Narrative:

Heading southbound towards dole reporting point at 2500 MSL; made call on hhi CTAF at thompson corner. My CTAF calls included aircraft type; north number; altitude and intentions. Further; as I progressed from reporting point to reporting point; I intentionally made gentle turns so I make myself more visible to other aircraft. One other aircraft answered each of my calls and stated position over kunia power lines; maneuvering at 3000'. I made an additional call at pineapple; arrived at dole and made 'maneuvering' call on hhi CTAF; cleared the area and entered into right hand circle with 30 - 45 degrees of bank. My area of sight was alternating between clearing the turn and observing a ground object. I made three or four circles and as I rolled out aimed at hhi; a light aircraft suddenly appeared about 50 feet below me and 100 feet to my left. I made an aggressive right climbing turn and the light aircraft passed clear to my left. I immediately made another call on CTAF and again; the only response was from another light aircraft well to the south of my position. A minute or two later; a light aircraft matching the aircraft that I nearly collided with called; clearing to the north of hhi. I asked them if they just passed hhi and they responded that they did; I asked if they had seen the bright yellow aircraft over dole and in response asked 'what yellow aircraft?' I responded 'the one you almost hit'. I stated to them on CTAF that since the area we were in can be a high traffic area; that they really should be making position reports. As I headed south; I continued to make position reports and as I approached kunia; I asked the light aircraft that I was in contact with earlier if they heard any traffic calls on CTAF from the aircraft that I came close to colliding with; they responded that they did not. As best as I can recall; the light aircraft I came close to colliding with made one other CTAF position call after I departed hhi. While I am confident that my CTAF reporting is adequate; my decision to make gentle turns as I fly to allow myself to be seen is a good practice; my decision to maneuver close to a reporting point was obviously not the most stellar decision. The traffic scan that I made prior to circling failed to pick up the conflict aircraft. The conflict aircraft was white and the cloud cap over the koolau mountain range contributed to my difficulty is seeing the aircraft until the last moment. Aircraft operating in the hhi area typically are good about making CTAF position reports. The aircraft not making CTAF reports lulled me into believing that my only traffic was well south of me. Obviously I need to be more vigilant. I cannot over stress the importance of aircraft making CTAF reports when operating in class east airspace. If the conflict aircraft has been making position reports; I'm confident that there wouldn't have been any issues.

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Original NASA ASRS Text

Title: An Champion experienced an NMAC with a light aircraft near HHI. Reporter claims the light aircraft pilot was not making appropriate CTAF position reports.

Narrative: Heading Southbound towards DOLE reporting point at 2500 MSL; made call on HHI CTAF at THOMPSON CORNER. My CTAF calls included aircraft type; N number; altitude and intentions. Further; as I progressed from reporting point to reporting point; I intentionally made gentle turns so I make myself more visible to other aircraft. One other aircraft answered each of my calls and stated position over Kunia power lines; maneuvering at 3000'. I made an additional call at PINEAPPLE; arrived at DOLE and made 'maneuvering' call on HHI CTAF; cleared the area and entered into right hand circle with 30 - 45 degrees of bank. My area of sight was alternating between clearing the turn and observing a ground object. I made three or four circles and as I rolled out aimed at HHI; a light aircraft suddenly appeared about 50 feet below me and 100 feet to my left. I made an aggressive right climbing turn and the light aircraft passed clear to my left. I immediately made another call on CTAF and again; the only response was from another light aircraft well to the south of my position. A minute or two later; a light aircraft matching the aircraft that I nearly collided with called; clearing to the north of HHI. I asked them if they just passed HHI and they responded that they did; I asked if they had seen the bright yellow aircraft over DOLE and in response asked 'what yellow aircraft?' I responded 'the one you almost hit'. I stated to them on CTAF that since the area we were in can be a high traffic area; that they really should be making position reports. As I headed south; I continued to make position reports and as I approached Kunia; I asked the light aircraft that I was in contact with earlier if they heard any traffic calls on CTAF from the aircraft that I came close to colliding with; they responded that they did not. As best as I can recall; the light aircraft I came close to colliding with made one other CTAF position call after I departed HHI. While I am confident that my CTAF reporting is adequate; my decision to make gentle turns as I fly to allow myself to be seen is a good practice; my decision to maneuver close to a reporting point was obviously not the most stellar decision. The traffic scan that I made prior to circling failed to pick up the conflict aircraft. The conflict aircraft was white and the cloud cap over the Koolau mountain range contributed to my difficulty is seeing the aircraft until the last moment. Aircraft operating in the HHI area typically are good about making CTAF position reports. The aircraft not making CTAF reports lulled me into believing that my only traffic was well south of me. Obviously I need to be more vigilant. I cannot over stress the importance of aircraft making CTAF reports when operating in class E airspace. If the conflict aircraft has been making position reports; I'm confident that there wouldn't have been any issues.

Data retrieved from NASA's ASRS site as of April 2012 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.