Small Aircraft
Flight Crew Commercial; Flight Crew Instrument
Flight Crew Last 90 Days 20; Flight Crew Total 1600; Flight Crew Type 1400
Communication Breakdown; Situational Awareness
Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Flight Crew Executed Go Around / Missed Approach; Flight Crew Took Evasive Action
Aircraft; Human Factors
Returning from a routine refueling at ZZZ; I monitored LDJ CTAF starting 15nm out and made position reports 10 and 5 miles out. Upon entering the downwind leg; I spotted Aircraft Y heading right for me at my 8 o'clock position from the northwest. This was a very unusual place in the traffic pattern for there to be traffic because it was at a 45 degree angle from inside rather than outside of the traffic pattern. Crosswind traffic would normally be 90 degrees perpendicular to the downwind and would have better visibility of downwind traffic. The Aircraft Y airplane was quickly approaching slightly from above and behind. The only available course of action was to speed up my Aircraft X to evade the trailing airplane. Turning was not a prudent action because that would cause a slow down and possibly allow Aircraft Y to catch up. I announced on CTAF; 'Aircraft Y you have Aircraft X right in front of you' to which Aircraft Y responded that he is slowing down. This was the first transmission I have heard from Aircraft Y since monitoring CTAF 15nm out. Glancing over my shoulder several times; I could see Aircraft Y starting to fall a little further and further behind. In order to make more room for Aircraft Y; I decided to turn a tighter than usual base so that Aircraft Y could extend downwind and still land behind me. With 2 fast airplanes with a tailwind on downwind leg; there was little time to chat about who was going to do what. I just tried to stay fast to avoid him catching up to me and keep the pattern tight to give him room to extend and land behind. I announced base on CTAF and lower the landing gear. I look behind for Aircraft Y on downwind and saw him initiate a turn parallel to my track. I queried on CTAF; 'Aircraft Y what are you doing?' to which he responded that he is turning base. Aircraft Y created a collision conflict for a second time in the same landing pattern by cutting the base leg inside of my base leg when I was already established on a tight base leg near to the airport. At this point; I was uneasy and unsure of how to sequence a landing with this unpredictable airplane so I initiated a go-around from the base leg. I stated on CTAF; 'Aircraft X going around for Aircraft Y.' At this point unease gave way to frustration. The first close call; one could say that somebody didn't hear someone or someone didn't see someone. But this time the actions appeared deliberate and rushed. In order to avoid conflict; even though my aircraft initially had right of way by being both lower and further along in the traffic pattern; I side stepped to the upwind leg parallel to the airport and went around while Aircraft Y had landed. My frustration was that not once but twice; the lack of sufficient visual scan and mediation with other traffic in the pattern; the Aircraft Y forced me to take evasive action. Every action to preserve safety of flight had to be undertaken by me; whereas Aircraft Y performed no maneuvers; radio calls; or other actions to increase separation. Instead; he cut inside of my pattern to end up on the ground first. It is my belief that Aircraft Y failed to self-announce and to monitor CTAF for Linden airport until after the close call on downwind. I do not believe that I had experienced a radio problem because prior to flight I performed a radio check on CTAF; during the day had communications with ATC; and had been monitoring Linden CTAF from 15nm and hearing other traffic. However; the first communication from Aircraft Y was only the acknowledgment that he was slowing down after coming up very close on my tail in the traffic pattern. The proximity of the close call is difficult to judge; however; having flown formation flights with the Aircraft X group; I can say that at the closest point Aircraft Y was closer than route position in formation flying. This was probably the closest proximity to another airplane in flight that I have ever experienced in 1500 hours (outside of deliberate prearranged formation flying). Unfortunately; I am not sure how in retrospect things could have been handled differently. Luckily; no one was hurt or damaged so there is no harm done. However; it was still a close call and if I had not taken evasive action; I am not certain that a collision could have been avoided. Luckily in addition to self-announcing; I kept a visual scan both ahead and behind me and was able to evade the approaching Aircraft Y. Ideally; I would have better explained my position and intentions when turning base ahead of Aircraft Y. I was a bit preoccupied keeping a close watch and remembering to put the gear down. Hopefully in the future; both pilots can fly their aircraft in a more predictable manner so that with or without communications; safety of flight can be maintained at all times.
GA pilot reported a NMAC twice with an aircraft in the pattern.