Narrative:

Conditions wind light and variable, plane BE36 bonanza. I had just returned from a long cross country IFR trip and was planning entry into my base C77 at belvidere, il. I had not heard any radio xmissions from the field since I started listening 15 mi out. ATC had informed me of one plane in the pattern as I canceled. At 5 mi out called unicom for active, there was no reply. I announced my intentions to enter left downwind runway 30 land, and once again upon entry to left downwind runway 30. It was at this time a radio transmission reported 'active I believe is runway 12,' then a cessna reported left downwind for runway 12 touch and go. I saw what appeared to be a high wing plane well into left downwind runway 12. Felt best if I followed that plane so I completed the pattern around to enter left downwind runway 12 and announced intentions. It was at that time that I observed I was overtaking a 152 cessna in the pattern 300 ft below and 1000 ft to my left. I stated that I observed 2 cessnas in the pattern belvidere. Reply 'I think the other is a stinson.' I reported that I would be #2 to land at belvidere still assuming the first plane would land runway 12 as he appeared to be now turning left base. I extended my left downwind leg and turned left base and then 2.6 mi final for runway 12 belvidere. I observed the 152 cessna turn a quick left base and then final in front of my position for landing on runway 12 touch and go. The other plane was landing on the grass runway 9 and was not in communication. Both the cessna on short final for runways 12 and 9 appeared to be on the same glide path and touch down point. Cessna radioed 'aware of landing traffic runway 9.' I expected the cessna to do a go around at this time for it appeared quite unsafe. An aborted landing by the plane landing on runway 9 would of forced an immediate conflict for the cessna and the absence of radio communication by the first plane landing runway 9 increased the risk. The cessna chose to fly over conflicting traffic but instead of touch and go performed a land and go. The delay to become airborne again by the cessna forced me to call and perform a go around. Tracking right and out climbing the cessna kept separation 400 ft plus. I asked for permission to land twice. The cessna took the hint and exited 45 degrees out. I had announced my altitude first for I believe they would not be able to see my position. I announced my intentions to turn behind the left downwind runway 12 and did such. Landing successfully. I feel I dangerously flew close to the cessna in traffic pattern. The first time I was unaware of its position for it was lower than tpa. The second time due to a forced go around because cessna cut in front of landing traffic and failed to execute with alacrity a touch and go. The third time may have been on pattern reentry behind the cessna. Possibly both of us assumed we were first to land. The cessna not allowing a faster plane to land first complicated matters. To avoid such a situation again I will not allow myself to be on final again with a slower plane in front. Also being more mindful that at C77 there is a lot of training flts and their flight might not always be so predictable.

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Original NASA ASRS Text

Title: BE36 MAKES GAR TO AVOID CONFLICT WITH C152 AT NON TWR ARPT.

Narrative: CONDITIONS WIND LIGHT AND VARIABLE, PLANE BE36 BONANZA. I HAD JUST RETURNED FROM A LONG XCOUNTRY IFR TRIP AND WAS PLANNING ENTRY INTO MY BASE C77 AT BELVIDERE, IL. I HAD NOT HEARD ANY RADIO XMISSIONS FROM THE FIELD SINCE I STARTED LISTENING 15 MI OUT. ATC HAD INFORMED ME OF ONE PLANE IN THE PATTERN AS I CANCELED. AT 5 MI OUT CALLED UNICOM FOR ACTIVE, THERE WAS NO REPLY. I ANNOUNCED MY INTENTIONS TO ENTER L DOWNWIND RWY 30 LAND, AND ONCE AGAIN UPON ENTRY TO L DOWNWIND RWY 30. IT WAS AT THIS TIME A RADIO XMISSION RPTED 'ACTIVE I BELIEVE IS RWY 12,' THEN A CESSNA RPTED L DOWNWIND FOR RWY 12 TOUCH AND GO. I SAW WHAT APPEARED TO BE A HIGH WING PLANE WELL INTO L DOWNWIND RWY 12. FELT BEST IF I FOLLOWED THAT PLANE SO I COMPLETED THE PATTERN AROUND TO ENTER L DOWNWIND RWY 12 AND ANNOUNCED INTENTIONS. IT WAS AT THAT TIME THAT I OBSERVED I WAS OVERTAKING A 152 CESSNA IN THE PATTERN 300 FT BELOW AND 1000 FT TO MY L. I STATED THAT I OBSERVED 2 CESSNAS IN THE PATTERN BELVIDERE. REPLY 'I THINK THE OTHER IS A STINSON.' I RPTED THAT I WOULD BE #2 TO LAND AT BELVIDERE STILL ASSUMING THE FIRST PLANE WOULD LAND RWY 12 AS HE APPEARED TO BE NOW TURNING L BASE. I EXTENDED MY L DOWNWIND LEG AND TURNED L BASE AND THEN 2.6 MI FINAL FOR RWY 12 BELVIDERE. I OBSERVED THE 152 CESSNA TURN A QUICK L BASE AND THEN FINAL IN FRONT OF MY POS FOR LNDG ON RWY 12 TOUCH AND GO. THE OTHER PLANE WAS LNDG ON THE GRASS RWY 9 AND WAS NOT IN COM. BOTH THE CESSNA ON SHORT FINAL FOR RWYS 12 AND 9 APPEARED TO BE ON THE SAME GLIDE PATH AND TOUCH DOWN POINT. CESSNA RADIOED 'AWARE OF LNDG TFC RWY 9.' I EXPECTED THE CESSNA TO DO A GAR AT THIS TIME FOR IT APPEARED QUITE UNSAFE. AN ABORTED LNDG BY THE PLANE LNDG ON RWY 9 WOULD OF FORCED AN IMMEDIATE CONFLICT FOR THE CESSNA AND THE ABSENCE OF RADIO COM BY THE FIRST PLANE LNDG RWY 9 INCREASED THE RISK. THE CESSNA CHOSE TO FLY OVER CONFLICTING TFC BUT INSTEAD OF TOUCH AND GO PERFORMED A LAND AND GO. THE DELAY TO BECOME AIRBORNE AGAIN BY THE CESSNA FORCED ME TO CALL AND PERFORM A GAR. TRACKING R AND OUT CLBING THE CESSNA KEPT SEPARATION 400 FT PLUS. I ASKED FOR PERMISSION TO LAND TWICE. THE CESSNA TOOK THE HINT AND EXITED 45 DEGS OUT. I HAD ANNOUNCED MY ALT FIRST FOR I BELIEVE THEY WOULD NOT BE ABLE TO SEE MY POS. I ANNOUNCED MY INTENTIONS TO TURN BEHIND THE L DOWNWIND RWY 12 AND DID SUCH. LNDG SUCCESSFULLY. I FEEL I DANGEROUSLY FLEW CLOSE TO THE CESSNA IN TFC PATTERN. THE FIRST TIME I WAS UNAWARE OF ITS POS FOR IT WAS LOWER THAN TPA. THE SECOND TIME DUE TO A FORCED GAR BECAUSE CESSNA CUT IN FRONT OF LNDG TFC AND FAILED TO EXECUTE WITH ALACRITY A TOUCH AND GO. THE THIRD TIME MAY HAVE BEEN ON PATTERN REENTRY BEHIND THE CESSNA. POSSIBLY BOTH OF US ASSUMED WE WERE FIRST TO LAND. THE CESSNA NOT ALLOWING A FASTER PLANE TO LAND FIRST COMPLICATED MATTERS. TO AVOID SUCH A SIT AGAIN I WILL NOT ALLOW MYSELF TO BE ON FINAL AGAIN WITH A SLOWER PLANE IN FRONT. ALSO BEING MORE MINDFUL THAT AT C77 THERE IS A LOT OF TRAINING FLTS AND THEIR FLT MIGHT NOT ALWAYS BE SO PREDICTABLE.

Data retrieved from NASA's ASRS site as of July 2007 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.