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I think that to hang in something that costs money one needs to have a decent incentive. One incentive is the fun of flying. Another one is "required currency". The rather strange JAA rule that no hours need be flown in the first of the two years is claimed to be responsible for a lot of people giving up. They get their PPL, have little money left, and once they find out they don't need to fly for 23 months, they decide...

Quote: Just to correct Fuji on that statement, the UK ANO was amended in 2007 to mandate the use of oxygen when flying above FL100 up to and including FL130 for more than 30 minutes duration, and at all times when flying above FL130. Islander2 Thank you for the correction. I was aware this was proposed but I thought after the fuss by the GA lobby it was never enacted for private flights?

Plug it into Jeppesen Internet Flight Planner, logon to get the winds, and hey presto, accuracy to the minute.

Well, the legal requirement is that you log your hours. Aerodrome, take-off time, landing time, aircraft type, class, callsign, flight conditions, the capacity you acted in and possibly a few more bits and pieces. How you do that is technically your responsibility. But people seem to be very picky about your logbook style and will point out that you've got the "wrong" one. The flight school I went to sold me one of those...

If you want to become a really good float pilot go to Alaska Lake Hood, largest float plane base in the world : Home - Alaska Float Ratings They also will learn how to do some descent mountain flying.

It will take the CAA an absolute minimum of 10 working days to process your licence application, so allow roughly 3 weeks from the date you posted it. This time delay could be reduced if only RFs/FTOs checked peoples' paperwork before they sent things off to the CAA. When I did a PPL Skill Test, I'd grab a coffee and quietly go through the applicant's paperwork whilst he/she was planning the navigation part of the Skill Test....

Quote: Originally Posted by IO540 I think that, regarding making a mistake, there is a fair number of places one can get killed at. I am sure you will hit the ground on the Shoreham 20 for example if you step down one step too early. I once plotted that approach on the O/S 1:25k map and it was only a few hundred feet above the hill. Shoreham is one I was thinking of with regard to the Stepdown risk. However, if a pilot maintains 200 feet...

Quote: Originally Posted by WR I agree. But they do't need higher skill levels. I think there are a couple of separate issues: a) complacency, I agree the more experienced may well suffer more from it. b) actual flying ability, now with this I think we all agree that the more hours flown will generally result in better skill levels, albeit that they may come with increased complacency. IMHO the issue here is not whether the pilot flying...

Just to update with real data i.e. facts instead of speculation: Quote: Quote: * the BRS parachute needs to be replaced every 10 years, IMHO at least a $25.000 job in Europe. Correct (price not known, but I won't be far off) A chute repack has just been completed. This is the first I know of. The price was about $11,400 + 7% sales tax. ($9385 for parts + 30 hours labor). This is an older G1 plane which lacks the access cover of G2...

Re 'couldbase' and 'ceiling', I'd think you could define the cloudbase as the bottom of the lowest clouds, but the ceiling would be the base of the first layer of broken or overcast (which could have, say, scattered below, giving you a lower cloudbase than ceiling). I could also be talking rubbish. Any votes?