; we landed safely on Runway XX and rolled to the intersection of Runways ZZ/WW. I radioed that we were back-taxing Runway ZZ; and radioed again when we were cleared Runways ZZ/WW. We taxied to parking; all along with radios live to listen for the perpetrator. Nothing! Just before shutdown; I saw the Ercoupe in a mid left downwind for 10. He radioed his position. I don't remember him calling any other position before his touch and go landing. The Ercoupe made its touch and go about the ZZ/WW intersection; climbed to about 200-250 FT and made a left climb-out. He did not state his intentions to stay in the pattern. At mid-downwind for ten he radioed his position. I shut the power down to our aircraft and we began the process of stowing our airplane. The Ercoupe pilot landed; taxied to parking and was long gone before we had stowed our luggage in our car.

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.