Flight Instructor and student reported a ground conflict and NMAC with another aircraft in the traffic pattern at a non-towered airport.
Synopsis
Flight Instructor and student reported a ground conflict and NMAC with another aircraft in the traffic pattern at a non-towered airport.
Narrative
I departed ZZZ1 direct to ZZZ to perform pattern work. Upon arriving at ZZZ; there were 3 other aircraft in the pattern; all landing Runway XX. We sequenced our way in and proceeded with over 10 touch n go's all in this pattern. By the time we had reached the 15th landing; all other aircraft had left the vicinity and Aircraft X was the only aircraft in the pattern; still landing XX. Approximately midfield downwind for XX; another pilot (tailwheel); is on frequency requesting to depart Runway XY. My response was something like; 'yeah that's no problem; we are going to do this approach to land; and then I will exit the runway for you to depart opposite direction.' The other pilot said 'Okay' and I assumed the agreement was made. Upon turning final for XX; I see the tailwheel taking the runway. I immediately keyed the mic with 'Traffic on runway; STOP. Runway traffic; STOP!' The tailwheel did stop just past the hold short bars. I completed my landing; exit to runway [Taxiway] 1; and proceed to taxi for Runway XY. At this point; the disagreement between Aircraft X and tailwheel began. AWOS reported winds less than 5kts from the North. Runway XX is the designated calm wind runway at ZZZ. Tailwheel was adamant that 5kts in a tail dragger makes all the difference; to which I have no argument. As a low hour; non tailwheel endorsed; private pilot; my thought process is 'go with the flow' even if it's slightly inconvenient. I was holding short of XY ready to depart with this as our new traffic pattern. This is the point at which my instructor takes controls and it is no longer my airplane. After some back and forth between my instructor and I about what happened and 'calm wind runway;' my instructor proceeds to taxi across XY; to taxiway 2; where he then proceeds to 'high speed taxi' down to the approach end of XX. At this time; tailwheel is downwind for XY; proceeding base. My instructor departs XX; opposite direction. Tailwheel is on final for XY. My instructor rotates for lift off and then pushes the nose over to stay under the tailwheel on final. At this point; I recognize the absolute stupidity of what is happening; but the CFI has controls. We flew this pattern once more. Opposite direction with another aircraft. All while there is back and forth on the radio about who is 'right.' After the second landing everyone was clearly frazzled. My instructor asked 'what should we do' and I said 'go home.' We flew back to ZZZ where my instructor landed the plane. In hindsight; I wish I would have spoken up at that very moment. I was uncomfortable with what was happening and felt helpless in my ability to control the situation. Thank God nothing happened and I am here to tell the story; as dramatic as that may sound. I have completely lost confidence and respect for my instructor's status as my CFI. As a debrief to myself; I have recognized the hazardous attitudes that occurred and blatant disregard for safety in the air. I am grateful to have this serve as a reminder of what NEVER to do again. I do regret not doing more to stop what was happening when it happened.
Second reporter narrative
These are the events that took place to the best of my recollection. I was teaching commercial landings & power off 180's in the traffics pattern with my student. When we got to ZZZ initially we entered a left midfield downwind after listening to the weather & the CTAF frequency; & determining that we were going to be anticipating calm winds & other traffic was flying left traffic as well. We began our training with multiple landings. After quite a few touch & gos we encountered an engine irregularity; after take off on XX. we elected to return & land Runway XY. After landing we taxied down to XX's run up area & performed a spark plug clean up procedure. Working as a crew Myself & my student decided that it was safe to return to the lesson. We proceeded to take off & continue with the lesson. As we performed a couple more touch & gos; a flap issue then occurred so my student reset the circuit breaker which brought the flaps back to operational. As they had frozen in the down position; this would occur for at least 2 maybe 3 consecutive landings. Shortly thereafter a radio call came in which I only caught part of. Due to the fact that my mouth was busy running as I was teaching. I over heard my student respond to an aircraft that was asking us about taking off on Runway XY; as we were on downwind for XX. My student acknowledged the pilots request & gave him a very specific response about what we planned to do; Due to the irregular situation. The other Pilot acknowledged & repeated back our response; yet seemed like he didn't fully understand our plans. So my student then repeated our plans to the other pilot. & the pilot acknowledged seemingly like he understood this time. Our plan was to land XX; & pull off the runway to the 1 Taxi side to our right. Then allow the other pilot to depart XY. After landing XX as we were still rolling to a stop the other pilot began to taxi his aircraft pass the hold short & onto the Runway XY. I noticed this so my student proceeded to get on the radio & tell the other pilot that he needs to stop & that we are not clear the runway yet; my student also reminded him that we had previously discussed the our intentions & that the other pilot had acknowledged that he understood. Yet still entered the runway as we were rolling to a safe taxi speed for exit. The other Aircraft then departed & as I understood he was leaving the pattern as I do believe his original call was he was departing strait out XY. With that in mind. Me & my student discussed what happened & decided that we will give him some time to clear the pattern & depart or come back around & land. We also discussed the fact that we will stick with XX due to another aircraft being in the pattern of XX as well. & the fact that XX was the calm wind runway. So I began to taxi across XY after making a clear & decisive call about our intentions. Once reaching the 2 taxi side I began to to do a high speed taxi down to the XX end of runway for departure. I initially wanted to make up time that was lost waiting for the other pilot to take off; plus the discussion me & my student had during the hold short waiting on the other plane to depart. As We were quite shocked that an aircraft would pull out in front of us. Especially after making our intentions clear. So I continued my high speed taxi & then. I became concerned with how to make up time fast &get our lesson back on schedule. So we proceeded to high speed taxi then I slowed up before any intersections. Then taxied to the end of the Runway XX & held. We made our intentions loud & clear on the radio. Just in case that plane was still in the area. Me I figured we gave home plenty of time to clear. At that time I cleared both approach ends & rolled on to XX for our departure. I began our take off roll. Began to rotate at 55 kts. & at that time I caught eye of another plane; basically rolling out from base into final. No radio call no warning. & of course it was the other pilot using XY. Sosince we were air born at the time I got a chance to comprehend what was happening. I decided the safest course was to lvl off in between 100 & 200 ft. Apon the extended centerline & let him go above us. After that I sidestepped to avoid any wake turbulence. & continued my climb & proceeded in the traffic pattern. Left traffic XX. Landed once more & couldn't find the other pilot in the pattern or on the radio. We made our calls loud & clear & departed back to ZZZ1. Also during these events; after going back & forth with other pilot we did take his suggestion to give the awos another listen as we had been knocking out the pattern for quite some time. The winds were 320 @5. Because they were only 5 knots; me & my student were convinced that we were doing the right thing & that due to another plane also being left traffic we didn't want ourselves to be the ones that caused a collision Hazard. So we stuck to our guns. At some point the other plane did switch to the other runway direction but I believe that was when we departed back to ZZZ1. I'm noting these details below because I cannot put these small details into the timeline of events due to the time that has passed since the event. Also at some point we did go back & forth about runway direction with the other pilot. In that discourse I did notice that he seamed upset about the fact that my student corrected him about pulling out in front of us & also the calm runway direction. It was like he had a point to prove. He wanted to be right. That's when I interjected & told him that argument isn't necessary & let's just look out for each other. His radio calls were very intermittent at best. What I learned and Noticed is that I became very overwhelmed with everything going on. I was in the middle of teaching a student commercial landings & 3 major things happened within a span of 20 minutes. Possible spark plug fouling which caused a return to the opposite runway after take off; ( we performed spark plug clean up procedure) the flap issues of stuck flaps after landing & the Other Pilot + plane choosing to depart & fly opposite of ourselves in the traffic pattern. I do believed I unknowingly began to succumb to Get The Mission Accomplished syndrome; which can cloud one's judgment & lead to rushed or bad decisions; I believe I also began to succumb to get there Itis. I wanted to get the lesson done & over with & I began to rush things like unnecessarily performing high speed taxi; & trying catch up on time that was lost dealing with the above 3 mentioned situations that were outstanding at the time. Me I need to just slow it down next time. Stop or pause the flight. Maybe even shut down & wait till the situation is safer Or immediately ext the pattern & fly to another airport. I must recognize when hazards begin to effect me or my decision making & always practice good ADM & Risk Mitigation. The high speed taxi was unnecessary & the flying underneath the landing traffic could have been avoided by calling the other pilot on the radio & inquiring about his position. At the time I heard no radio calls from him & I did announce our intentions loud & clear. That we were taking off XX & flying left hand pattern. I hear no response or radio calls from the other plane as we rolled for take off. Unfortunately I learned the hard way to just call out for another aircraft if u don't have them in sight & they are not equipped with ADSB. I think if both pilots were not focused on who was flying the pattern on the correct runway all this could have been avoided. Next time I will exit the pattern if another plane decides to take off & fly opposite the flow of traffic. I hope that anyone reading this understands that things can happen quick & stresses & hazards can add up to cause problems for yourself as a pilot & those around u. Slow down; be responsible & look out for hazardous behavior both from yourself & other pilots around you. Let's keep it safe out there.
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.