Narrative:

I returned to pattern after short flight to conduct touch and go landings at my base airport. On my way back I heard a cessna calling that he was approaching to enter the pattern. The cessna entered the pattern; another aircraft (aviat husky) entered behind him; and I fell in behind the husky. Due to my speed differential with the husky (my pattern speed is 105 mph); I left and re-entered the pattern for spacing. The cessna landed; the husky landed and was full-stop. Due to the proximity of the class B airspace; I could not extend my pattern any further; so I called a go-around as I turned final since I didn't feel that the husky could clear the runway before I landed. I flew to the right of the runway and stayed in the pattern behind the cessna. The cessna completed one or two more touch and goes; with me behind. Due to speed differential between myself and the cessna; I flew a wider pattern and s-turned to maintain spacing and visual contact. The cessna completed a touch and go; and was airborne on climbout as I was on base. I completed a touch and go and reacquired the cessna visually. He was climbing out at a slight angle to the runway and appeared to be well over a mile beyond the end of the runway. I was climbing at 120 mph and was closing on the cessna; although I was still well behind him; I would judge more than 4;000 ft; and was at the point where I would normally turn crosswind. At this point I was wondering if the cessna was staying in the pattern or leaving; necessitating a decision on my part. If I followed the cessna; I would run a greater risk of conflict as I overtook him; if he wasn't leaving the pattern this left me having to fly a very wide pattern since he was already so far out. I further concluded that my performance advantage was such that we would remain maximum distance apart if I went ahead and turned crosswind leg. So I did; while announcing my intentions on the radio. The cessna pilot then announced a crosswind turn and also announced his displeasure at me turning inside of him. I apologized and told him I wasn't sure he was staying in the pattern and that I wasn't a factor for him; nor was he a factor for me - all of which was true. The performance difference between aircraft was such that I completed my touch and go and was on the downwind leg again before he did a touch and go. Retrospective I feel I created unnecessary confusion by not invoking better communications. I should have inquired as to the cessna's intentions before I turned crosswind. I have had occasions in the past to need to resolve potential conflicts with slower traffic; and communication in those instances was key. Similarly; I also fly a low performance piper cub that can be an impediment in the pattern if cooperation doesn't come into play. Looking back; I realize that pilots tend to view other aircraft that perform differently than theirs with disdain. Either you are trying to keep from getting run over; or you are trying to keep from running someone else over. Communication is key to resolving these situations.

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Original NASA ASRS Text

Title: A Pitts S2 pilot in a CTAF touch and go pattern following a C150 turned base inside of the slower aircraft; an action which upset the other pilot.

Narrative: I returned to pattern after short flight to conduct touch and go landings at my base airport. On my way back I heard a Cessna calling that he was approaching to enter the pattern. The Cessna entered the pattern; another aircraft (Aviat Husky) entered behind him; and I fell in behind the Husky. Due to my speed differential with the Husky (my pattern speed is 105 MPH); I left and re-entered the pattern for spacing. The Cessna landed; the Husky landed and was full-stop. Due to the proximity of the Class B airspace; I could not extend my pattern any further; so I called a go-around as I turned final since I didn't feel that the Husky could clear the runway before I landed. I flew to the right of the runway and stayed in the pattern behind the Cessna. The Cessna completed one or two more touch and goes; with me behind. Due to speed differential between myself and the Cessna; I flew a wider pattern and S-turned to maintain spacing and visual contact. The Cessna completed a touch and go; and was airborne on climbout as I was on base. I completed a touch and go and reacquired the Cessna visually. He was climbing out at a slight angle to the runway and appeared to be well over a mile beyond the end of the runway. I was climbing at 120 MPH and was closing on the Cessna; although I was still well behind him; I would judge more than 4;000 FT; and was at the point where I would normally turn crosswind. At this point I was wondering if the Cessna was staying in the pattern or leaving; necessitating a decision on my part. If I followed the Cessna; I would run a greater risk of conflict as I overtook him; if he wasn't leaving the pattern this left me having to fly a very wide pattern since he was already so far out. I further concluded that my performance advantage was such that we would remain maximum distance apart if I went ahead and turned crosswind leg. So I did; while announcing my intentions on the radio. The Cessna pilot then announced a crosswind turn and also announced his displeasure at me turning inside of him. I apologized and told him I wasn't sure he was staying in the pattern and that I wasn't a factor for him; nor was he a factor for me - all of which was true. The performance difference between aircraft was such that I completed my touch and go and was on the downwind leg again before he did a touch and go. Retrospective I feel I created unnecessary confusion by not invoking better communications. I should have inquired as to the Cessna's intentions before I turned crosswind. I have had occasions in the past to need to resolve potential conflicts with slower traffic; and communication in those instances was key. Similarly; I also fly a low performance Piper Cub that can be an impediment in the pattern if cooperation doesn't come into play. Looking back; I realize that pilots tend to view other aircraft that perform differently than theirs with disdain. Either you are trying to keep from getting run over; or you are trying to keep from running someone else over. Communication is key to resolving these situations.

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.