Small Aircraft
Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument
Flight Crew Last 90 Days 13; Flight Crew Total 720; Flight Crew Type 355
Communication Breakdown; Situational Awareness
Conflict NMAC; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Flight Crew Took Evasive Action
Human Factors
While on upwind in the pattern for Runway 17 at EDU; a faster airplane reported 4 miles inbound from the south. I assumed he would make a standard 45 entry and join behind us in the pattern; so I continued onto the crosswind; reported my position; and then turned onto the downwind. I was surprised when the other pilot reported that he too was on downwind; so I reported my position (on downwind abeam the 17 numbers) and began my descent. The other pilot did not clarify his position; and at that moment I saw an advisory on my ADS-B device that he was directly below me by 200 feet; evidently having already started his descent. I immediately arrested my descent; added power; and climbed back to TPA while bailing out of the pattern to the east of the field. I felt this was the safest direction to fly; in order to fly clear of the pattern; rather than to risk getting even closer to the other aircraft should he also choose to take evasive action. After reaching pattern altitude; I maneuvered over the university campus east of the field; at a TPA of 900 feet MSL; to re-enter the pattern on a left 45-degree entry while staying within 2 miles of the airport. It was then I realized that I was 100 feet below the minimum altitude required for VFR flight over a congested area. Even though I was within 2 miles of the airport; I now realize that I should have climbed to 1;000 feet AGL until entering the 45-degree leg to the downwind. I think this occurred due to getting saturated with what appeared to me like a very hazardous situation with a faster-moving aircraft who didn't make adequate radio calls; suddenly catching up with me in the pattern. In the future; I will anticipate that pilots may not make accurate calls with respect to their range and to seek clarification in cases like these.
GA pilot reported an NMAC while on the downwind at non-towered EDU requiring evasive action.  The pilot of the other aircraft had reportedly not been communicating properly; which contributed to the event.