Flight Lessons

• 1.10 Circuit 3 with Diversion
• 2: 1.9 Circuit 2
• 3: 1.8 Circuit 1
• 4: 1.7 Stalls
• 1.6 Slow Flight
• 6: 1.5 Airwork 3
• 1.4 Airwork 2
• 1.3 Airwork 1
• 1.2 Effect of controls
• 1.1 Basics

1.10 Circuit 3 with Diversion

Lesson 1.10 – Circuit 3 with diversion Dates: 23-04-2026

07-05-2026 (Diversion)

Today we did a circuit training lesson with a diversion to an airfield in Germany. The purpose of this lesson was a little preparation for the upcoming solo lessons. Then I have to find a possible diversion for myself, as an airfield can be closed temporarily for several reasons. We don’t want to still be in the air while having too less fuel and such.

It was a great day for flying with some sun, 5 knots crosswind and an air filled with stratocumulus and alto-cumulus clouds and the temperature was around 14 degrees.

We took off from our default airfield with a short briefing of the route. Then we went to the fuel station to have at least 24 gallon on board, giving us 3 hours of flight time which is plenty. According to the lesson program, we needed to do circuits but we only did the diversion today. We aim for another 2-3 circuit lessons to fully control that.

After taking off we signed on to Dutch Mil info for the first time, this is something which is not needed in training flights but we did it to get an basic understanding of how this is done. Dutch Mil Info is the Flight Information Service (FIS) for most of the Netherlands, giving traffic and weather information to General Aviation pilots. Its not a control center, so we pilots still have to maintain our own separation but Dutch Mil can give us possible information in special cases.

We navigated to the other airfield using basic chart-navigation. We plotted 3 lines between obvious visual reference points like cities, powerlines and trainroads and calculated a basic course-plan. We followed those points and after a short flight we landed safely on the airfield. Then after a short break we headed back to our main airfield and debriefed the lesson.

Remarks

Some remarks from this lesson for myself are:

• Take higher circuits into account, we were a little high on final making the landing distance also very long
• Keep the altitude better under control using visual flight -> pitch attitude

All with all it was a good lesson with two decent landings and looking forward to the next one, which details will come online soon.

End of the page 🎉

You have reached the end of the page. You can navigate through other blog posts as well, share this post on X, LinkedIn and Reddit or return to the blog posts collection page. Thank you for visiting this post.

If you think something is wrong with this post or you want to know more, you can send me a message to one of my social profiles at: https://justinverstijnen.nl/about/

Go back to Blog homepage

If you find this page and blog very useful and you want to leave a donation, you can use the button below to buy me a beer. Hosting and maintaining a website takes a lot of time and money. Thank you in advance and cheers :)

The terms and conditions apply to this post.

2 - 1.9 Circuit 2

Lesson 1.9 – Circuit 2 Date: 23-04-2026

Introduction

Today we had a beautiful weather day with a small layer of stratus clouds dissolving as the sun rose and with a slight crosswind component. At the time of take-off, they almost all dissolved giving us a clear sky with sun. The wind was around 6 knots, coming in a 60 degree angle of the runway, which is not that strong and good for some circuit training. Because we did some basic circuits the previous lesson, we will going to make it a bit harder now with some more factors into play.

In this lesson we also did the following extra exercises:

• Rejected take-off
• Short field take-off
• Soft field take-off
• Go around
• Wave off
• Glide-in approach
• Flapless landing

The circuit theory information can be found here

The circuit itself

The circuit went good, with some remarks of course, as this is the second lesson. We added the downwind checks where we check the following (iHARSi):

• Incoming traffic
• Altitude
• Distance to runway
• Heading
• Speed
• Incoming traffic again

On downwind, we do a little rounding checkup of every important component of the plane where we have to determine if we are going to get the runway.

• Fuel selector: Both
• Flaps -> to 10 degrees
• Mixture: Rich
• Throttle
• Carb heat -> set to on (pull)

This went better as we progressed into more circuits. However, still a lot room for improvement. Everything is clear but when all components come into play at the same time when flying a plane is a bit hard.

Rejected take-off

A part of this lesson was performing a rejected take-off. This is a procedure where we determine, during the ground-roll for taking off, that it’s unsafe to fly. This can have multiple causes, like:

• Birds on the runway
• Engine RPM unstable or too low
• Incoming unforeseen aircraft
• Other causes which renders the plane not safe to fly

When performing this, we close the throttle and keep the nose wheel somewhat lifted to defend it from shimmnying. We will only brake to get the right taxiway or when we do not have enough runway left.

Short field take-off

At a short field take-off, we consider the runway length very worthy and limit the amount needed to clear an object at 50 feet after the runway. In this procedure, we will line up on the runway by limiting the amount at the start. We keep holding the brakes there till the engine hits full RPM. Then we release the brakes and off we go. We will catch up the unwanted movements of the plane with the rudder pedals while keeping our heels on the ground.

When we have crosswind, we steer into the wind and gradually release that steering as we tend to hit rotation speed.

Soft field take-off

We also performed a soft field take-off, where we consider the runway to be soft and has a great risk of being stuck in mud or grass. We do a rolling take-off here, where we keep rolling and going into the take-off roll. Stopping might get us stuck in the grass, making the situation very dangerous.

We also keep some back pressure on the yoke to release pressure of the nose wheel.

Go around

A go around is performed if an aircraft is not safe to land or the runway is already in use. During the go around we push full power and then release the flaps to 20 degrees. This gives us more engine power as the drag reduces a lot. If there are other activities at the aerodrome like towing, gliders and parachutes, we keep the opposing side of the runway for those activities.

We also did this exercise today and went all right. However I need to remember keeping the plane straight and not dipping because of the lift-loss.

Wave off

A wave off is when we are busy landing but we are not 100% stable just above the runway. During this exercise my instructor pressed the rudder pedals softly on purpose, and we had to give full engine power to make another approach.

Waving off is better than a bouncy landing which can be dangerous.

Glide-in approach

We did also an glide-in approach. This is where we only use the pitch angle to glide to the runway. On the Base leg, we closed the throttle and glided from 1000ft to the runway. Being on 1000ft gives us a lot of potential energy to make it to the runway. This was a very fun exercise to do.

Flapless landing

We ended this lesson with a flapless landing once again. Here we do not use flaps, making the approach angle much flatter. This however comes together with higher speeds (+5 kts on every leg) and a longer landing roll.

Remarks

• Climb attitude after take-off -> be sure to keep 65 knots when climbing from the runway and then 75 knots after retracting the flaps
• Climbing turns with maximum of 15 degrees
• More exercise on doing multiple things together -> downwind/base
• Battling the effect of flaps: more flaps means more climb and less flaps is less climb. Be more pro-active when setting these by reacting faster on those effects
• Again review my briefings

Right now my total amount of flight hours is 12 hours and 45 minutes (12:45) which is more than proficient for the lessons I have done.

The next lesson

The next lesson we will perform a diversion to another airfield, as where I have to prepare for that reviewing the charts and the procedures. This is my homework.

I will also perform this into my simulator in the days towards this next lesson.

End of the page 🎉

You have reached the end of the page. You can navigate through other blog posts as well, share this post on X, LinkedIn and Reddit or return to the blog posts collection page. Thank you for visiting this post.

If you think something is wrong with this post or you want to know more, you can send me a message to one of my social profiles at: https://justinverstijnen.nl/about/

Go back to Blog homepage

If you find this page and blog very useful and you want to leave a donation, you can use the button below to buy me a beer. Hosting and maintaining a website takes a lot of time and money. Thank you in advance and cheers :)

The terms and conditions apply to this post.

3 - 1.8 Circuit 1

Lesson 1.8 – Circuit 1 Date: 20-04-2026

Introduction

Today was the day that we do circuit training for the first time. An hour before this flight lesson, I passed the meteorology theory exam which I’m very happy about, after some doubts the night before. Now I need to do just 2 more exams (AGK and POF) to be done with the theory.

Before looking further into the required steps and procedures, I will first review how an aerodrome circuit looks like. Every part of it has an name, which makes it easy to communicate with ATC and other traffic about where you are around the aerodrome. Saying phrases like “North of the runway” or “Approaching runway” are very vague phrases which we avoid.

Aerodrome circuit explained

A circuit around an aerodrome is divided in several legs, where we will always take-off and land into the wind. That is where the names come from:

Here is the full picture of all legs:

The rest of this page, I will use these phrases.

Runway memory items

The runway memory items is this short checklist you must know right before lining up and take-off. Lining up means crossing the yellow separator from taxiway to runway.

1. Carb heat - Off
2. Transponder - ALT
3. Flaps 10
4. Strobe, and Landing lights - On
5. Taxi lights - Off
6. Pitot heat when in air under 10 degrees
7. Check magnetic heading

Circuit flying rules

In the circuit, some rules apply to flying the circuit to make it safe for yourself, other traffic and people on the ground.

1. Minimum altitude for turning is 300ft HAA (Height above aerodrome), normal turning altitude is 500ft HAA
2. Do not perform the after take-off checklist in the circuit
3. On crosswind leg, pay attention for possible new traffic joining the circuit at mid-downwind. This is the traffic entry point
4. Descend power is 1500RPM
5. Turn to final with at least 70 kts IAS and max 20 degrees bank to avoid a stall, preferably fly every turn at 20 degrees max: when not climbing
6. You should have 350ft HAA after completing the turn to final
7. Landing flaps must be extended at 150ft HAA

RT calls in the circuit

At some points, the tower and other traffic expect you do do various radio calls in the circuit. This is an extra reminder to other traffic to announce your position and traffic separation.

1. Lining up runway (initial take-off)
2. Beginning downwind
3. Mid downwind -> landing intention (Full stop/Touch and go)
4. On base (not required)
5. On final
6. Possible go-around

When leaving the circuit

• Leaving circuit area

The lesson itself

The lesson itself went great. The weather was okay but not great. We had a slight crosswind coming from the north at around 7-8 knots. This was completely opposing the runway at a 90 degrees angle. It was around 12 degrees and a sky filled with cumulus clouds with a layer of altostratus above. A typical occlusion-front weather type.

After doing the pre-flight inspection on my own we taxied to the runway and took off. We exited the circuit to re-enter it again, just to practice this. Then we did 6 circuits and landings with flaps and a last circuit without flaps.

The most important sentence of this lesson is: “Pitch for speed, power for altitude”. This means:

• Increase power to gain altitude, decrease power to lose altitude
• Increase pitch angle to lose speed, decrease pitch angle to gain speed

As we had a crosswind, we needed to do some other actions too. We had to crab the airplane into the wind to maintain the track to the runway and we need to land on the wind-facing wheel first. This prevents us from overrunning the runway by the wind.

The lesson went great and after some touch-and-go’s I think taking off went a lot smoother.

Remarks

The set of real reminders which I need to remember for future lessons are the following:

• Starting the pre-flight inspection, check magneto’s set to OFF -> this prevents a hot prop
• Carb heat must be set on downwind leg and kept on till after landing and completing the after landing checklist
• Keep the plane into the wind with Ailerons
• Review and practice the briefings for take-off and approach

End of the page 🎉

You have reached the end of the page. You can navigate through other blog posts as well, share this post on X, LinkedIn and Reddit or return to the blog posts collection page. Thank you for visiting this post.

If you think something is wrong with this post or you want to know more, you can send me a message to one of my social profiles at: https://justinverstijnen.nl/about/

Go back to Blog homepage

If you find this page and blog very useful and you want to leave a donation, you can use the button below to buy me a beer. Hosting and maintaining a website takes a lot of time and money. Thank you in advance and cheers :)

The terms and conditions apply to this post.

4 - 1.7 Stalls

Lesson 1.7 – Stalls Dates: 03-11-2025, 30-01-2026, 27-03-2026, 03-04-2026 and 17-04-2026

Introduction

This page contains all my notes for the 1.7 Stalls lesson. This was a very hard lesson because of the weather situations in late 2025. The lesson was cancelled for about 5 times, and 2 times we were already in the air but the weather was worse than forecasted.

For the stalls lesson we needed the following weather parameters:

• Flying on 3000ft to have enough altitude (potential energy) to recover from a stall.

• As we are flying VFR, we need to be at least 1000ft under the cloud base

• No significant weather

• 10km visibility

• Wind at most 15 knots

This means I have done this lesson about 5 times, where only the last 3 were really valid as stalls lessons. I had to do two lessons because of the time shortage we had on the first valid lesson and the several attempts.

03-11-2025

Today we had the lesson scheduled in the afternoon. As the clock was going back from UTC+2 to UTC+1 due to daylight savings, we have dark at an earlier time than before. We also had around 14 knots of wind which was completely crosswind to the runway.

We started doing the Stalls briefing and theory of a stall. Then we continued checking the aircraft and doing the rest of the preparations. Then we took off, but quickly realized that the flight will be ended soon due to the weather and visibility, as we were not able to climb to 2500ft.

After around 25 minutes after taking off, we landed and scheduled a new flight.

30-01-2026

Today it was my first flight lesson in 3 months after around 4 cancellations. In the mean while, i’ve been very busy succeeding in the following items:

• Radio Telephony rating

• Navigation PPL theory exam

• Communication PPL theory exam

The weather was our bottleneck, once again today. It was a cool and cold winter day with snow from earlier this week. This gave us beautiful winter sights from the plane. At around 2000ft (600 meters) after take-off we decided to not do the exercises today because of the cloud front coming to our way. This gave us a great and nice airliner-like view of flying above the coming cloud layer. We have descended and then headed back to our base for a butter landing by my instructor.

27-03-2026

Finally after some cancelled lessons and a vacation, we were finally able to do a lesson again. The weather was great with a layer of stratiform clouds at around 9700ft.

We reviewed the theory about stalls and the briefings done before executing the exercise. Then we prepared the flight reviewing the NOTAMs, aircraft and potential risks, and taxied to the fuel station where we filled up the aircraft.

We did the exercises and this went better as we proceeded doing more stalls. At first, I was too gentle at pulling back and also by recovering the stall. After around 4 times, I did this prociently according to the instructor. Some area’s where I can improve is getting the aircraft into a full stall, as this is very counter-intuative, pulling even more on the yoke when all alarms and bells go off.

We did these 2 exercises:

• Stall recovery in clean (flapless) configuration

• Stall recovery in approach configuration (20 degrees of flaps)

I learned that stalls can happen at anytime, when not having full focus or flying in circuits so a fast and adequate recovery action is needed to save yourself and passengers.

03-04-2026

Today we had the second full stalls lesson with somewhat less good weather than last week but still proficient to do our lesson. As we only did 2 of the 3 stall exercises, I needed to do another lesson which was good.

We had good weather, once again a little crosswind of around 8 knots and a cloud base on 7900ft of stratiform clouds. In all words, good weather for a nice flight.

We did 3 exercises this lesson:

• Stall recovery in clean (flapless) configuration

• Stall recovery in approach configuration (20 degrees of flaps)

• Stall recovery in landing configuration (30 degrees of flaps)

Recovering stalls went a bit better than the lesson before, but I needed to remind some things that must be done better:

• The stall can be recovered by only decreasing the angle of attack

• Not directly push full throttle, which happens out of reaction

• Steer with rudder, and not with ailerons

• Better managability of the flaps, flaps go faster up than down in flight

• Pushing the yoke is natual when recovering from stalls, so don’t be scared

Overal the lesson went great, the crosswind takeoff was the best so far, doing everything right from the taxi to the leave of the circuit, including crabbing take-off and holding altitude. Its a very strange feeling when taking off and having some crosswind, that your plane points into the wing, while having an other track as your heading.

The objectives for me to do at home for the next lesson are:

• Review briefings of the taxi, take-off and exercise

• Review exact RT

Overall, great lesson and looking forward to the next one.

17-04-2026

Today we did a reviewing and pre-circuit lesson, covering every aspect I have learned before in one lesson. This to completely prepare for the upcoming circuit lessons, where every aspect is very important as we are much closer to the ground.

• Basic ascending and descending

• Airwork, maintaining different altitudes and headings

• Trimming the aircraft

• Every stall exercise

• Slow flight

I finally flown some of the circuit, all the way to late final where the controls were transferred to the instructor but there was a lot of progress after this lesson.

This is also the last lesson where we actively did the stalls, and now we are ready for the real work.

Stalls theory

We did some theory about stalls, what they are and how they happen and must be answered. We can have 2 stages of stalls:

• Stall approach -> A stall is coming, some symphons are available

• Full stall -> The actual stall where you will feel a result, like a wing dip, nose dip or airspeed loss

I will describe both of those further.

Stall Approach Recovery

In the Stall approach, we are close to a stall and are in the phase that the full stall can be avoided by taking action. In this situation, we can identify a stall approach by looking for these symthoms:

1. Stall warning beep (around 5kts before the actual stall)

2. Buffet, this means that the aircraft shakes a bit due to the disrupted airflow on the wings

3. Airspeed indicator, the end of the green arc, or white arc if flaps are deployed

When having these symtoms, immediately do the following actions:

1. Release yoke back pressure and some forward pressure to end the stall and unload the wings

2. Full throttle power

3. Disable the carb heat to have the highest engine RPM

4. Level the plane

Remember to never use the ailerons when recovering from stalls as this changes the angle of attack of the wings even further, increasing your stall and decreasing change of recovery.

Then we do some checks from bottom to up to the left to double check if we doing things right:

1. Fuel Selector (both unless instructed otherwise)

2. Mixture rich

3. Throttle

4. Carberateur heat

5. Ignition

6. Magnetos

7. Engine instruments (Oil temperature, pressure, cylinder head temperature (CHT) and/or exhaust gas temperature (EGT), ammeter and suction/vacuum)

And complete the exercise with some outside checks (APOS):

1. Altitude

2. Position

3. Orientation

4. Sky 180 scan for traffic/weather

Full stall recovery

In the full stall, we are stalling and one of these three things are happening:

1. Nose drop

2. Wing dip (always one of the 2)

3. Altitude loss

When having these symtoms, immediately do the following actions:

1. Release yoke back pressure and maybe some forward pressure to end the stall

2. Full throttle power

3. Disable the carb heat to have the highest engine RPM

4. Level the plane

Remember to never use the ailerons when recovering from stalls as this changes the angle of attack of the wings even further.

Then we do some checks from bottom to up to the left to double check if we doing things right:

1. Fuel Selector (both unless instructed otherwise)

2. Mixture rich

3. Throttle

4. Carberateur heat

5. Ignition

6. Magnetos

7. Engine instruments (Oil temperature, pressure, cylinder head temperature (CHT) and/or exhaust gas temperature (EGT), ammeter and suction/vacuum)

And complete the exercise with some outside checks (APOS):

1. Altitude

2. Position

3. Orientation

4. Sky 180 scan for traffic/weather

One thing to add, if doing stalls in landing configuration, we need to simultaneously decrease the flaps to also decrease the drag, which means more engine power resulting in more speed. You must at least decrease the flaps to 20 degrees to gain power. Full power on flaps 30 or 40 has so much drag that the engine almost cannot compensate for it.

Homework Altitude vs. Distance

Because of the bad weather in the winter weeks and no chance to do the stalls lesson, I was asked to do some homework. This consisted of these questions to get a better understanding of power, pitch, speed, flaps and range.

1. Flaps and Flapless at take-off

In the first question, I was asked to draw a graphic of what happens with the altitude and distance at the start of the take-off till rotation and somewhat after that.

In this graphic, I drew 2 lines, one for flaps 10 and one for flapless. As we have less lift without flaps, we will need a longer runway and therefore climbing later than with flaps extended. Both at a speed of around 65 kts.

2. Flaps 10 and Flaps 30 at take-off

The second question was about answering what would perform better at take-off, flaps 10 or 30.

Flaps 10 is in terms the most efficient take-off flap setting, as this is a nice combination of lift and drag. Flaps 30 has an earlier lift-off point of the ground but at the cost of a low speed as result of the enormous drag it creates. We only use Flaps 30 in case of a short field take-off or needing to avoind objects at the end of a (short) runway.

3. Zero wind and 15 knots headwind

In the third question, I have to display the difference of a headwind. I chose an headwind of 15 knots, as this displays a nice difference and its a moderate wind speed for a better lift off.

As you can see, with 15 knots headwind, we will lift of earlier because of the extra 15 knots true airspeed. The horizontal flow of air is already 15 knots, so our plane could lift of at about 40-45 knots instead of the normal 55-60 knots.

4. 65 knots vs. 75 knots

In the 4th question I was asked to draw the difference of 65 knots and 75 knots.

For the Cessna 172, these are exactly these values:

• Vx: Best climb speed for short distance -> 65 knots

• Vy: Best climb speed for short time -> 75 knots

So I drew this graphic where you see that to clear a certain distance, 65 knots is a better speed but when you take time, 75 knots is a better speed.

5. Descending with and without flaps

In the fifth question, we switch to the descending process. Here I was asked to draw the difference between descending with 1700 RPM and 95 knots with a speed of -500fpm vertical.

As Flaps increase or drag and lift and decreases our speed, we are able to descend faster in the same period of time.

6. Descending with and without headwind

The 6th question was about the descending distance. Here we talk about horizontal distance we clear during descending.

As we want to descend, and we have 15 kts headwind, we are able to descend steeper. In the same time, we are descended further while flying less horizontal distance. This means a faster and steeper descent.

This is a result of the headwind decreasing our ground speed.

7. Descending - 1700RPM and 1500RPM

When descending with 1500RPM and 1700RPM, we have a little difference in terms of power. We have less forward trust, so somewhat more drag and a lower ground speed. This makes it possible to descend a bit faster relative to the ground distance.

8. Descending - Power Idle to touchdown

When descending with 3 different speeds, some strange will happen without knowing the theory behind it.

• 50 knots: You will descend steeply as you fly at the edge of a stall, this makes you descend fast relative to the ground and you have lots of parasite drag

• 65 knots: this is the best glide speed of the Cessna 172 and gives you the best distance to altitude ratio, and in this graphic so the furthest distance. You are perfectly in the middle of parasite drag and induced drag at this speed

• 75 knots: this is faster than best glide speed and makes you descend too fast, too much induced drag

9. Descending - Best glide speed heavy and light aircraft

In a cessna 172, the default best glide speed is around 65 knots. However, if we increase the weight of the aircraft, we have to also increase the lift to compensate for the extra weight. To create this more lift we need a little more speed. Heavier aircraft means you need a higher best-glide speed.

However, a higher speed relative to the ground means that we need more horizontal distance than flying in a light aircraft, so you need to descend earlier.

10. Final to touchdown and roll-out - Flapless, 10 and 30

Descending with flaps, especially to touchdown is much easier, as the more degrees of flaps we have, the less ground speed and so more time to point the plane correctly at the runway. If we have a flapless configuration, we need to maintain a very slow speed resulting in a very high pitch attitude. FLaps help us descending more easily and to see the runway much better.

This is the reason we will be completely finished earlier on the runway, braking away our kinetic energy.

11. Final to touchdown and roll-out - Zero and 10 knots headwind

Headwind also decreases our groundspeed, having less speed relative to the ground. This gives us more time to point the plane at the runway and we need to lose less kinetic energy. With headwind, we will be standing still somewhat earlier.

End of the page 🎉

You have reached the end of the page. You can navigate through other blog posts as well, share this post on X, LinkedIn and Reddit or return to the blog posts collection page. Thank you for visiting this post.

If you think something is wrong with this post or you want to know more, you can send me a message to one of my social profiles at: https://justinverstijnen.nl/about/

Go back to Blog homepage

If you find this page and blog very useful and you want to leave a donation, you can use the button below to buy me a beer. Hosting and maintaining a website takes a lot of time and money. Thank you in advance and cheers :)

The terms and conditions apply to this post.

1.6 Slow Flight

Lesson 1.6 – Slow Flight Dates: 13-10-2025 & 20-10-2025

Introduction

One of the harder lessons so far: slow flight.
The purpose of this lesson is to fly as slowly as possible while remaining safely airborne in the Cessna 172.

The first time we flew this lesson, it did not go as planned. I lost too much altitude and controlling the aircraft was difficult, especially because the exercise had to be maintained for an extended period of time. For this reason, I had to retake the lesson.

Slow flight described

Before starting slow flight, we first scan for traffic, then begin the exercise.

1. Reduce throttle to approximately 1500 RPM
2. As thrust decreases, more lift is required → pitch the nose up
3. Trim the aircraft while reducing speed
4. To compensate for lift loss, increase throttle to around 1900 RPM
5. Maintain direction using gentle rudder input and focus on a reference point

Without flaps, we can safely fly at approximately:

• 55 knots (101 km/h)

With flaps extended, we can safely fly at approximately:

• 43 knots (80 km/h)

I found it very difficult to hold the aircraft in the correct attitude:

• Altitude decreased too much or
• Airspeed increased too quickly

Maintaining heading is especially challenging, because at around 10° nose‑up attitude, outside visual references are limited. In this configuration, heading control relies almost entirely on inside instruments.

After about three attempts, I managed to perform the exercise correctly, but it was clear that repetition was needed.

During the second lesson (one week later), performance improved significantly:

• The aircraft was lighter
• Stall speed was slightly lower
• Control felt more predictable

The slowest speed achieved during slow flight was 49 knots (90 km/h), which is very close to the onset of a stall.

Tip

For unit conversions during flight preparation, I use my own tool:
https://flighttools.justinverstijnen.nl/unitcalculator

Fast flight

Fast flight was considerably easier and much more enjoyable.

During this exercise:

• We descended using **full throttle (2700 RPM)
• Airspeed quickly increased to **140 knots (260 km/h)

This is approximately the take‑off speed of large commercial aircraft such as:

• Boeing 737
• Boeing 777
• Airbus A320

After reaching maximum speed, power was reduced. You could clearly feel the aircraft slowing down.

At higher airspeeds:

• Less rudder input is required
• Less aileron input is required
• Control response feels more stable due to increased airflow over the control surfaces

Taxi checks

After the flight, I was instructed to learn the taxi checks by memory.
These checks must be performed without using a checklist.

Taxi checks:

1. Brakes effective on both sides
2. Compass indications increasing/decreasing correctly
3. Steering checks:
   • Steer right → ball moves left
   • Steer left → ball moves right
4. Turn coordinator movement left and right
5. Artificial horizon stable and level

During the Before Take‑off checklist and magneto check, call‑outs are mandatory:

• Confirm values are within limits
• Ensure the nose wheel is straight before braking

Reflection

This lesson made it clear that an overall change in learning and preparation is needed.

Going forward, I will:

• First study the SOPs
• Practice exercises in the flight simulator
• Only then perform them in the real aircraft

This should improve safety, confidence, and consistency during future lessons.

End of the page 🎉

You have reached the end of the page. You can navigate through other blog posts as well, share this post on X, LinkedIn and Reddit or return to the blog posts collection page. Thank you for visiting this post.

If you think something is wrong with this post or you want to know more, you can send me a message to one of my social profiles at: https://justinverstijnen.nl/about/

Go back to Blog homepage

If you find this page and blog very useful and you want to leave a donation, you can use the button below to buy me a beer. Hosting and maintaining a website takes a lot of time and money. Thank you in advance and cheers :)

The terms and conditions apply to this post.

6 - 1.5 Airwork 3

Lesson 1.5 – Airwork 3Date: 26-09-2025

Introduction

In this lesson we performed several airwork exercises, preceded by theory briefings.

The focus was on aircraft control, procedures, and situational awareness.

Exercises covered:

• Basic climbing and descending to a specific altitude
• Memory items for emergency scenarios (QRH)
• Taxi briefing
• Take‑off briefing
• Normal turns (30° bank)
• Steep turns (45° bank)

Basic climbing and descending to a specific altitude

In cruise flight, we typically fly around 95 knots (175 km/h).

When climbing or descending to a new altitude, we must do this efficiently and precisely, avoiding overshooting or undershooting the target altitude.

Climbing (APT)

Important terminology- Altitude – Height above sea level (ft)- Attitude – Nose angle (pitch axis)

For a climb:

• Use Vy (best rate of climb)

  • Cessna 172: 75 knots

• Use full throttle

• Carburetor heat OFF (engine is already warm at high RPM)

Climb technique:

• From straight and level flight at 2000 ft:

  • Increase nose attitude until 75 knots
  • Apply full throttle
  • Trim as needed to reduce control pressure

• 50 ft before target altitude:

  • Reduce nose attitude to slow the climb

• At target altitude:

  • Level off
  • Accelerate to ~90–95 knots
  • Set cruise RPM (~2300 RPM)

Descending (PAT)

Descending differs from climbing:

• No additional power needed
• Controlled primarily by power reduction and attitude

Descent procedure:

• Carburetor heat ON
• Reduce power to ~1700 RPM
• Set nose attitude for descent (~500 ft/min vertical speed)

Level‑off technique:

• 100 ft before target altitude

  • Carburetor heat OFF

• 50 ft before target altitude

  • Adjust pitch and power to level flight

• Resume cruise:

  • ~95 knots
  • ~2300 RPM

Memory items in checklists

Aircraft Quick Reference Handbooks (QRH) contain checklists for various scenarios.

Some checklist items are marked as memory items which must be known by heart, as there is no time to read during the event.

Example: Fire during start

If fire occurs during engine start:

• Continue cranking for 5–10 seconds to try to suck the flames into the engine

If engine starts:

• Parking brake set
• 1700 RPM
• Prepare seatbelts, doors, fire extinguisher
• Wait max. 2 minutes/120 seconds
• If fire continues:
  • Mixture cut‑off
  • Throttle full open
  • Fuel selector OFF
  • Ignition OFF
  • Master switch OFF

If engine does not start:

• Mixture cut‑off
• Throttle full open
• Continue cranking briefly
• Ignition OFF
• Master switch OFF
• Fuel selector OFF (if possible)
• Extinguish fire using any possible method

Memory items exist because delay can cost the aircraft and lives.

They must be learned per aircraft type.

ImportantAlways learn memory items directly from the aircraft’s Quick Reference Handbook. Procedures can differ between aircraft types and models.

Magneto check

During the Before Take‑off checklist:

1. Set magnetos to Right first
2. Back to Both
3. Set magnetos to Left
4. Back to Both

This minimizes movement:

• Two counter‑clockwise
• Two clockwise
• One counter‑clockwise
• One clockwise

Airborne checks

While airborne, perform regular checks (once or twice per minute):

• Oil pressure
• RPM
• Engine temperatures
• Vacuum gauge

Additionally:

• Continuously scan for traffic using horizontal and vertical eye movement
• Deviate or perform a 180° turn if traffic is at the same altitude
• Be predictable, just like road traffic
• Make radio contact whenever possible

Briefings

Briefings are performed at the start of each flight phase to maintain shared situational awareness and reduce surprises.

We use the ANWB structure:

• Aircraft
• NOTAMs
• Weather
• Briefing

Taxi briefing

Performed during the Before Taxi checklist.

Items to brief:

• Aircraft status (defects / remarks)

• Relevant NOTAMs

• Weather impact

• Route to run‑up area

• Taxi speed and RPM

• Expected turns

• Instruments to check:

  • Turn coordinator (ball & symbol)
  • Gyro / magnetic compass
  • Heading indicator

• Avoid hotspots and deviate from yellow line to avoid nose‑wheel chimneys

• Effect of wind (counter‑steering)

• Brake check when starting taxi

• “Any questions?”

Departure briefing

Performed before take‑off.

Brief:

• Runway and usable length
• Flap setting (default: 10°)
• Power setting
• Rotation speed (55 knots)
• Climb speed after 200 ft
• Circuit height and exit (700 ft / 45°)
• Direction of departure
• Cruise altitude and speed

Emergency scenarios:

• Before 55 knots

  • Throttle idle
  • Braking
  • Inform ATC

• After 55 knots – non‑flyable

  • Forced landing ahead
  • 30° left or right (wind‑dependent)
  • Above 1000 ft: consider turn‑back

• After 55 knots – flyable

  • Stay in circuit at 700 ft
  • Full‑stop landing
  • Extra vigilance with gliders, parachuting or tow operations

Arrival briefing

Performed when approaching the destination airport.

Brief:

• Aircraft status

• Destination NOTAMs

• Weather

• Runway and usable landing distance

• Flap setting (40°, adjust for wind)

• Circuit direction

• Approach speed ( 65 knots )

• Go‑around procedure:

  • Complete circuit
  • Line up for another attempt

End of the page 🎉

You have reached the end of the page. You can navigate through other blog posts as well, share this post on X, LinkedIn and Reddit or return to the blog posts collection page. Thank you for visiting this post.

If you think something is wrong with this post or you want to know more, you can send me a message to one of my social profiles at: https://justinverstijnen.nl/about/

Go back to Blog homepage

If you find this page and blog very useful and you want to leave a donation, you can use the button below to buy me a beer. Hosting and maintaining a website takes a lot of time and money. Thank you in advance and cheers :)

The terms and conditions apply to this post.

1.4 Airwork 2

Lesson 1.4 – Airwork 2 Date: 02-09-2025

Introduction

We started by reviewing previous material and then went deeper into the theory of nose attitude.
During the flight we practiced slow flight, throttle effects on nose attitude, gliding, and trimming.

First, we discussed some theory.

At take-off, we use different speeds for different phases:

• Vr – Rotation speed

  • In a Cessna 172: ~55 knots (102 km/h)

• Vx – Best angle of climb (maximum altitude gain for distance)

  • In a Cessna 172: ~65 knots (120 km/h)

• Vy – Best rate of climb (maximum altitude gain for time)

  • In a Cessna 172: ~75 knots (139 km/h)

• Vg – Best glide speed (engine failure)

  • In a Cessna 172: ~65–68 knots (124 km/h)

These speeds are marked on the Garmin G1000 primary flight display:

And they correspond to the take‑off phase like this:

During take-off:

• We rotate at Vr (55 kts) to lift the aircraft off
• We initially climb at Vx (65 kts) to clear obstacles
• After ~200 ft AGL, we perform the after take‑off checklist:
  • Flaps up
  • Climb at Vy (75 kts)

Effect of throttle and the nose

Throttle input directly affects nose attitude:

• More throttle / RPM → Nose rises
• Less throttle / RPM → Nose lowers

When trimming and stabilizing the aircraft, throttle can be used to help level off and maintain a steady attitude.

Gliding

During descent from approximately 2000 ft to 700 ft, we performed a glide.

• Normal descent: ~1800 RPM
• Glide: Engine at idle

While gliding, we trimmed the aircraft with a slightly nose‑up attitude. This resulted in minimal engine noise and was a great exercise for understanding glide paths during engine failure scenarios.

Trimming

Trimming is essential for stable, level flight.
It means correcting pitch for a specific combination of throttle, altitude, pressure, and speed.

A correctly trimmed aircraft maintains altitude without continuous control input.

Procedure:

1. Reach the desired altitude
2. Correct with the yoke (push or pull)
3. Trim away the yoke force by trimming nose up or down

Trim logic:

• Trim down: Turn the trim wheel up
• Trim up: Turn the trim wheel down

Although this feels counter‑intuitive, it mirrors the direction you would move the yoke.

Briefings

We practiced creating standardized briefings following the principle:

Say what you do, do what you say

Taxi Briefing

• Mention taxiways
• Mention hotspots
• Stay clear of taxiway centerline to avoid “chimneys”
• Check turn coordinator, compasses, and attitude indicator by steering right, then left
• Park the aircraft at a 45° angle to the runway for run‑up

Departure Briefing

• State the departure runway
• Mention base leg and final checks
• Confirm full throttle on take-off
• Engine failure or fire with runway remaining
  • Including failures before rotation speed
• Engine failure or fire without runway remaining
  • Forced landing
• State Vr, Vx, Vy (55 / 65 / 75)
• At 200 ft:
  • Flaps up
  • Climb to 700 ft
  • Leave circuit at 45° (e.g. 305° for RWY 26, 225° for RWY 18)

The flight details

End of the page 🎉

You have reached the end of the page. You can navigate through other blog posts as well, share this post on X, LinkedIn and Reddit or return to the blog posts collection page. Thank you for visiting this post.

If you think something is wrong with this post or you want to know more, you can send me a message to one of my social profiles at: https://justinverstijnen.nl/about/

Go back to Blog homepage

If you find this page and blog very useful and you want to leave a donation, you can use the button below to buy me a beer. Hosting and maintaining a website takes a lot of time and money. Thank you in advance and cheers :)

The terms and conditions apply to this post.

1.3 Airwork 1

Lesson 1.3 – Airwork 1 Date: 22-08-2025

In this flight, I learned how to perform the preflight inspection myself by doing the walk‑around using a structured checklist.
In this first checklist item, we look for reasons not to fly.
In IT terms, this can be compared to a physical risk assessment.

I had to repeat this with more steps and will do this every lesson to fully master the procedure.

I performed the check as follows:

1. Cabin

   • Remove the control wheel lock (steering lock)
   • Check fuel quantity from the gauges (not fully trustworthy)
   • Test flap movement from 0° to full 40°
   • Check lights and pitot heat (especially relevant at 10°C and below)

2. Tail

   • Check elevator freedom and correct response to yoke movement
   • Remove tail tie‑downs (extra weight)

3. Right wing

   • Check flap condition
   • Check aileron movement for freedom and correctness

4. Right wheel & fuel

   • Check tire, brakes, and strut
   • Measure fuel manually using a dipstick
   • Check for water contamination in the fuel

5. Nose

   • Check oil level (minimum 5 quarts, 6 for longer flights)
   • Check propeller condition and freedom
   • Check air inlets for contamination
   • Inspect static pressure port (used to measure altitude in hPa)

6. Left wheel & wing

   • Same checks as right side
   • Drain fuel sump to check for dirt or water
   • Inspect front tire and brake

7. Pitot & stall warning

   • Check pitot probe (indicated airspeed)
   • Check analog stall warning (testable using suction)

8. Left aileron & flap

   • Verify free movement
   • Confirm correlation with yoke movement

Aileron movement reminder

• Steering left → left aileron up, right down

• Steering right → right aileron up, left down

• Wing going up produces more lift

• Wing going down produces more drag

Trip fuel and fuel calculation

When fueling the aircraft, we must ensure enough fuel for every possible phase of the flight.
Fuel is not only for A → B — weather or runway issues might force a diversion.

Fuel planning includes:

• Taxi fuel
• Trip fuel
• Contingency fuel
• Alternate fuel
• Final reserve fuel
• Possible extra fuel

The final reserve fuel (30–45 minutes) must never be used.
Using it means the flight planning was insufficient.

Always filling tanks to the maximum may feel safe, but more fuel means:

• More weight
• Higher fuel consumption
• Reduced performance
• Less room for passengers or baggage

Fuel consumption is calculated using data from the Pilot Operating Handbook (POH).

Aircraft forces

An aircraft is influenced by four main forces:

• Lift – Force generated by the wings to keep the aircraft airborne
• Drag – Opposing force slowing the aircraft
• Weight / Gravity – Pulls the aircraft toward the ground
• Thrust – Generated by the engine and propeller

In straight and level flight, all four forces are in balance:

• Lift balances weight
• Thrust balances drag

Flying visually

In this lesson, I learned to fly more visually by focusing on nose attitude instead of instruments alone.
This greatly helps maintaining a stable speed and altitude.

Maintaining direction

When flying straight or during turns:

• Pick a reference point far away (city, lake, building)
• Fly towards that point

Maintaining altitude

Focus on how the horizon sits over the nose:

• This visual reference quickly shows climbs or descents
• Reduces reliance on instruments

Carburetor heat

The carburetor mixes air and fuel.
Because intake air cools inside the carburetor, engine RPM drops (±150 RPM).

General rule:

• Use carb heat whenever possible
• Disable only when maximum power is needed

Usage:

• Take‑off & climb: Carb heat OFF (cold)
• Cruise: Carb heat ON

Carburetor icing can occur even on warm days.
Ice formation is detected by a rise in RPM when carb heat is applied.

Remember:

“No rise, no ice.”

Slow Flight

Due to spare time, we practiced slow flight again.
By extending flaps, we increase lift and drag, allowing slower flight speeds — the reason flaps are used during landing.

Slow flight is also used in the circuit:

• Allows tighter turns
• Prevents overshooting
• Gives more time for radio calls and checks

In slow flight, control dynamics change:

• Altitude → Throttle / RPM
• Speed → Nose attitude
• Direction → Rudder

End of the page 🎉

You have reached the end of the page. You can navigate through other blog posts as well, share this post on X, LinkedIn and Reddit or return to the blog posts collection page. Thank you for visiting this post.

If you think something is wrong with this post or you want to know more, you can send me a message to one of my social profiles at: https://justinverstijnen.nl/about/

Go back to Blog homepage

If you find this page and blog very useful and you want to leave a donation, you can use the button below to buy me a beer. Hosting and maintaining a website takes a lot of time and money. Thank you in advance and cheers :)

The terms and conditions apply to this post.

1.2 Effect of controls

Lesson 1.2 – Effect of controls Date: 08-08-2025

Introduction

In this lesson, we went more into the technical limitations of the Cessna 172 aircraft. Also we did some slow-flight exercises to be somewhat ahead of schedule as we had some spare time.

Limitations

The most important limitations of the Cessna 172 aircraft are:

• Maximum take-off weight (2300 LBs / 1.043 KG)
• Maximum Indicated Airspeed (IAS) of 140 kts (260 km/u) while flapless
• Maximum Indicated Airspeed (IAS) of 85 kts (157 km/u) while full flaps
  (check the white arc for allowed flap speed on the airspeed indicator)
• Minimum landing distance
• Minimum take-off distance

To make sure we don’t exceed these limitations, we need to take several precautions.
For weight, we perform a mass and balance calculation.
For airspeed, we ensure during flight that we remain well below 140 knots.

For landing and take-off distance, this is ensured during flight preparation, where penalties are added for unfavorable runway or weather conditions.

Mass and Balance sheet

Before we begin our flight, we must calculate both weight and balance. They play a critical role in aircraft performance. The total mass must always remain below the maximum take-off weight, which is specific to each aircraft type.

The root of why we calculate this before the flight is to ensure we stay within the aircrafts performance envelope and not to create imbalance. Doing this incorrectly can lead to decreased flight perforrmance and even worse results.

Here I created a mass and balance sheet for a Cessna 172, fully within the technical limits of the aircraft.

• Normal category flights must stay within the red lines
• Utility/aerobatic flights must stay within the grey dotted lines

The CG (Center of Gravity) is the balance point of the aircraft.
You can compare it to balancing a pencil on your finger: the point where it stays perfectly balanced is the center of gravity.

In an aircraft, CG is calculated along the fuselage. For the Cessna 172 this is measured in inches.
For example: a baggage CG of 95 means the weight is centered 95 inches from the front of the fuselage.

Emergency equipment

In a Cessna 172, the following 7 emergency items must always be on board:

1. First aid kit
2. Fire extinguisher
3. Emergency Locator Transmitter (ELT)
4. Radios / avionics
5. Transponder
6. Emergency checklist (QRH)
7. Mobile phone and emergency contacts:
   • FIO
   • ACC Supervisor

During the before‑take‑off checklist, I learned these items by heart and was told to always be aware of them.

Calculating Take-off and Landing Distances

Before confirming that we can safely take off or land on a specific runway, we calculate the required distances.
Runway lengths for all Dutch aerodromes can be found via the AIP:

https://www.lvnl.nl/diensten/aip?mark-word=eais

Cessna publishes the basic required take-off and landing distances in the POH (Pilot Operating Handbook):

These values assume perfect conditions: zero wind, ideal temperature, dry asphalt runway.
Because this rarely happens, we apply penalties and always calculate using worst‑case scenarios.

Take-off distance penalties

This prevents discovering at 45 knots that the runway is too short.
Worst‑case thinking is essential.

Landing distance penalties

Always verify the Landing Distance Available (LDA) — the space between the white runway stripes.
Do not confuse this with TORA or TODA, which apply to take‑off.

Runway surface conditions

There are four runway surface conditions:

• Dry – Best braking and performance
• Damp – Slightly moist, not shiny
• Wet – Shiny runway, water < 3 mm
• Contaminated – Water > 3 mm or snow

Always assess the worst section of the runway.
If 1100 m is dry but 400 m is wet, the runway is considered wet.

Example of my flight preparation

After lesson 2, I prepared a full fictional flight to practice all calculations:

I used worst‑case values and rounded everything up when converting from feet to meters.
(Please ignore the handwriting 😄)

Slow Flight

We finished the lesson with slow‑flight exercises.
Slow flight is the art of controlling the aircraft at low airspeeds. Less airflow means less control authority.

As airspeed decreases, lift decreases. To compensate, we must increase the angle of attack by raising the nose.

Aircraft control in slow flight (~60 knots):

1. Direction / heading": Rudder
2. Airspeed: Elevator
3. Altitude: Throttle

We also practiced with flaps extended, which increases lift and makes slow flight easier.

Finishing up

After completing the exercises, we returned to the airstrip for a smooth landing and taxied back to the flight school.

End of the page 🎉

You have reached the end of the page. You can navigate through other blog posts as well, share this post on X, LinkedIn and Reddit or return to the blog posts collection page. Thank you for visiting this post.

If you think something is wrong with this post or you want to know more, you can send me a message to one of my social profiles at: https://justinverstijnen.nl/about/

Go back to Blog homepage

If you find this page and blog very useful and you want to leave a donation, you can use the button below to buy me a beer. Hosting and maintaining a website takes a lot of time and money. Thank you in advance and cheers :)

The terms and conditions apply to this post.

1.1 Basics

Lesson 1.1 - Basics Date: 25-07-2025

Introduction

In my first flight lesson for my Private Pilot Lesson, I have been introduced to multiple aspects of flying. In the past, around 3 years before this first PPL lesson, I did a trial lesson where I only controlled the plane at around 2.500 feet, but only controlled the yoke, rudder pedals and trims.

This lesson it was the first time after around 300 hours of Microsoft Flight Simulator where I controlled the plane for the full flight except the landing phase. In the PPL learning curve, you will perform this after around 8–9 lessons when doing take-off and landing/circuit exercises.

The theory of this lesson mostly consisted of:

• Flight preparation and planning
• Aircraft Technical Log (ATL) and Hold Item List (HIL)
• Standard Operating Procedures (SOPs)
• The multiple instances
• Performing a proper walkaround

Flight Preparation (ANWB)

Before we step into a plane, we are required to plan and prepare our flight. We don’t want to be unprepared when flying, and also both the pilot flying and pilot monitoring must be on the same pace.

My flight school uses the ANWB abbreviation for this:

• Aircraft
• NOTAMs
• Weather
• Briefings

In each stage we check all related things and we search for reasons or risks not to fly.

Aircraft

In the aircraft stage we check and calculate the following things:

• ABC: Departure airfield, destination and our alternate. We always must have a backup airfield.
• Aircraft Technical Log (ATL):
  • All issues before maintenance are resolved
  • First flight after maintenance: flight controls and trim check are critical
• Hold Item List (HIL): Flyable but inoperative items (e.g. autopilot or landing lights)
• Fuel calculation: Ensure enough fuel, including reserve and alternate
• Mass and Balance:
  • Passenger and baggage weight affect fuel capacity
  • Utility limits must be respected during aerobatics

NOTAMs

NOTAMs (Notice to Air Missions) contain information about possible risks, such as:

• Runway closures
• Military or government restrictions
• High cranes or temporary obstacles
• Defect obstacle lighting
• ILS or VOR outages

We check NOTAMs for:

• Departure airport
• Destination airport
• Alternate airport
• En-route

Weather

Weather is one of the most unpredictable factors. We check:

• SWC (Significant Weather Chart) – above 15,000 ft
• LLFC (Low Level Forecast Chart) – below 15,000 ft
• SIGWX
• GAFOR / GLLFC

Briefings

In the briefing phase we inform crew and passengers about:

• The route
• Destination aerodrome
• Threat and Error Management (TEM)
• Questions from passengers

These were all points from the flight preparation.

Aviation Instances

In aviation, multiple organizations oversee safety and regulations:

• ICAO: International procedures and recommendations
• EASA: European legally binding aviation rules
• LVNL: Dutch airspace authority

Performing the Pre-flight Inspection (Walk-around)

Before every flight we must perform a pre-flight inspection to avoid surprises in the air.

During the walk-around we check:

• Oil leaks
• Tires (grip and canvas)
• Brakes
• Ailerons
• Rudder
• Flaps
• Elevator
• Engine oil (min. 5 qt for C172)
• Fuel quantity and water
• Pitot cover removed
• ATL onboard
• Flight controls free and correct

⚠️ Note
Pre-flight inspection steps differ per aircraft. Always refer to the official aircraft operating manual.

Starting the Aircraft

After confirming airworthiness, we proceed with engine start.

Most training aircraft have a hot prop, meaning the propeller can start the engine if the magnetos are active. This is when the key is turned to R, L, Both or Start.
Therefore:

• Key must be removed when outside the aircraft
• Propeller rotation can power magnetos

We then:

• Set seats and seatbelts
• Close doors and windows
• Complete Before Start checklist
• Mixture full rich
• Call: “On the brakes”
• Start the engine

Taxiing

Taxiing is ground movement using taxiways marked with yellow center lines.

• Ideal taxi speed: ~1000 RPM
• Speed comparable to a light sprint
• Airspeed indicator becomes active around 35–40 knots (too fast for taxi)

Run-Up (Before Take-off Checklist)

The run-up ensures engine reliability before take-off.

• Engine at ~1700–1800 RPM
• Test both magnetos
• Burn excess fuel if needed
• Bring engine to operating temperature

Before entering runway:

• Transponder: ALT
• Flaps: 10 degrees
• Trim: Take-off position

Airport Circuit

Before flying circuits (Upwind, Crosswind, Base leg), it helps to understand the pattern:

End of the page 🎉

You have reached the end of the page. You can navigate through other blog posts as well, share this post on X, LinkedIn and Reddit or return to the blog posts collection page. Thank you for visiting this post.

If you think something is wrong with this post or you want to know more, you can send me a message to one of my social profiles at: https://justinverstijnen.nl/about/

Go back to Blog homepage

If you find this page and blog very useful and you want to leave a donation, you can use the button below to buy me a beer. Hosting and maintaining a website takes a lot of time and money. Thank you in advance and cheers :)

The terms and conditions apply to this post.