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Lol. If I had a dollar for every dirtbag part 135 operator or 141 flight school who's garbage fleet was supposedly under the scrutiny of heavy FAA oversight, I'd be a very rich man.

Care to provide specific examples? Sorry, just calling someone a dirtbag isn't a legit complaint. More like a personal vandetta.

Yes and no. Looking back, I'm glad I did the CFI thing. You really do learn a ton teaching others. I loved the 2.5 years I spent teaching part-time in a small time part 61 environment...But then the need for more flight time arose and I was tired of having to bartend/wait tables by night to make...

What can one possibly checking on a Bonanza that takes 45 minutes?! Good god, some people...

I had the primary electric trim in a BE99 runaway aft on me once. That got my attention....

So, I'm gonna go out on a limb and assume you don't have a multi engine rating then. While actually shutting down an engine would be a stupid thing to do in a single, it's a required task for the multi, MEI and ATP rides. I agree with the principle of not actually moving certain critical...

Ummm...he's not suggesting "turning off the plane"

Also, if the airport has a D-ATIS, they can get the ATIS via ACARS and don't have to listen to the recording. Ah, the things I wish the King Air I fly had...

I can barely read decoded weather stuff....So much quicker to read the coded stuff. It ain't rocket science.

No, I never did it. As was said above, that's what the sim is for.

Agreed. An experienced pilot who is also a good instructor is generally better than the low timer.

I've come across multi thousand hour instructors who were awful and 300 hour instructors who were excellent instructors (maybe slightly green, but willing to improve and cared about students...I was there once myself). It ultimately boils down to one's aptitude and desire to be a good teacher...

I fought that battle quite a bit when I exclusively taught IR students at a large 141 flight school. They had a very...technical way of doing things and it frequently took the student's attention from the simple task of flying the airplane.

That sounds intense. I had some..uhhh...learning experiences with thunderstorms hauling freight in tired old PA-31's without radar or any other kind of onboard WX, but nothing that crazy.

This. I've had a DPE and a Checkairman call me out on a bad habit or two but have never failed a ride. I took their advice to heart though and fixed what I was doing wrong.

I'll agree with that...realistically, I'd maybe twist a few times throughout the arc just to keep track of where I was at on it rather than every 10 degrees. The general principle behind turn 10 twist 10 is good though...Just as long as the busy work doesn't get in the way of the big picture.

While it certaintly isn't required to fly a DME arc, it is a good way of maintaining SA on an arc in an airplane without a moving map depicting the arc...I used it when I taught IR students in older airplanes without GPS and when I flew single pilot 135 freight without GPS.

I'm only smart enough to brief one approach at a time. Unless I were in an emergency situation and needed to get on the ground, I'm not going to switch to a LOC approach on a whim after briefing and setting up for the ILS. If I lost my GS, I'd go missed, advise ATC of what was going on and what...

Which one is he reccomending in Tulsa?

Never got tipped, but some got me nice gifts after they passed their checkrides. Anything ranging from taking me to dinner to a bottle of Jameson. I never, ever expected anything extra though. I was just doing my job which is what I was already paid to do.