Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Commercial
Flight Crew Last 90 Days 90; Flight Crew Total 980; Flight Crew Type 325
Communication Breakdown; Situational Awareness
Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Flight Crew Took Evasive Action
Human Factors
Aircraft X; a Cessna 172; (my aircraft) was performing touch-and-go operations on runway XX and remaining in the traffic pattern. Aircraft Y; a Cessna 172; was a student solo performing traffic pattern operations. Aircraft Z; a Piper Seminole; was performing straight-in ILS runway XX approaches to ZZZ. After departing runway XX and on the left crosswind leg; I (Aircraft X) heard Aircraft Z on the CTAF frequency ask Aircraft Y if he saw their aircraft as they were below and established on final to the runway for a full-stop landing.  I do not recall the details of this conversation; but the result was Aircraft Y executing a go-around and continuing in the traffic pattern.  Aircraft Z continued to a full-stop landing. Prior to turning from left crosswind to left downwind; I took the controls of the aircraft from my student and raised the left wing so that both of us as well as the private-pilot certificated passenger in the back seat could scan the downwind to ensure it was clear of any conflicts.  I also asked the passenger to keep an eye out for Aircraft Y as it was apparent that there was confusion. We then turned onto and announced that we were on the left downwind to runway XX.  As we turned and announced a left base for runway XX; I recall hearing Aircraft Y report on the left downwind to runway XX. As we turned final; I cleared the area; announced the turn; and then focused on working with my student to establish a stabilized approach.  I also recall hearing Aircraft Y announce turning base and assumed he was behind us. As we were approaching approximately 1;000 feet MSL or about 500 feet AGL; the private pilot passenger in the back seat announced 'aircraft to the left; break right; break right!'  I took the aircraft from my student and immediately imitated a turn to the right.  As I raised the left wing we observed Aircraft Y off the left side of and above our aircraft turning final and descending (this aircraft was basically in our blind spot).  I do not think the pilot in Aircraft Y ever saw Aircraft X.  We (Aircraft X) are estimating that the miss distance in feet was approximately 300 feet horizontal and 50 feet to 100 feet vertical. We discontinued the approach and vacated the area without further incident.  Aircraft Y continued to land on runway XX without further incident. After the incident; I immediately contacted a flight instructor at the flight school responsible for Aircraft Y and informed him of the incident involving all three aircraft and was informed that the school is taking action to ensure additional training and evaluation for the pilot of Aircraft Y. This is a situation that probably can be rectified by additional training on traffic pattern operations and collision avoidance for the pilot of Aircraft Y including methods and procedures to help insure the maintenance of situational awareness.  It was especially concerning that there were two incidents back-to-back where the pilot of Aircraft Y was unaware of the traffic on final. At the time of the conflict between Aircrafts X and Y I was very consumed with instructing my student on a stabilized approach to landing.  I probably should have been more attentive to tracking his location behind me and questioning his distance.
A student pilot was observed in two separate near mid air collisions while on a solo flight in the airport traffic pattern.