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The "learner" had flights from the same CFI logged as "steep spiral" practice. The NTSB seems to compare it to the steep spiral commercial maneuver. But the description sounds more like a spin. A spin, especially one in a C172, can easily devolve into a steep spiral, but that's not the same...

Now do another thread for VFR. The AFH says to extend the gear abeam the touchdown point, but I never cared for that technique.

Gear at FAF. Flaps depend on the aircraft.

For VFR, not usually, unless it's inside a TRSA. If it's inside a TRSA it operates similar to a Class C. Though some airports will arrange Flight Following for you on the ground if you ask. Clearance Delivery would be the place to do that. BTW CD might not even be open at the time...always...

I said pay rates, as in general. Not my pay. I don't instruct anymore. No need to take out your frustration with your dead-end job on me.

During Corona I told people the pilot shortage was never coming back. That taught me to never try to make any predictions.

I think Jason at 4G1 is still in business. No idea how far out he's booked or whether he does house calls, but it's only 17nm from YNG.

You will always be able to do that.

The new airplane shortage was true, but travel demand has been slowing anyway. A lot of airlines have recently delayed orders. Spirit is on the edge of going out of business, JetBlue just announced a huge swath of route eliminations, and the big 3 (or 4) are saying there is excess capacity and...

OP giving us too little to go on. Details are vague. We are literally guessing. Maybe try the magic 8 ball?

Since the weather was clear and a million, I don't think it's analogous to something that "could happen anywhere with a high mins CA."

If by "normally" you mean "usually" then yes. But "usually" doesn't mean "always". And they could be decryptable or crackable especially if they're not using industry best practices.

In 2,000 hours of GA flying I've never experienced such a "downdraft" that inhibited my takeoff and initial climb for a prolonged period of climb. I have been surprised by weight and DA though. I might suggest OP find a long runway, load the airplane to MTOW and test the takeoff performance.

I can't think of a way there would be a power loss without an RPM loss in a fixed pitch airplane. Maybe water in the pitot-static system?

He would have noticed the flaps at some point, if not during climb out, then surely during cruise or when he went to extend them for landing and they were already? How long have you had this plane?

I doubt he's flown one...I haven't either. His content is entertainment.

My understanding, not being a DPE, is that the ACS gives the evaluator discretion in that you don't necessarily fail unless you don't take "prompt corrective action when tolerances are exceeded" or if you "consistently exceed standards." I'm sure the failure rate on the average FAA practical...

How can you conclude I don't understand them when I never talked about them?

Who said anything about accelerated stalls? The voices in your head? I sure didn't.

You are beyond help.