Any Unknown or Unlisted Aircraft Manufacturer
Flight Crew Instrument; Flight Crew Private
Flight Crew Last 90 Days 11; Flight Crew Total 1150; Flight Crew Type 370
Communication Breakdown; Distraction; Situational Awareness
Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Flight Crew Executed Go Around / Missed Approach; Flight Crew Took Evasive Action
Environment - Non Weather Related; Human Factors; Procedure
This incident occurred on straight-in final approach to Runway 31 at my home airport PAO. This flight originated south of SJC. I was in contact with Norcal on 120.1 for SJC Class C clearance with a hand off to NUQ Tower on 119.55. Cleared through NUQ class D and advised of info Bravo (winds favoring Runway 31 at PAO) and that PAO Tower was closed. Comm 1 King 155A was on 119.5 with 118.6 in waiting.  At 1;500 FT and 3 miles focus was on airspeed; landing configuration; and final approach. Wheels down; flaps 15 degrees; 100 KTS; PAPI/RWY 31 lights indicated low on the glide slope and right of mid-line. Corrected alignment and used excess airspeed with some power to hold altitude to glide slope intercept at 80 KTS. No traffic observed; radio silent. At around 500 FT; perhaps lower; a high-wing aircraft flew across and above my flightpath. I initiated a go-around and checked Comm 1 setting - still on 119.55 NUQ and NOT on PAO advisory 118.6. Switched to 118.6 and announced my go-around intentions; the Cessna also (calmly) announced a go-around and said he had 'called base'; which I am sure he had but I had obviously not heard. I apologized for being on the wrong frequency; entered a right-hand pattern to Runway 31 and landed; followed by the Cessna. I attempted to confer with the Cessna pilot after tie down but could not locate him on the ramp.This is a flight I have made many times but rarely at night. Certainly when PAO Tower is operational there is a hand off instruction from NUQ to switch to PAO frequency. With the Tower closed I still anticipated this prompt and my focus was elsewhere. In retrospect I should have been proactive and announced to NUQ that I was switching to PAO prior to the final approach process and not rely on a prompt which may only be a courtesy and not a requirement for the Controller in this situation.
A pilot talking to NUQ Tower while on approach to PAO had a near miss at 500 FT with an aircraft also on PAO Runway 31 final but communicating on PAO CTAF because the Tower was closed during night operations.