Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Engineer; Flight Crew Air Transport Pilot (ATP)
Flight Crew Last 90 Days 30; Flight Crew Total 19000; Flight Crew Type 1700
Situational Awareness; Communication Breakdown; Confusion
Conflict NMAC; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Aircraft
Flight Crew Executed Go Around / Missed Approach; Flight Crew Took Evasive Action
Human Factors
While entering the downwind via the 45 for Runway XX; right traffic at ZZZ; we were following a Cessna. I was sitting in the passenger seat as the NFP (Non-Flying Pilot)/Safety Pilot observing my friends landing. We completed our landing checks and continued following the Cessna. As the Cessna reached our four o'clock position I told the PF (Pilot Flying) that he was clear to turn base leg behind the Cessna. We made our radio call; and turned to base leg. After we made another radio call to final; a young woman flying some sort of low wing canopy glass cockpit airplane turned directly in front of us and cut us off in the pattern. She did make a radio call announcing her turn to base. Approaching her turn to final she then queried 'how many airplanes are in the pattern and where are you'. I am sure she was completely unaware of our position. Out of the turn we were approximately less than a quarter of a mile at her seven o'clock position. Clearly she had no idea that she had just cut us off and was now on a simultaneous approach with another aircraft. The PF did not have the conflicting aircraft in sight until late after turning final. In the interest of safety; I took control of the airplane and elected to fly a parallel to her track. I passed by her left wing approximately 400 feet lateral distance and nearly level with her aircraft. Once I knew we were safely passed her aircraft I executed missed approach. We then came around for another successful landing to a full stop.
As background; ZZZ was heavily congested with training and weekend aviators. The approach to the downwind leg was reported via UNICOM as 4NM southeast to enter a 45 - downwind entry. We coordinated spacing with another crosswind aircraft to follow us for spacing in the pattern. Our aircraft was operating with LED strobe lights and all landing lights for visibility to other aircraft.Reported downwind; uneventfully. And recognized the aircraft we were to follow and mimicked their pattern to minimize spacing conflicts. Reported our base turn to UNICOM; uneventfully. Our track on base leg was approximately 2 NM from the end of the runway. At no time was our location questioned by the conflicting near miss aircraft.Reported a base-to-final turn; uneventfully and unquestioned. Upon the completion of the turn to final; I focused on vertical alignment to the runway and did not see the conflicting near miss aircraft. The PNF (Pilot Not Flying); in a radio call questioned the conflicting near miss aircraft to determine her position upon hearing the UNICOM base report. After it was determined the conflicting aircraft turned inside of our location; resulting in cutting us off placing our aircraft in a hazardous flight profile; PNF took control of the aircraft in a professionally coordinated manner. At this time; the conflicting near miss aircraft was well within 1/4 NM and somewhat above our altitude; which was approximately 300 ft. AGL. Because of her proximity to us; and her apparently being unaware of our location; the resolution was complex. Keep in mind in her base to final turn (Right Hand pattern) with a low wing aircraft she would have then been unable to locate us visually. In a UNICOM radio call; the conflicting near miss aircraft questioned 'how many aircraft are in the pattern and where are you'; indicating her further lack of awareness to traffic as she was a close in final; an inappropriate time to establish traffic.Suspecting her unpredictable actions; we were prevented from a turn to side step since it would have blocked our ability to monitor her activities. Our inter-cockpit discussion created the point; given our closure rate; that our only recourse; in the interest of safety; was to parallel her path; fly past her which would have given her awareness of our location; then when ahead of the conflicting aircraft; we could safely initiate a missed approach; which we did.We remained in the pattern for another approach and full stop landing; uneventfully.
Pilot on final approach reports a near miss with another aircraft.