Small Aircraft
Flight Crew Private
Flight Crew Last 90 Days 8; Flight Crew Total 146; Flight Crew Type 146
Communication Breakdown; Situational Awareness; Confusion
ATC Issue All Types; Conflict NMAC
Flight Crew Took Evasive Action
Human Factors
I approached PDK from the NE; and joined the right downwind for Runway 3R. I found that I had turned downwind a little too late at this point; and looking out my right window saw that assigned Runway 3R was about a quarter up from the strut of my aircraft - much closer than I should be.I started to turn a bit to the left to increase this distance; and then was cleared to land #2 behind traffic. When parallel to the runway numbers; Tower advised that the traffic to follow was over the numbers about to touch down; and that there was traffic also cleared to land on the parallel Runway 3L. I responded that I had visual of the traffic about to touch down that I was to follow. I did not see the parallel traffic at this time.As I was getting ready to turn base I noticed that I was still much closer than I should have been to the runway. I turned base with a plan to continue the turn to final to account for my close approach. When halfway through this turn I noticed that the traffic on final for the parallel runway was just ahead and to the right of me.For a brief moment I was unsure of what to do; as I did not want to continue straight which would put me against the traffic flow for 3L; and I was not sure if I could safely continue my turn to Runway 3R without getting dangerously close to the parallel traffic. I elected to perform a sharp left turn to ensure I could get behind conflicting traffic; then turned right to finish my turn onto final. By the time I had completed my right turn I was aligned with Runway 3L and directly behind the traffic. I turned right to align with Runway 3R; and landed with no other notable events.There was no communication about this incident from the conflicting traffic or ATC. I'm not sure if either of them saw what had happened. I do not believe that fatigue or other physiological effects played a role in this incident. Reflecting on this event I believe that this situation should have been prevented by requesting an extended downwind to correct my distance from the runway.
GA pilot reported an NMAC during final approach to PDK airport requiring evasive action.