Small Aircraft
Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Flight Crew Last 90 Days 30; Flight Crew Total 4000; Flight Crew Type 5
Communication Breakdown; Situational Awareness
Aircraft Equipment Problem Less Severe; Conflict NMAC
Flight Crew Landed in Emergency Condition
Aircraft
During a VFR flight; I noticed a slight aircraft vibration that concerned me and I made the decision to land and investigate the issue on the ground. While entering a 45 degree entry to left downwind for Runway XX at ZZZ; I became aware that my radio had become inoperative. I visually cleared for traffic and completed a standard traffic pattern and approach to land. I landed slightly long and slightly fast and made the decision to go-around for a second landing attempt. On the crosswind to downwind turn; while visually clearing for traffic; I saw Aircraft Y on climbout in the pattern behind me. I assessed that either the aircraft had taken off immediately after my first landing; or the aircraft had entered the pattern behind me on a straight in approach. While completing a second pattern; Aircraft Y maintained a relatively close spacing to my aircraft. While on the initial phase of my landing roll; Aircraft Y passed me airborne at approximately 100 feet AGL; and offset to the right on either a go-around or low approach; indicating that he had not maintained sufficient spacing in the pattern behind me to conduct his landing option before I had exited the runway. I exited the runway at the departure end taxiway and positioned at a stop in the south ramp area to do a ground run-up and mag check. While I was performing this action; Aircraft Y completed a pattern to a full stop. Aircraft Y was clearing the runway as I was taxiing north to park. I noticed Aircraft Y come to a hold short of the parallel taxiway while I was still approximately 500 hundred feet from the intersection. As I approached his position; I slowed to give way to Aircraft Y to enter the taxiway ahead of me; but I assessed that the aircraft had remained stopped in the same position and the pilot was holding his cell phone up in the windscreen with both hands; as if waiting for me to pass and take a picture of my aircraft. I did not come to a complete stop. While taxiing past; I noticed the pilot; the single occupant of the aircraft; appeared to be taking pictures of my aircraft. Aircraft Y then entered the taxiway and maintained an uncomfortable distance behind me; so much so that I pulled over on the ramp to let the aircraft pass me. While Aircraft Y taxied past me; with his aircraft still in motion; the pilot had both hands holding his cell phone and appeared to be taking more pictures of my aircraft. He continued to do so even as he was past me; leaning over his left shoulder and looking backwards with his cellphone in both hands while his aircraft continued to move forward. I assessed that I had made the correct decision to allow the aircraft to pass me as he was clearly distracted from operating his aircraft. We both taxied to park in the north ramp. Minutes later; the pilot approach me and identified himself. We spoke about the occurrences. I explained my lack of radio calls due to the inoperative radio. I explained that I did not visually see him on his straight in possibly due to distraction from the engine issue; but that I will continue to enforce my own vigilance and VFR lookout. I expressed my concern for the uncomfortable pattern and taxi spacing and he seemed unreceptive. He also expressed significant concern for the fact that I did not allow him to enter the taxiway ahead of me as the aircraft exiting the runway; which I have addressed in this report.
Pilot reported that due to the inoperative radio they made an approach and landing without communicating and had an NMAC with another aircraft. During taxi to parking; the pilot of the other aircraft followed them closely and took photographs of the aircraft.