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What We’re Talking About On EuroGA


EASA Medical Requirements – Glasses

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My eyesight has always been borderline needing glasses for distance for my class 2 medical.
I don’t need them, but I only just barely pass. (I were them anyway to help spotting traffic).

As I’ve gotten older I’m coming to a point where I’m starting to need glasses for reading. At the moment it’s only just for particularly small text, but it’s coming!

Reading Part MED, it looks like reading isn’t tested in each eye individually, but assessed as both eyes together. So I should still be fine on that.

But while reading, I came across a bit that surprised me.

MED.B.70 (g)(2) says

No more than one pair of spectacles shall be used to meet the visual requirements when exercising the privileges of the applicable licence(s).

So what do people do who need glasses for both distance and for reading? Is this really not allowed? Do you have to have bifocal glasses?
Or do you have to wear contacts for distance and glasses for reading?

A first trip to the South-West of France (non-cancellation as the exception)

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After my PPL, I canceled five out of five trips. It’s easy to give up after such a low dispatch rate, but the sixth one was the right one !

A friend invited me for a long week-end in the South-East of France, for which I was happy to take a club aircraft. No blown tires, no unscheduled repairs, a lot of aircraft availability in this holiday season, all made it possible to book the aircraft for a few days. It was no great trip by any stretch but still a first adventure, far different from the short hops that you do when training or building time. I will try to tell the interesting bits (albeit without the storytelling skills that can be seen on some reports).

Cost, necessity and method of obtaining a Form 1 or 8130-3 for Garmin equipment



I’m currently refreshing my A36 Bonanza. One of the things I’m looking at is upgrading the avionics.
I’ve reviewed a lot of threads about the necessity (or not) of having a Form 1 and/or 8130 when installing used avionics, but I’ve not seen the specific answers I´m looking for. I hope someone can enlighten me if I were to buy a Garmin GTN navigator (625, 650 or 750) on eBay in the US which doesn’t come with an 8130.

1) Do I need a Form 1/8130 to install a second hand GTN navigator in an EASA reg plane?
2) What would be the cost to obtain this for say a GTN 625 or 650?
3) Is going through Garmin the only route to obtain this form?
4) If given a choice is it better to obtain an 8130 or a Form 1?
5) Does it matter if I obtain the form from Garmin (or someone else) in the US or in Europe? Is there a price difference?
6) Would it be the same process and cost for a Garmin GTN navigator as for let’s say a Garmin Transponder, audio panel, autopilot, G500 MFD, G5/GI275 instrument?


Propellers and water

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They say that propeller can be damaged if it hits a lot of water on the ground. Really? How can you fly in the rain then? Should one avoid flying in the rain? Or turn the rpm down when flying in the rain? Lets say we are talking about a fixed pitch metal prop which can turn 2700 rpm. Or some other prop.

What is a legal altimeter and transponder error in European airspace?

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The 2-yearly FAA altimeter test defines this but I wonder what the European requirements are.

It has come up before many times; most recently here.

It has been variously stated that you should be legally able to go up to 200ft into CAS but I am not sure. Anyway, the UK has never allowed any error when it comes to busting pilots; multiple MORs show that 100ft is enough.

I am not sure Europe has a mandatory altimeter and transponder accuracy test; if it does, what are the limits/

I just opened my stash of MH cannulas, which I haven’t touched since 2020 (bought in 2018), and indeed all of the ones that have never been used had a sticky layer on the outside (almost like TKS f…
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All those formulas also assume linear performance during the descent. For a few thousand feet that might work but for more TAS and wind change a lot during the descent. Even the vertical mode of o…

true @Antonio, mind boggling really. The advantage being the increase performance during every which flight as my steed is getting lighter. Flaps up or down.
For my only international arrival in France, at LFMD after Losinj last year, it never occurred to me to do a Gendec. We could have snuck out through the hangar without seeing anyone, but we did it …
I shall be there! Consider that a threat! 😱
Yes it depends on the wx picture. Some situations can be forecast days ahead fairly accurately, some barely a few hours.
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These details have now been removed from the AIP. I rang the number and spoke to the staff (I believe they are now South Europe Ground Services) as Iberia lost the contract at many airports, pre…
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This is a do not do, for propeller damage, and your pride. Caravan’s don’t spray anywhere near that much, and hardly on the prop, if the landing gear is correctly selected before the power is appl…