Welcome

Here's the simplification proposed by IAOPA(Europe):

"IAOPA (Europe) requests support for a simplification of Annex 1 and Article 2(8) flight time recognition as follows:

Flight time on Annex 1(a)-(d) aircraft may be recognised without limitation.

Flight time on Annex 1(e) & (g) aircraft may be recognised for rating revalidation or LAPL privilege extension purposes only.

Flight time on aircraft defined in Article 2 (8) of Regulation (EU) 2018/1139 may be recognised for rating revalidation or LAPL privilege extension purposes only."

The use of Annex 1 (a)-(d) for training is regulated elsewhere in the Aircrew Regulation - we are only talking about flight time in such aircraft.

In the UK, now that we are no longer part of EASA, we are able to take a more pragmatic and simple stance towards flight time in 'non Part 21' aircraft.

Dear Andreas, what we can and cannot do as EASA is actually controlled by the Basic Regulation, and we are not the authority for skydivers. We however did feel we should raise awareness and cooperation on this subject, that's why we organised this safety promotion workshop. And as you see, we remain involved...

Thanks for sharing, Andreas.

A communication and promotion tradition that started 10 years ago in the now closed European General Aviation Safety Team (EGAST).

Best wishes for this important Season Opener event!
A great opportunity to meet and interact with the Community and to provide safety tips before starting the flying season.

Michel, former EGAST Secretary

Good question. Let's see if we get an answer

Thank you Jyrki! I will read it and ask more questions if you do not mind!?

Excellent and very informative article as usual. I must confess that I'm still always a bit concerned when, on one hand, I teach my students to do all the pre-take off procedure with the Gov ON, as per the POH, but, on the other hand, I see them caught by surprise when the Gov suddenly takes on because, as the engines warms up, RPM increase slowly and migrate from the 75% to the 80% "gate" then triggering the Gov to take control...and this can be very "sportive"...So, leaving the Gov OFF till the end of the pre-take off checks, THEN ON just before increasing above the 80 % ?...but not following the POH so...
All the very best !
Jean-Gabriel

Interesting discussion, thanks fellows!
I was about to provide a similar answer: because the airflow the aircraft is facing is coming from below, the AoA increases with the airflow angle and the critical AoA is reached earlier. This is well illustrated in the image (video screen shot ) above.
Indeed worst if stick is moved back: an action pilots normally take to climb but totally inappropriate when approaching stall or experiencing developed stall.
See for instance the EGAST GA 8 Leaflet:
https://www.easa.europa.eu/document-library/general-publications/egast-…