Two flight instructors operating at a non-towered airport reported a NMAC between them in the pattern. Also; they reported one of the aircraft landed while the first aircraft was still on the runway.
Synopsis
Two flight instructors operating at a non-towered airport reported a NMAC between them in the pattern. Also; they reported one of the aircraft landed while the first aircraft was still on the runway.
Narrative
I was doing pattern work with student in his club's Aircraft X; at ZZZ. Weather was VFR with calm winds. Runway XX was in use. Aircraft Y departed before us on Runway XX. They too were doing pattern work. Shortly after their departure we announced and departed Runway XX for left closed traffic. Aircraft Y was on upwind. Given our large speed differences and not wanted to get too far from the runway; we elected to turn crosswind while Aircraft Y was still on an extended upwind. Aircraft Y was visually still seen to be on the upwind and we had not yet heard their crosswind turn radio call. At about 800 ft. we announced that we are turning crosswind for a tight pattern. We quickly turned downwind next. While we were about mid-field downwind; Aircraft Y asked for our position. We announced that we were mid-field left downwind for Runway XX. I looked to our left and right and did not see Aircraft Y. We announced and turned left base for Runway XX. Just after turning based an aircraft that turned out to be Aircraft Y called left base. At the time; we thought it was another aircraft entering the pattern on a left base. We announced and turned final for Runway XX. Just after which we heard Aircraft Y also announce final for Runway XX. We had been in the traffic pattern with them for the past 30 minutes. Their traffic patterns had been consistently the same size; much larger than our traffic pattern. As such; we assumed that they had just turned on to final; about 1/2 mile or more from the runway on the north side of the pond that is located north of runway XX. We were on the south-side of the pond in-between the pond and the approach end of Runway XX. My assumption was that we had plenty of separation for us to land and clear the runway. We touched down just past the numbers. Upon touching down; I looked to my left only to see my next student running towards the runway waving his arms in a gesture for us to clear the runway ASAP (as soon as possible). My student was able to quickly and safely steer the aircraft to the left of the runway and begin exiting at the mid-field taxi way at a high rate of speed. As we were taxiing off the runway and still on the active runway; I looked to my right; behind us only to see Aircraft Y within feet of our tail. Clear of and passed the hold short line; we announced that we were clear of Runway XX. The pilot of Aircraft Y called for us to 'pull over so we could talk'. He made this announcement many times via CTAF. While we taxied to the fuel ramp; Aircraft Y followed us at an extremely close distance. We pulled off and shutdown. As did the pilot the Aircraft Y. While we were still sitting in our aircraft he approach us on foot. He asked why we were turning our crosswinds when we did and why are our traffic patterns are so small. It was clear he was upset and angry. I asked how he got so close to us on landing and if he landed on Runway XX while we were still on the runway. He admitted to 'coming after us'. He admitted to following us close on base and on final. He admitted to landing just after we did while we were still on the runway. He admitted to seeing us. At no point during our interaction did he say that we cut him off or got close while in the pattern. This was my concern at this point. We did of course try to explain that we flying an appropriate traffic pattern for our aircraft. A view of Aircraft Y traffic patterns shows the aircraft cutting in on the downwind and turning base towards the numbers. Much different from the previous patterns. My student and I decided to end our training session and return to the hangar to debrief. The PIC of Aircraft Y returned to his aircraft and took off with his student. Witnesses on the ground confirm that the aircraft did indeed land within 300 to 500 ft. of us while we were still on the runway rolling out. A violation of FAR § 91.113 (g). I have never experienced what I am calling 'air rage' before. In processing the chain of events that led up this incident in the traffic pattern and on landing; the only contributing factors I can come up with are what could we have done that would have not angered the PIC of the other aircraft that caused this type of behavior. We indeed could have delayed our takeoff allowing the other aircraft to establish their crosswind and/or downwind leg. In addition; we could have simply extended our upwind leg till they were off our left wing then turned crosswind. While this would have put us out of a safe gilding distance back to the airport it might have mitigated the other pilot's displeasure with our traffic pattern size. Did we cut him off in the pattern? The PIC of the other aircraft did not say we did. However; it is possible. Both myself and my student thought; given our much smaller traffic pattern size; separation would not be an issue. In fact; I have done this before in the traffic pattern with aircraft of varying speeds and pattern size. It has never been an issue.Another possibly is that we transmitted our crosswind call at the same time the PIC of the other aircraft transmitted their position. If so; neither of would have heard either other. If we did indeed misjudge our speed and distance from the other aircraft; it still does not justify deliberately putting our flight and his flight at risk. As for corrective actions; my first step will be to meet with pilot of the other aircraft to see if we can open a dialogue about what occurred. One of the goals is to talk about how to best work together to create and maintain a safe traffic pattern environment with aircraft of varying performance capabilities. I am concerned about the emotional anger and 'air rage' exhibited by this pilot and the fact that he did so with a student on board. It is my hope that we can have discussion about this too and talk about hazardous attitudes and how to handle conflict the air in a safe and professional manner.
Second reporter narrative
Aircraft X; No ADSB. Aircraft X took-off after Aircraft Y turned crosswind at 700 ft. Aircraft Y aircraft climbed to pattern altitude of 1100 ft. and turned crosswind. Aircraft X cut in front of Aircraft Y without radio calls on downwind next to Aircraft Y aircraft below pattern altitude. Upon landing and shutting down on ramp; Aircraft Y pilot approached pilot and CFI and confronted him on intentionally turning crosswind early; cutting in front of Aircraft Y aircraft without radio calls and no concern for safety. The CFI was indifferent about following 1100 foot noise abatement and pattern altitude.
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.