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I might be weird but how can you say you are more stable if you fly the entire final with cross controls?

I'm wondering, is it only instructors that have no other experience? Or is it also with instructors who instruct as a side job? I never had any problems with instructors not flying in IMC but the biggest part of my training was in AZ. And only flew IMC in the last part of my training in Europe...

Might be worthy of its own thread: Why are there so many adverts with lies? A P210 with tip tanks that is supposedly FIKI certified while the flint website sais clearly that with the tanks installed the certification isn't valid anymore.

As far as i know there is no EASA equivalent for 61.75. So you would need to find an N- registered plane. The ultralights are national regulations so that would even be different from country to country. (Not that there are no differences between countries for EASA licences) If you go to...

Engine runup to avoid ice buildup on the fanblades.

I just thought about something. When we first started to get ipads at work we had an otterbox case for it and the aircraft had an otterbox branded mount on a RAM ballmount. I just checked the website and they son't seem to be making any more mounts for their cases.

I have the EZ-Roll'r and im very happy with it. I do have the Apple cover on it so it just takes a second to get it out of the case. I must admit it is not as rugged as the Otterbox would be.

For the second part i think the most logical explanation would be that they needed that pilot to fly to that destination.

When they intercept another airplane the intercepted pilot can read what he needs to do

One of the positives of learning in Belgium/Nl is the airspace is much more complex so your navigation an radio skills will be a lot better. Just have a look at the airspace you will be flying in Belgium and compare it to the airspace ar the same scale in the US.

I don't find any ASDR numbers but i do remember the LDR for max landing weight, max manual braking flaps 40 was less then 1000m so just over 3000ft.

I did pass my single engine check ride yesterday. Now i have to wait 6weeks to 3 minths to get a new piece of paper :( Why can't it be as simple as the FAA where you just get a temporary certificate? Next step: 91.75

I've seen a few comments about being able to switch off/dim the power light. Just yesterday i found out you can do that with the A20's as well. Just double press the power button. My examiner must have been the only one to ever read the manual

I had a problem with my A20 when i took it from de back of my closet after 3y of no GA flying. The plugs looked a bit oxidized so i just took a scrubbing sponge and went over the plugs till they where shiny again and that solved the problem for me.

I stand corrected. Thats the problem with coming from a small country with the max elevation is 2277ft

The correction is 4ft per 1°C difference from ISA per 1000ft So isa temp should be -1°c. So for 46°c you have a difference of 1500ft at the minima and 2000 at the FAF

EASA has something like that. Its called either Enroute-IR or Basic-IR. This must be one of the only parts where EASA is ahead of the FAA.

Almost, we flew it from the factory in Naples in June 2015.

I finally managed to fly another 2 hours this week ok our club airplane. SN18 so she has seen some abuse already by the members. They changed the prop, got a new nose gear assembly which should be sturdier then the original design.

Out of experience i can say it is a great company as a first job. And it is jokingly called the biggest flight school of europe. In Europe, we don't have the GA scene like in the US so the airlines do hire pilots just after their cpl license. Not only ryanair but almost every other airline in...