Final 3 Greens,
Here is what he said;
I heard someone else call for join who I thought might arrive at around the same time so at 2 miles I called again just to let him know my range. What did he do? He cut just in front of me as I completed my deadside descending turn
Says nothing there about exactly where the other aircraft arrived from or what it did before being in front of him as he descended deadside.
However, unless he
could see that the aircraft was joining from way out on the deadside then he has no way of knowing exactly what the aircraft did.
Of course if he could see the other aircraft when well away then he could have perhaps safely fitted in ahead.
The safe thing to do would be to do what the overhead join is for - observe the signal square, the runway in use then windsock
and the traffic. Perhaps a delay before descending deadside until the other aircraft was in sight would have been the safe thing to do especially thinking of the visibility from most GA cockpits in a descending turn.
Sorry but while this indeed starts a good debate about safety when joining and it indeed highlighted the problems with large circuits, it does unfortunately (perhaps unintentionally) to a small extent smack of the airbourne version on the road rage we have in the UK on a daily basis.
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Mike,
"(C) a training flight of at least one hour’s duration with a FI(A) or CRI(A). This flight may be replaced by any other proficiency check or skill test ."
It says nothing about general handling, nor does it say an FI has to be involved.
I have highlighted the bit in your own quote that erquires an FI to be involved
As for opinion, everyone is entitled to their opinion. Given a choice between the CAA's
published opinion and your personal opinion, which do you think carries the most weight?
Regards,
DFC