GA pilots of two aircraft reported a NMAC when one entered the traffic pattern opposite the direction of traffic. Both pilots cited poor communication as contributing to the event.
Synopsis
GA pilots of two aircraft reported a NMAC when one entered the traffic pattern opposite the direction of traffic. Both pilots cited poor communication as contributing to the event.
Narrative
Offending airplane Aircraft Y made improper teardrop entry into traffic pattern for Left Downwind 18. They did not extend far away enough from the runway environment before turning to accommodate for traffic already established in the pattern. This maneuver placed them in the downwind; facing the opposite direction of traffic; 200' above pattern altitude; flying directly over my aircraft (Aircraft X) that had just turned from crosswind to downwind. Upon seeing Aircraft Y fly overhead; I inquired on CTAF if they were on frequency; to which they replied they were going to slip in behind us in the downwind. No radio calls were heard from them prior to that communication. By the time they did slip in behind us; they were less than a mile off of our tail according to ADS-B data. Primary causes of this near miss are a lack of situation awareness due to poor communication practices. Contributing factors include poor ADM (Aeronautical Decision Making); primarily the improper execution of a standard pattern entry.
Second reporter narrative
I was on a training flight with a new private student. We planned to fly to GPH for pattern work. I did my initial call on CTAF 122.7 when we were 10 miles to the southwest. I announced we would be coming in for pattern work; intending to overfly the field at 2300' for a tear drop entry to Runway 18. I already knew another aircraft was in the pattern also practicing touch and goes. I gave more radio calls as we got closer 5 miles out 3 miles out and when we were directly over the field. Around this time the other aircraft was silent and I was not sure if they were going to extend upwind or make some other effort to space us. We flew outbound then turned around to get established in the downwind. The other aircraft still was making no radio calls until I heard them ask if we were on frequency. I told them we were. It was then I realized we had gotten close to one another. I slowed down to make sure the other aircraft and I had room. We followed behind them extended downwind and landed safely number 2. We flew several laps like this behind this other aircraft without any incident.
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.