Certainly that is practically true for IFR in Europe.
With the exception of IIRC Sweden, IFR in the Eurocontrol system (i.e. ATC working for you; implied whole-route clearance, etc) requires fairly high levels like FL090, and in general above a few k there is little or no GSM reception. So all those gadgets which use surface-transmitted data become useless. It is awfully random e.g. crossing France (say 3hrs) I can get wx data perhaps 5x, even though the signal is full-scale the whole time (their system is obviously set up to blacklist client devices which contact too many towers.
Over the Alps it is a lot better though; I frequently get nothing from the Channel all the way to the Alps and then suddenly get solid data 
So the ADL150 gets used even on short legs at say 5000ft because you just know you will get the data – even if just using it for metars and tafs.
Presumably this was a VFR flight anyway?
Presumably this was a VFR flight anyway?
Yes, judging by departure and cruise altitude.
Quote So the ADL150 gets used even on short legs at say 5000ft because you just know you will get the data – even if just using it for metars and tafs.
It is also a nice feature of the ADL 150 to be able to send short messages and emails (where you can also add your position or a tracking link).
Just read the pilot was, indeed, an instructor. As such, would he not have been instrument rated?
In Europe, an IR holding FI is rare, outside the FTO / CPL/IR sausage machine. In the UK most PPL FIs hold an IMCR… how current they are is another matter since practically all PPL training is done in VMC.
Interesting, didn’t know. In the US you need an IR (and of course CPL) to become CFI. Wasn’t always the case, there probably are a few oldies around who don’t have the IR, but there won’t be many anymore.
172driver wrote:
Just read the pilot was, indeed, an instructor. As such, would he not have been instrument rated?
No requirement for a part-FCL (EASA) Flight Instructor (FI) to hold any IR, nor is there a requirement to hold a CPL.
According to the 915 perquisites 10 hours of instrument flight instruction (received that is) on the aircraft category (in this case SEP) is all the instrument training required.
To be honest, if an FI is “only” teaching PPL level there´s not really any need for holding an Instrument Rating, it wouldn´t add much value for the student and you should be nowhere near IMC conditions, let alone border lining VMC conditions (other than perhaps for the benefit of x-country flying in somewhat close to marginal VFR conditions), when you´re teaching PPL students.
part-FCL (EASA) 915:
(a) in the case of the FI and FI:
(1) have received at least 10 hours of instrument flight instruction on the appropriate aircraft category, of which not more than 5 hours may be instrument ground time in an FSTD;
(2) have completed 20 hours of VFR cross-country flight on the appropriate aircraft category as PIC; and
(b) additionally, for the FI:
(1) hold at least a CPL(A); or
(2) hold at least a PPL(A) and have:
(i) except for an FI providing training for the LAPL(A) only, passed the CPL theoretical knowledge examination, which may be taken without completing a CPL theoretical knowledge training course and which shall not be valid for the issue of a CPL; and
(ii) completed at least 200 hours of flight time on aeroplanes or TMGs, of which 150 hours as PIC;
(3) have completed at least 30 hours on single-engine piston powered aeroplanes of which at least 5 hours shall have been completed during the 6 months preceding the pre-entry flight test set out in FCL.930.FI;
(4) have completed a VFR cross-country flight as PIC, including a flight of at least 540 km (300 NM) in the course of which full stop landings at 2 different aerodromes shall be made;
