NASA

As we started our left turn at 1,400 feet from 220 to 130°, I noted a low-wing airplane 100 feet to my left and 100 feet below me. I grabbed the controls from my student and started to level out and climb and then noted a second similar aircraft flying in formation, which flew directly 100 feet below me.

Student put the gear down and instructor heard a popping sound, along with a flashing nose gear indicator.

Due to the wind constantly pushing the aircraft to the left, the aircraft underperformed during the climb. Hearing the stall sound, I noticed that the aircraft was unable to climb, so I rapidly lowered the nose and landed on the taxiway. The landing was successful, with no harm to either the aircraft or anyone else.

While positioning my Van’s RV-12 for my arrival, my ADS-B suddenly depicted a traffic conflict alert indicating a high-speed target approaching my position. It seems I received very little warning possibly due to the approaching aircraft’s relatively high-speed (estimated at 220 knots) and the 8-nm scale being depicted on my moving map display.

This was a delivery of a newly purchased aircraft. The aircraft had been mostly idle for a few years prior to the event.

I believe that there are safer ways to handle this situation than rejecting the arriving aircraft on the Kent Arrival. The other VFR arrival procedures into KBFI (Vashon, Green Lake, and Bellevue arrivals) all have safe options to break off the approach since they are not as constrained as the Kent Arrival.

After I assure that the aircraft is stable and the student has control, I look to our five o’clock and see the traffic only a couple hundred feet behind us. It was close enough to see the pilot in the front seat and the red and white paint.

He was supposed to turn left into the downwind for XXR but turned right into the downwind for XYL. This positioned our aircraft into a head-on position.

This aircraft requires fast and careful technique towards the end of the landing rollout to prevent a ground loop.