Narrative:

We had just finished IFR approaches at pbi with numerous precision and non-precision approaches. We cancelled our IFR clearance and were returning to our home base at F45; an uncontrolled airport; for our last ILS of the day. We were flying an ILS to 8R at F45. The winds were favoring 13 reported at 120/6 knots on AWOS 119.975. There were multiple aircraft utilizing 13; both fixed wing on right hand pattern and rotor wing with left hand pattern to 13. I was working with an instrument student working toward an instrument proficiency check. We intercepted the localizer inbound west of azcid at 1600 feet. I questioned the student about circling to 13 or straight in to 8R. He decided to utilize 8R for straight in based on winds and lower minimums. I thought we could work with the traffic and maintain separation from all other traffic; so I agreed with the student for straight in 8R. Around the time of azcid intercept; we were questioned on intentions by helicopters using 13 right-hand pattern. We advised we would use 8R straight in. Another fixed wing was reporting from the south for a 45 degree entry to right patter for 13 at 1000 feet. We maintained clearance both visually and on the radio with all traffic and would yield right of way to traffic in pattern. During that time; it appeared that only 2 rotor wing were on left pattern; downwind and base; and the fixed wing on the 45 to downwind 13. After descending out of 1000 on the localizer and glide slope and calling 45' downwind traffic in sight; the aircraft stated on the radio; after discussion about our 8R decision; that he was 'going to go say hi to us' he made an abrupt turn to 270 and ended up on a direct opposite direction from us in a head on position. By his radio call and maneuver; it appeared he was threatening us or trying to intimidate us with his aircraft. He stated he was at tpa prior to this but appeared to aim for us. He appeared to be a low wind fixed gear. We were at approximately 700-600 descending. I advised him on the radio he did not need to do that. We continued with no conflict to any other traffic. He made a 2nd abrupt turn back to 31 for the downwind with approx 500 vertical and 1/2 horizontal separation. After landing without further incident; a low wing aerobatic plane was blocking the taxiway prior to our turn off for the ramp. We taxied to ramp and secured the aircraft. A golf cart pulled up and asked if we thought that was safe. I had no idea who this person was. I explained our reason and asked if he thought turning directly into a head on path to traffic was safe? The conversation ended.

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Original NASA ASRS Text

Title: Flight Instructor reported that during an ILS approach another fixed-wing aircraft in the pattern made abrupt turns and ended up on a direct opposite course from a head-on position. The instructor reported that by his radio call and the maneuver it appeared the other pilot was trying to intimidate them by aiming at their aircraft.

Narrative: We had just finished IFR approaches at PBI with numerous precision and non-precision approaches. We cancelled our IFR clearance and were returning to our home base at F45; an uncontrolled airport; for our last ILS of the day. We were flying an ILS to 8R at F45. The winds were favoring 13 reported at 120/6 knots on AWOS 119.975. There were multiple aircraft utilizing 13; both fixed wing on R hand pattern and rotor wing with L hand pattern to 13. I was working with an Instrument student working toward an Instrument Proficiency Check. We intercepted the localizer inbound west of AZCID at 1600 feet. I questioned the student about circling to 13 or straight in to 8R. He decided to utilize 8R for straight in based on winds and lower minimums. I thought we could work with the traffic and maintain separation from all other traffic; so I agreed with the student for straight in 8R. Around the time of AZCID intercept; we were questioned on intentions by helicopters using 13 right-hand pattern. We advised we would use 8R straight in. Another fixed wing was reporting from the south for a 45 degree entry to R patter for 13 at 1000 feet. We maintained clearance both visually and on the radio with all traffic and would yield right of way to traffic in pattern. During that time; it appeared that only 2 rotor wing were on L pattern; downwind and base; and the fixed wing on the 45 to downwind 13. After descending out of 1000 on the localizer and glide slope and calling 45' downwind traffic in sight; the aircraft stated on the radio; after discussion about our 8R decision; that he was 'going to go say hi to us' he made an abrupt turn to 270 and ended up on a direct opposite direction from us in a head on position. By his radio call and maneuver; it appeared he was threatening us or trying to intimidate us with his aircraft. He stated he was at TPA prior to this but appeared to aim for us. He appeared to be a low wind fixed gear. We were at approximately 700-600 descending. I advised him on the radio he did not need to do that. We continued with NO conflict to any other traffic. He made a 2nd abrupt turn back to 31 for the downwind with approx 500 vertical and 1/2 horizontal separation. After landing without further incident; a low wing aerobatic plane was blocking the taxiway prior to our turn off for the ramp. We taxied to ramp and secured the aircraft. A golf cart pulled up and asked if we thought that was safe. I had no idea who this person was. I explained our reason and asked if he thought turning directly into a head on path to traffic was safe? The conversation ended.

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.