PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Flight Crew Commercial; Flight Crew Instrument
Flight Crew Last 90 Days 50; Flight Crew Total 560; Flight Crew Type 250
Distraction; Communication Breakdown; Fatigue; Workload; Time Pressure; Situational Awareness
Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Unstabilized Approach
Flight Crew Took Evasive Action
Human Factors
Close call event on short final to Runway 13 and unstable approach at ZZZ after finishing a long cross-country home from ZZZ1. Event occurred after being cleared for the visual approach to Runway 13 from Approach and switching to the local advisory frequency. I made a call on the advisory frequency on a 5 mile initial to the left downwind for Runway 31; intending to enter the traffic pattern. The aircraft was descending and I was very fast; 130 KIAS; with the intent to slow the aircraft in the pattern. Switching back to Approach frequency to cancel the IFR flight plan I decided on a straight in approach to Runway 13 to save time; while on Approach I missed the local traffic call of an aircraft taking Runway 31 to depart. After switching back to the local advisory frequency I made an advisory call for a 3 mile final to Runway 13 and I was switching the landing runway. The ADS-B data link immediately showed a traffic target directly ahead and climbing from Runway 31; passengers in my airplane spotted the traffic; and the other aircraft and I communicated to ensure we would avoid each other. Being distracted by the traffic close call; handling the radio swaps; and changing our approach I did not slow the aircraft down or add full flaps. Attempted to land with two notches of flaps and very fast; floated the aircraft most of the runway with braking in the final 1000 ft. Factors and Chain of Events:1. Long day of flying; and being tired from week at ZZZ1 contributed to wanting to be home. Additional time pressure of needing to pick up the family dog from the boarder affected decision making on speeds to fly and ultimately the runway selection.2. Concerns about forgetting to close the IFR flight plan; especially when tired; under time pressures; and distractions of passengers (kids); etc; contributed to cancelling in the air very close to the local airport operations. I should have stayed on the advisory frequency whenever within 5 miles of the airport that is known to be busy. Without ADS-B I would not have known about the departing traffic.3. Long two weeks of very good; challenging; and very safe flying supported an overconfidence in flying the airplane outside of SOPs; which contributed to flying way too fast on short final and almost floating the entire runway. Established patterns; speeds; altitudes; and power settings are practiced and used for good reason...to take variability out of flying and allow for handling of non-routine issues. Flying outside of SOP adds variability and multiplies risks that could overwhelm the pilot.4. Inaction of sticking with the originally stated plan to enter the downwind for Runway 31; the radio call is not just an advisory of what I am doing; but provides information to other operators on how the airport is flowing. Changing the plan adds risk to all of the other operators.
Pilot reported NMAC on approach to land.