PC-12
Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Commercial; Flight Crew Flight Instructor
Flight Crew Last 90 Days 47; Flight Crew Total 3092; Flight Crew Type 429
Communication Breakdown; Confusion
Conflict NMAC; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Flight Crew Became Reoriented
Human Factors; Airport
As I was approaching BDN I announced my intentions to cross over the airfield from the east and enter a right downwind for Runway 16 as the winds were calm. At approximately less than 10 miles out; traffic on frequency asked if anyone was using Runway 34; someone replied the calm wind runway was Runway 16; then someone mentioned that gliders were using Runway 34. At this point the airport was 5 miles or less from my present position and decided to inform traffic that I was switching to Runway 34 (since others were using Runway 34); planning to enter on a left downwind. I misinterpreted my position from the moving map on the iPad and mistakenly entered a right downwind for Runway 34 instead of a left downwind. As I turned right downwind Runway 34; I recognized something didn't look right; I maintained altitude of 5;000-5;200 feet MSL and made a radio call but believe to have announced an erroneous position; I saw a Cessna on left base Runway 34 pass approximately 500 feet below. Another aircraft on left downwind said he had a visual on me but didn't know what I was doing. I apologize and said I wasn't familiar with the area; and that was going to intercept the 45 left downwind Runway 34. I continued heading west and then entered the 45 left downwind Runway 34; this time being on the correct pattern side; and continued.This was my first time at BDN; and although I had done my homework and knew Runway 16 was right pattern and Runway 34 left pattern; I only planned for Runway 16 since it is the designated calm wind Runway and the winds were calling light or calm. I should have planned also for Runway 34; for an instance like this or I also could have overflown the airfield and given myself time to re-plan my entry and comeback; especially since my entry plan had to change pretty close to the destination once I knew other aircraft were using Runway 34. I also could have use other resources such as my heading indicator and double check my position in relation to the Runway and proper traffic pattern.
PC-12 pilot reported they made an incorrect pattern entry to a non-towered airport resulting in a near miss.