There was a loss of power accident with a Norwegian Pipistrel Electro today.
Translated from an interview with the pilot in Norwegian media:
- We were heading towards the airport when there was an indication that something was wrong with the engine power. Then the engine power weakened and disappeared completely. Then I had to send a mayday and try to find a place to land, he said, adding:
- There was a lot of forest there, so I headed for a lake on which we landed.
The pilot was the managing director of Avinor, the Norwegian ATS and state airport company. No injuries to the pilot and passenger.
from here
@slowflyer who did the install ? Did you do it yourself or an avionics installer ?
My headset just seems to have gone through two stints of eating batteries straight away, usually it lasts for ages between changes. No change in flying. The only thing I can think of I someone I packed the headset so the button got pressed a couple of times? I use Duracell Ultra Power. Any one else experienced this?
I just want to mention that recent EASA moves have really tightened up the renewal options for these.
These need to be revalidated every 12 months.
If you do it within the 12 months, it is a “revalidation”. This can still be done with a freelance instructor, as before. The usual cost is about £150, plus the cost of the aircraft.
If you let it go past the 12 months, it is a “renewal”. This cannot be done purely with a freelance instructor anymore. You have to go back to an FTO which has to assess you and potentially you are stuck there for some “retraining”. There are 2 or 3 stages of “expiry” which force different amounts of FTO involvement but obviously any FTO involvement is a significant hassle and expense (they are in business after all). You could easily be into 4 figures.
If the period of expiry is less than 3 months there are no recommended minima for refresher training. However, you will still have to obtain a certificate from an FTO (now called “ATO”) to confirm either that they determined that no training was required or that the required training has been completed.
Another thing is that previously if you had a JAA IR and an FAA IR, but didn’t have any need for the JAA IR, but you flew regularly on the privileges of the FAA IR (example: N-reg owners, or UK airline pilots working outside Europe) so you didn’t bother revalidating the JAA IR, you could revalidate it anytime just with a flight with a freelance examiner. The flying on the ICAO IR kept the JAA IR from expiring. This has ended too, and has caught a lot of professional pilots with their trousers down.
If you let the JAA IR lapse for 7 years, you have to do it all again, i.e. the 7 IR exams, the 50/55hrs training!
While the JAA IR is relatively rare in the private pilot IFR community (most of which is N-reg/FAA IR) this is yet another factor working against private pilots maintaining the much more common twin (MEP) rating, if they don’t own or regularly fly a twin.
The reference is in AMC1 FCL.625(c) and the relevant page is 226. I hope I got this right!
Someone sent me this… you can see his ground effect airflow in the treetops
Apologies for yet another portrait video – it seems to be a craze nowadays.
I read on a UK site that EASA has just launched a project to try to address a perceived shortage of instructors. I can’t find any reference to this, but it seems a good question to ask anyway.
Who do people become instructors? The reasons I have been told over the years included
If you ever thought about becoming an FI, what factors stopped you doing it?
I didn’t post this in the Instructors forum section because only instructors go there 
In no particular order:
Mandatory reporting
CAIT
Increase in regulated airspace
Creation of new types of airspace (such as TMZ and RMZ…
That is a bit of an oxymoron with the 4 pax wish. You can get one or the other, but not both for today’s population (as @Peter more eloquently put).
Has anyone found anything that works well in SkyDemon (and elsewhere, but SD is the main thing.)
I see simi…
