Narrative:

Aircraft X was on IFR flight plan for practice approaches. Upon reaching shiloh; rockingham airport the aircraft was cleared for the RNAV 31 approach after flying the course reversal and cleared to change to advisory frequency. After crossing verms; a traffic call was made and aircraft X descended to 2;400 ft. And leveled off; waiting to cross the FAF before continuing a descent to 1;400 ft. Between this leg traffic behind aircraft X was noticed by the instructor. About 500 ft. Above but continuing on a course to overtake us on final approach. Aircraft X made another traffic call notifying all aircraft on the CTAF that a practice RNAV 31 was being flown with the assumption that the aircraft behind us may also be coming in to land at shiloh. No other transmissions were heard. Upon reaching klute (the final approach fix on the approach) the student configured the aircraft to land; however the descent was not made because it was evident the aircraft following in trail (aircraft Y); now at the same altitude and about 1 mile behind; very close behind in what appeared to be an overtake of aircraft X. After continuing a bit longer on the approach; traffic advisory was received on our tis saying traffic behind 300 ft. Below. We continued to hold altitude in order to ensure our own safety as the aircraft behind and now below; made a traffic call saying they were on an RNAV 31 approach. Aircraft X stated we were also on the same approach; to which aircraft Y responded not to descend since they were below us and to wait until we had a visual on them. Aircraft X maintained altitude and upon seeing aircraft Y in front and now below continued the descent to minimums about .5 nm from pewfew the descent was continued. Obviously; being the aircraft in front and initially lower on the approach we also had the right of way which was not respected by aircraft Y. Giving up right of way and holding altitude was a decision that was made for safety and to avoid any further kind of collision hazard. It is difficult to say how close the aircraft below aircraft X was since they were behind and then below; but the traffic advisory was 300 ft. Upon completion of the approach and execution of the missed; greensboro approach was notified of the incident and some information of the event was provided.

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Original NASA ASRS Text

Title: PA-28 flight Instructor reported an NMAC event during landing practice.

Narrative: Aircraft X was on IFR flight plan for practice approaches. Upon reaching Shiloh; Rockingham airport the aircraft was cleared for the RNAV 31 approach after flying the course reversal and cleared to change to advisory frequency. After crossing VERMS; a traffic call was made and Aircraft X descended to 2;400 ft. and leveled off; waiting to cross the FAF before continuing a descent to 1;400 ft. Between this leg traffic behind Aircraft X was noticed by the instructor. About 500 ft. above but continuing on a course to overtake us on final approach. Aircraft X made another traffic call notifying all aircraft on the CTAF that a practice RNAV 31 was being flown with the assumption that the aircraft behind us may also be coming in to land at Shiloh. No other transmissions were heard. Upon reaching KLUTE (the final approach fix on the approach) the student configured the aircraft to land; however the descent was not made because it was evident the aircraft following in trail (Aircraft Y); now at the same altitude and about 1 mile behind; very close behind in what appeared to be an overtake of Aircraft X. after continuing a bit longer on the approach; traffic advisory was received on our TIS saying traffic behind 300 ft. below. We continued to hold altitude in order to ensure our own safety as the aircraft behind and now below; made a traffic call saying they were on an RNAV 31 approach. Aircraft X stated we were also on the same approach; to which Aircraft Y responded not to descend since they were below us and to wait until we had a visual on them. Aircraft X maintained altitude and upon seeing Aircraft Y in front and now below continued the descent to minimums about .5 nm from PEWFEW the descent was continued. Obviously; being the aircraft in front and initially lower on the approach we also had the right of way which was not respected by Aircraft Y. Giving up right of way and holding altitude was a decision that was made for safety and to avoid any further kind of collision hazard. It is difficult to say how close the aircraft below Aircraft X was since they were behind and then below; but the traffic advisory was 300 ft. Upon completion of the approach and execution of the missed; Greensboro approach was notified of the incident and some information of the event was provided.

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.