Super King Air 200
Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Flight Crew Last 90 Days 25; Flight Crew Total 3800; Flight Crew Type 1800
Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Flight Crew Took Evasive Action
Human Factors
I wish to report a near midair collision involving our King Air 200; and an experimental jet; subsequently identified as an L-39. Weather at the time was clear and visibility unlimited. I reported 12 miles northeast of airport; on the common traffic frequency. I was advised the active runway was 5 and to enter the pattern on a right downwind leg. Just prior to our entry into the pattern an 'experimental jet' reported his position as 12 miles west for a straight in landing runway 5. I then reported our position a second time upon entering the right downwind leg.About the time I was mid right downwind; the experimental jet reported a second time west on a 10 mile final. I radioed to the jet asking his airspeed and reported I was indicating 120 knots. He radioed back '200 knots'. I responded to him that I would extend my right downwind leg to allow him to land first. It was apparent to me; given his airspeed; I might not be able to turn right base and safely land first even though I was closer and had the right away.About 20 seconds later; I radioed the jet asking his location as I was not picking him up on our TCAS. The only aircraft I saw on TCAS was behind me about 5 miles and 2000 feet above. He responded he was about 8 miles west.Approaching 2 miles past the airport and extending my right downwind leg for the jet; I heard him report entering right downwind for runway 5! I immediately radioed and brought to his attention that he had reported his location as west not east. He stated that his correct location was; in fact; entering right downwind for runway 5; behind us. I immediately started my right base and radioed my turn to him and that he would now have to follow us for landing of which he acknowledged.On short final; approximately one mile; I looked at my TCAS and was surprised to see a target overtaking us from behind merging with our aircraft symbol. Almost immediately thereafter he radioed; with an excited voice; 'Hey; there's an aircraft in front of us!' I immediately replied 'That's us; the King Air you were supposed to follow!' He immediately broadcast he was going around.Visually; I do not know how close he approached us from behind but people on the ground said it looked very close.Later it became clear to me the target earlier identified on my TCAS; at the time I was entering the right downwind leg; was the jet arriving from the east... not the west.In summary;  his failure to report his correct location from the airport;  his acknowledgment of our broadcast that we were; in view of the realization of his incorrect reporting of his location; going to start our right base and he would follow us;  his failure to identify us on final before he started his right base;  his failure to report turning right base and;  his failure to report turning final approach led to the incident that could very well have cost us our lives.
BE20 Pilot reported a NMAC on approach to landing when the aircraft was being overtaken by an L39 from behind. The pilot reported the second aircraft made a go-around.