Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Flight Crew Instrument; Flight Crew Private
Flight Crew Last 90 Days 40; Flight Crew Total 235; Flight Crew Type 100
Distraction; Situational Awareness
Conflict NMAC
Flight Crew Took Evasive Action
Environment - Non Weather Related
I was returning from a VFR cross country flight with a friend in the passenger seat. Our plane was had a Garmin GNS430 and a Mode C transponder; we were using the CTAF frequency at PYM at the time. We were planning on entering the traffic pattern at PYM. There was a lot of aircraft flying in under 2;000 FT MSL. A plane called a 4 mile final into Runway 15; we were close to that area and we decided to do a climbing turn to look for the traffic. The winds started to shift to favor [Runway] 24 but the other aircraft in the pattern were not changing runways. We decided to climb up to about 5;000 FT MSL over the shore line and do a few practice maneuvers to wait and let the other aircraft land or change runways.We did our clearing turns and did a few chandelles; steep turns; and lazy eights. On the last lazy eight; as we're returning to wings level we see an aircraft fly very close right under our left wing. It seemed to be about 300 FT below us and within 200 FT horizontally; it might have been closer; but at the rate that it flew under us it was very difficult to tell. I applied full power and made a 60 degree bank right turn immediately to try to avoid this aircraft. We thought it was a light twin. It looked like it made no efforts to evade us. They must have been on with ATC; as they were at 5;000 FT going at least 150 KTS; which would put them in the Boston Bravo in a matter of minutes. After this event; the pattern was clear and we made an uneventful landing. I don't know what was going on in the other aircraft; but with the changing attitude of my aircraft in the lazy eight; and the closing speed of the conflicting traffic; left for about a second to react and turn. The light twin being fast; relatively small; and in the blind spot under our nose was able to get too close without us seeing them. ADS-B would have been invaluable in this situation; as we would be able to see the other aircraft on the display quicker and easier than trying to spot it whilst performing a maneuver.
A pilot practicing proficiency maneuvers at 5;000 FT prior to a VFR approach to PYM has a near miss with an aircraft which he assumed was IFR because it was not on PYM CTAF.