Narrative:

I had taken off from runway 2 at bremerton. I had announced taking the runway for departure; closed traffic. The sky was clear and it was a busier pattern than the last few weeks I had flown. I heard another [aircraft Y] call in stating they were setting up for 45 to the right downwind for 2; but didn't see them. At 1;100 feet MSL I made my turn to the right crosswind and made my call. At 1;300 feet MSL I suddenly saw aircraft Y almost directly above me about 100 feet turning onto the right downwind. I immediately stopped my climb and turned slightly left. At the same time; I heard the traffic call that they were looking for the traffic on crosswind and couldn't see them. I was still a little shaken and hesitated on responding; then I heard them call that they could see me below. I slowed my speed in the pattern and stayed at 1;300 feet (normal tpa 1;450) to keep them in front of me.looking back; there were a few things I could have done better:1) I could have made a radio call as soon as I saw aircraft Y. It startled me and my first thought was to arrest the climb and maintain spacing; then it took me a moment to recover and call the traffic; but I should have called out.2) after the near miss; I made a touch and go. I should have made it a full stop; taken a few moments to collect my thoughts; because it rattled me for the next few minutes.this made me question the efficacy of the 45 to the downwind pattern entry. When I started returning to flying a few weeks ago; during my BFR I started a 45 to a left downwind. My instructor noted that I was going to enter the pattern towards the crosswind leg of the field rather than at midfield. It can be hard to judge whether you're going to join at midfield; especially at airports with shorter runways. I wonder if it would be effective to approach at a 90 degree angle to the downwind; with the full traffic pattern in view; which makes it easy to join the pattern midfield. Additionally; having the joining airplane make a 90-degree turn to enter the pattern makes the joining airplane more visible through the movement of the wings. The 45 to a right downwind (versus a left downwind) puts traffic on the passenger side of the airplane and requires extra vigilance from the pilot. I believe this was what happened with the other plane: their 45 to the right downwind had them join the pattern at the junction of the crosswind and downwind legs; rather than midfield.

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Original NASA ASRS Text

Title: Pilot reported a NMAC while in a traffic pattern with another aircraft that was wanting to land.

Narrative: I had taken off from Runway 2 at Bremerton. I had announced taking the runway for departure; closed traffic. The sky was clear and it was a busier pattern than the last few weeks I had flown. I heard another [Aircraft Y] call in stating they were setting up for 45 to the right downwind for 2; but didn't see them. At 1;100 feet MSL I made my turn to the right crosswind and made my call. At 1;300 feet MSL I suddenly saw Aircraft Y almost directly above me about 100 feet turning onto the right downwind. I immediately stopped my climb and turned slightly left. At the same time; I heard the traffic call that they were looking for the traffic on crosswind and couldn't see them. I was still a little shaken and hesitated on responding; then I heard them call that they could see me below. I slowed my speed in the pattern and stayed at 1;300 feet (normal TPA 1;450) to keep them in front of me.Looking back; there were a few things I could have done better:1) I could have made a radio call as soon as I saw Aircraft Y. It startled me and my first thought was to arrest the climb and maintain spacing; then it took me a moment to recover and call the traffic; but I should have called out.2) After the near miss; I made a touch and go. I should have made it a full stop; taken a few moments to collect my thoughts; because it rattled me for the next few minutes.This made me question the efficacy of the 45 to the downwind pattern entry. When I started returning to flying a few weeks ago; during my BFR I started a 45 to a left downwind. My instructor noted that I was going to enter the pattern towards the crosswind leg of the field rather than at midfield. It can be hard to judge whether you're going to join at midfield; especially at airports with shorter runways. I wonder if it would be effective to approach at a 90 degree angle to the downwind; with the full traffic pattern in view; which makes it easy to join the pattern midfield. Additionally; having the joining airplane make a 90-degree turn to enter the pattern makes the joining airplane more visible through the movement of the wings. The 45 to a right downwind (versus a left downwind) puts traffic on the passenger side of the airplane and requires extra vigilance from the pilot. I believe this was what happened with the other plane: their 45 to the right downwind had them join the pattern at the junction of the crosswind and downwind legs; rather than midfield.

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.