Microlighters

Sat on my trip from T-field to X-Winds I past on the west of FAKR.
About 3 miles out I called on 122,0 or so I thought I stayed at 6300'
Abeam the airfield, in front of me a Cessna turned left base for Rwy 26 to my horror looking down at the radio I dialed in 122,1 on correcting that I could speak to FAKR. He promptly advised me that a Beech is also on finals, boy I put foot to get out of there .

Of all places it had to happen at Krugersdorp
Sorry to all involved

Minutes latter I didn't feel so bad anymore as a VFP (very fast plane) past me overhead inside FALA TMA and tried to raise the twr on 125,8 about 3 times the twr advised him to change 124,0 at that stage he was probably getting ready for finals

Since my radio is in easy view without having to turn my head I have made a habit of looking at the display just before making that first call. So when I call "
Traffic on 124.8" I look at the radio to confirm that's the case. I have picked up more than one occasion when it was not so and promptly changed it before making the call.

Just an idea

Happens to us all.

First time I flew aerie with 2 radios I kept calling VFR traffic on 124.8 while the radio I was TX'ing on was on 120.3 (JHB Central).... Was corrected by boeing jockey as 120.3 could not raise me (turned the volume down to monitor 124.8 )

Owning up takes big . Well done...

Been there got and wrecked the T Shirt.

By the way where and when can we get our new kit we need it before Eaa.

Yep it happened to me to.
On a flight through Ysterplaat (Cape Town) air space I called up the tower and was relieved to get no reply until halfway through I realized I was on the wrong frequency. Thank goodness it was very early in the morning because they were wide awake.
Just goes to show I'm not the only CLU-less in the air :D :D :D

I like the heading : Owning up. That is exactly what all pilots should do. I had a similar experience two weeks ago, and what I learned from that confirmed what I have heard numerous times from experienced pilots ie that an accident seldom results from just one thing going wrong. Usually there are a number of things , one leading to the other that result in incidents that may have serious consequences.

My story:

I fitted a 582 motor to my trike and was performing a test flight to check out my new pride and joy. I was flying at VanderBijlpark airfield which lost its status as a registered airfield some three years ago.With that the frequency changed from 122.3 to 124.8.As it was still early morning there was apart from a friend in his trike no one around.

Being on a test flight I remained close to the runway and was monitoring all instruments closely.Suddenly the water temp warning started flashing , and to my horror I saw a very high temp reading.Now I wanted to get back on terra firma to save my own butt, my trike and my new motor. One eye on the temp guage , the other on the runway, and you guessed it,unfortunately no eye left to check the final approach to runway 36. I turned finals. Just before touch down I saw this Beech Bonanza with flaps and undercarriage down passing way towards my port side with a m..r of roar.

I later learned that the Beech pilot approaced the field from the southwest . He did not use the normal joining procedures for unmanned fields and joined directly on a long finals for 36. I did not hear his initial call on 124,8 when he was still some way off. He was unaware of the fact that the Vanderbijlpark frequency changed and was transmitting on 122.3.

Although it was an uncomfortable situation it was not a near miss . It was however a huge embarresment for me, as I dont want fingers to be pointed at microlighters' airmanship.Here a number of items from both the Beech pilot and myself contributed to a potential dangerous situation.I can however say that I learned about flying from that.

The irritating thing is that the high temperature readings that led to my hasty landing was due to a faulty guage. @#$@&*&%%%$#!!!@.

To the Bonnie driver : Apologies sir!!

Eventhough it was a faulty guage, at the time you had an emergency and as a result, you have the right of way, if you declare it. The fact that he was on another frequency compounded the problem. When this happens declare you have high temps and want to excercise a precautionary landing. Others in the circuit should give you right of way

Thanks for your comments Morph. I did not declare an emergency I practice emergency procedures on a regular basis.Engine outs on take off, deadstick landings etc.The extra pressure placed on the pilot when these emergencies occur for real add a different perspective to them, and the result is some action.