Small Aircraft
Flight Crew Student
Flight Crew Last 90 Days 12; Flight Crew Total 59; Flight Crew Type 56
Distraction; Situational Awareness; Training / Qualification; Communication Breakdown
ATC Issue All Types; Aircraft Equipment Problem Less Severe; Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Flight Crew Requested ATC Assistance / Clarification; Flight Crew Took Evasive Action
Staffing; Human Factors; Environment - Non Weather Related
Person X and I went to the airport to solo together in separate planes. We checked out the airplanes; and flew around the pattern for a while before the encounter. Comm 2 wasn't working in the plane I was flying so I was using ForeFlight on my phone for ATIS. There were around 5-6 aircraft in the pattern at the time I was flying; and I found that a little stressful. Especially because I was Aircraft X; and there was a similar sounding call sign also in the pattern. In left downwind; the tower stated that information India was now current. Because Comm 2 wasn't working in the plane I was flying; I used my phone to call ATIS so I could hear what the altimeter and winds were. While I was listening to that; the Tower called me and cleared me to land Runway XX; number 3 in the pattern sequence. Due to the confusion of trying to turn off ATIS and listening to Tower at the same time; I misheard number 3; and radioed back number 2. The Tower did not call back and correct me. I saw the first aircraft land and proceeded to turn base and then final as if I was the next plane in the sequence (which I thought I was). Before I turned final; another plane announced that they had seen several large birds in front of Runway XX and possibly in the way of aircraft on final approach. Since I was preparing to turn final; I looked out my window to the left to search for the birds. Before I was wings level on final; another aircraft called Tower saying that they had been almost hit by another aircraft (they said they had no idea where it came from); and they were going to go-around. It took me a minute to realize that 'the other plane' was me. Once I did; I finished my touch and go; then continued upwind. Tower called me and informed me that I had cut off another aircraft. I apologized; and completed a full stop landing shortly afterwards.After Person X and I got home; we listened to the ATC calls and responses to see if we could figure out what went wrong. We learned that I had misheard Tower when he said number 3. Later; I was called by the lead CFI at flight training school X to get my take on the encounter. I told him what I knew; and I was able to learn from him that the other plane was a high wing [aircraft] that was on an extended left downwind when this happened; and he was below and behind me. Since I was a low wing [aircraft]; we were both in each other's blindspot. I also learned that normally there are two people in the tower; one operates ground; the other operates tower; but due to COVID; there was only one person operating ATC; and he was operating both tower and ground with 6 aircraft in the pattern and 3 on the ground at the time of the encounter and one of the aircraft on the ground wasn't reading back their hold short instructions properly.Two things could have helped with this situation:  1) When the tower reported that the current information had changed to India; had the altimeter; winds and visibility also been reported; I wouldn't have needed to listen to ATIS.  2) When multiple aircraft are cleared for landing in sequence (number 2; number 3; etc.) if the tower indicated to each aircraft when it moved up in position; I would have been informed that I had moved from position number 3 to position number 2 and realized I had incorrectly heard the first position.
Incident happened on final approach on a training flight with a student who has accomplished approximately XX hours of training for a private pilot license. We were cleared for the option on Runway XX at ZZZ. At approximately 600 feet and 1 mile from the approach end of the runway the student exclaimed about an airplane very close. I looked to the left to see Aircraft X in wings up left turn approximately 100 feet above and slightly ahead of us.Immediately took control from the student and turned away from the other aircraft and began a climb since landing was certainly not possible. Called the Tower to report and was told to fly to the right of the runway and later to fly a right pattern. And of course we complained to the Tower about the other aircraft turning in front of us. We continued the lesson and completed several more landings.Upon later listening to the recording of the incident it was discovered that the Controller cleared Aircraft X to land '#3' but Aircraft X acknowledged as '#2'. The Controller did not correct Aircraft X as to the sequence of landing aircraft. I have contacted the Tower manager and he confirmed that because of COVID-19 operation; there is only one Controller in the cab at any one time. The Controller was handling at least 5 aircraft in the pattern and another 3 aircraft the ground. Between conflicting radio calls and the number of aircraft; the Controller was overwhelmed with traffic and did not hear the incorrect acknowledgment.Corrective actions should include a plan to have at least two controllers in the cab when traffic increases to the level that challenges the ability of one Controller to maintain situational awareness.We have spoken to the Chief Flight Instructor of the flight school. He has spoken to the student who was flying and has determined that the student was listening to the ATIS on downwind and perhaps was not maintaining adequate situational awareness.I have examined my own attitudes toward situational awareness in Class D airspace and have realized that I need to pay closer attention to the location of other aircraft in the pattern; particularly when the airport is busy. It is possible that I could have realized that the other aircraft had mistakenly acknowledged his place in the traffic flow. Additionally; it might be advisable to depart the pattern when is gets too busy and find another airport at which to practice touch and goes.
Pilot reported incorrectly reading back their landing sequence number and turning in front of another aircraft on final approach. The pilot of the other aircraft reported taking immediate evasive action to avoid a collision. Both pilots reported the traffic pattern was busy and the Controller was handling both Ground and Tower operations.