General aviation pilot reported a near miss with another aircraft while on final approach; opposite direction at a non-towered airport. The pilot maneuvered away from the aircraft and landed safely.

Narrative

General Conditions based on my cockpit observations and flight record: Day 0; about XA:00 pm; visibility: clear to partly cloudy with haze (extensive prescribed burning in the distance; north and east of INF; smoke plumes from ground to about 4 to 5 K ft (estimate) migrating to the north and east and away from INF).The Incident: As a 1;000+ hour VFR Pilot-in-Command of a stock Aircraft X; operating solo; I was in-bound from the north for a touch-and-go at INF (Inverness Airport: non-towered; CTAF: 122.725; AWOS: 119.975; 65 ft MSL; RWY 01/19; 5;000 ft). After passing my southbound check point (Marion County (X35) about 15 miles north of INF) I switched my radios to INF and checked my ADS-B-in device for area traffic awareness and weather. INF indicated wind 130 at 8kt (Airport AWOS on my Com radio #1 with considerable and unusual static; and in-cockpit ADSB-in device AWOS matched the airport's). ADSB-in traffic awareness indicated one aircraft near INF. I did not hear any CTAF transmissions calling INF so I increased my visual peripheral scans as I got closer to INF. Based on my radio/device information and observations I made my 10 mile (descending from about 2 K ft alt; estimate) and 5 mile (1;500 ft alt; estimate) 'inbound' calls and intentions 'expecting a straight-in approach for a touch-and-go on RWY 19 with an immediate departure to the southwest toward the Gulf coast and CLW' (Clearwater; Florida). Thereafter; I made my routine 3; 2; 1; and 1/2 mile ('short final') calls for straight-in on RWY 19 and repeatedly checked the RWY 19 for straight-in alignment and clearance. Soon after my short final call I spotted Aircraft Y flying (apparently level; i.e.; no apparent significant climb or descent pitch) directly over and aligned with RWY 01/19 at about the middle of RWY 01/19; heading north; and at about the same altitude (est. 100-300 ft) as my on-slope (3 to 4 degrees; est. and 20 degrees flaps) descending aircraft Z. I couldn't tell if the Aircraft Y was taking off; low approach; or go-around. Aircraft A at Clearwater; FL; telephonically contacted me and confirmed that the Aircraft Y was conducting a 'max-pack' operation essentially equivalent to a short-field touch-and-go at INF; but aborted the touch-and-go after a crew member spotted my aircraft approaching from the opposite direction (my landing light on!); and a senior pilot crew member took over command of the flight controls. I confirmed with Aircraft A that my Com #2 radio was incorrectly tuned. My initial 'aviate' reflex was to continue my descent and wait for Aircraft Y to make a move. Aircraft Y banked ('broke') to its left (and to my right). So; I broke to my left and paused my descent briefly until the Aircraft Y had passed to my right (and to the Aircraft Y's right) then I broke back to RWY 19 to buffet and get below any of the Aircraft Y's 'knock down' wake turbulence and make my touch down. If Aircraft Y hadn't banked; my plan B was a steeper-dive for the Runway. When rolling-out on my landing I did a quick check of my Com radios and discovered an error. My transmit/talk Com radio #2 was incorrectly tuned to 122.75; and not 122.725. I corrected the tune error to 122.725; and I immediately heard the following two distinct and different back-to-back transmissions on frequency: 'You made the right call'; and 'Yeah . . .; I'll file a safety report'. I heard nothing else on frequency for 7-8 minutes and then I switched to monitor my next checkpoint BKV (Brooksville). However; I did see Aircraft Y about 5 miles to the west also heading south. Upon climbing out on INF RWY 19; I noticed: 1) Aircraft B holding short on the taxiway at RWY 01; and 2) a dark colored flag attached to the side and near the roof of a hangar structure on my left-side near the south half-end of the RWY 01/19. The flag was waving a steady; approximate; wind direction from-south-to-north at about 5-10 kts (experiential estimate). I triple-checked the waving flag to verify the from-south-to-north wind directionality. My actions/recommendation/thoughts:1) I am considering replacing ($5K each) one or both of my original equipment Aircraft X NAV/COM radios that will hopefully have: a) any six-digit frequencies fully displayed (XXX.YYY) and not inferred from a '.YY0 to .YY5' toggle switch position; and b) capable of pre-flight programmable NAV/COM frequencies for correct frequencies and reduced in-flight work load. 2) I am aware of the recent FAA(?) recommendation to 'avoid straight-in approaches at un-towered airports; standard pattern entries only'. I agree; and expect to practice my straight-in approaches at towered airports. I still need straight-in approach skills; for example: in emergencies; in a PAN rough engine condition; or for a straight-in only approach airport (i.e.; no pattern available; e.g.; box terrain). 3) I recommend that any aircraft in the daylight or nighttime (except taxi) airport environment or cruise; should use any and all available lighting to create visually enhanced 'detectable contrast' (e.g.; a low flying Aircraft Y with a frontal silhouette against a gray-haze skyline background or gray runway has low contrast). A tiny white spec of a landing light(s) can create valuable and discernible daytime 'detectable contrast' for other scanning VFR pilots. 4) I know from my flying experience and instructor testimony that some highly powered aircraft will routinely take-off or perform like operations from un-towered airports with a relatively calm tailwind (Beaufort scale: 2 to 3; i.e.; light breeze 3-6 mph to gentle breeze 7-11 mph). All flyers beware! Closing comments. My pilot training (self-study and with several different instructors in my formative years) had taught me; as a default; to always bank right and fly parallel to the intended RWY to avoid an obstructed RWY or a similar circumstance such as opposing traffic or slow/intervening same-direction lead traffic. Fortunately; I have about 5 years invaluable flying experience sharing airspace with Aircraft Y in Florida coastal and bay areas; and in coastal New Jersey. Aircraft Y are powerful; large; and often cruise low and slow (1;500 to 3;000 ft; 150 to 200 kts; est.) on coast patrol; which includes many GA VFR routes and GA scenic areas. While Aircraft Y are reasonably maneuverable; Aircraft Y operations call for longer runways for take-offs and landings; and have larger turning radii compared to many smaller and slower GA aircraft. The size of Aircraft Y make their daylight profile silhouette highly visible in the air but less so when viewed at different angles or in shallow angles by another from an air-to-the-ground perspective. I appreciate the service and their piloting skills. All flyers; please keep: learning; preparing; training; pre-flighting; flying; and sharing/discussing flight information with other pilots at all levels. Where possible; create visually enhanced 'detectable contrast' for your aircraft. Thank you NASA and FAA for this resource/service.