Small Aircraft; High Wing; 1 Eng; Retractable Gear
Flight Crew Instrument; Flight Crew Commercial
Flight Crew Last 90 Days 250; Flight Crew Total 5000; Flight Crew Type 3600
Communication Breakdown; Confusion
Conflict NMAC
Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented; Flight Crew Took Evasive Action
Airport; Environment - Non Weather Related; Human Factors; Procedure
While on final approach into OSU; I was involved in a near miss incident with another aircraft. I was the second of three aircraft that were cleared to land in sequence on Runway 27R. Once I started my final approach descent; I heard the local Air Traffic Controller on duty give a landing clearance to another aircraft onto [Runway] 27R. This aircraft was in the right downwind leg of the pattern; and I specifically heard the Controller advise him that he was number three for the runway. As a further instruction to the third pilot for the runway; I heard the Controller tell that pilot to report my aircraft in sight; upon which the pilot of the aircraft stated that he did have me in sight. At this point; I was well into my final approach descent for the runway; so this aircraft was in my blind spot; above my right wing. A moment later; I heard the Controller giving very urgent and concise instructions for the pilot of this aircraft to take immediate evasive action; as he was flying directly toward my aircraft. I raised my right wing and saw the aircraft on a right base leg; descending and flying directly toward my aircraft. I believe the last I recalled on my TCAD device was his aircraft being 0.4 mile from my position and 250 FT above me. Due to me being stabilized in my final approach; I took no evasive action of my own; as I was uncertain what actions/reactions the pilot of the other aircraft would be taking; so I continued on down to the runway in my approach; without any further incident.
On downwind for [Runway] 27R; I was given Tower instructions: '27R; number 3; your traffic is at 23 and 270; 1;600 FT; inbound for 27R.'I saw traffic number one and reported him in sight as traffic number two. After I reported the traffic in sight; I was cleared to land [Runway] 27R. I waited for what I thought was traffic two to clear my wingtips; and then turned from downwind to base for [Runway] 27R. Meanwhile; the actual traffic number two was beginning his final leg for [Runway] 27R.At approximately half way through my base leg; I was given tower instruction that I have traffic immediately off my nose. I entered a left turn estimated to be about 45-60 degrees in bank to avoid the traffic. After this I was cleared to enter a right base for [Runway] 27L and cleared to land.The traffic pattern was busy. I had messed up some radio calls with Tower earlier and was eager to report the traffic in sight; so as not to cause them any more issues. I misidentified traffic.
Two pilots on visual approach to OSU Runway 27R reported near miss after the student pilot in aircraft three misidentified as his traffic; aircraft one on short final and turned base into actual traffic which he had not seen.