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You can find below the Norwegian version of the GASCo course.
Thanks to the Civil Aviation Authority Norway for this link

https://luftfartstilsynet.articulate-online.com/p/9152628782/DocumentVi…

The safety pilot (SP) is mentioned in the Aircrew regulation, mainly in Part-MED. So it is a recognised 'function', but not comparable to other 'pilot functions' as mentioned in Part-FCL.
The point is that the presence of an SP is only required because of a limitation in the medical (!) certificate. However, there is NO limitation in the PPL licence. Apart from the medical limitation, the PPL pilot is fully qualified and licensed. So, as a SP your pilot function only becomes relevant when you have to take control due to incapacitation of the PPL/PIC. From that point on you're acting as PIC and can log your flight time, but not before.

The SP is not defined in Part-FCL because acting as an SP does not give (nor requires) extra privileges (maybe some extra skills, like landing from the right seat, but that's a different matter).

So yes, you are allowed to act as a SP, because as a licence holder you're allowed to take control in case of an emergency. And no, you can't log time as long as the PIC stays healthy: in that case it's just like any other flight with another qualified pilot who is the PIC on a single-pilot aeroplane on a non-training flight.

Logging time as PICUS (for the PPL holder) is not an option. See the Definitions and FCL.050: a PICUS is a co-pilot (etc.).... Assuming you're flying a single-pilot aeroplane, so being a co-pilot is not possible.

Thanks, I will contact you.

Thank you for shqring this...

I hope we will reach the right addressees with this important message!

Another good reason NOT to fly a shallow approach! Obviously on a steeper approach you will require a lower power setting, hence less pitch change as you flare when the throttle is closed.

Closing the throttle slowly and managing the pitch attitude simultaneously shouldn't really be a problem.

Wow Eyrie, thank you very much for sharing this. You are right it is the pilot's responsibility to check control surfaces movement as part of any preflight check, but you will agree with me that reverse trim is a tricky one to catch. Especially because your brain expects to see movement, and trimming a Cessna wheel downwards and seeing the trim tab moving downwards as well isn't something your brain will catch easily unless you take it really slow and train your brain on red flags when this happens. But this is what the episode is all about, Maintenace=danger, Just triple check everything as u well say. Again, thanks for sharing your experience, I am sure many of us will benefit from it.