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I can get you cases of expired sectionals and TACs. I can also get all of the IFR highs and lows. Let me know if your requests haven't been filled yet.

This is bad gouge. I think every sentence before the last two is false. Just to carry it into absurdity, you can do all 40 of your hours at night and have zero daytime flight hours. You're still 100% in compliance with Part 61.

That's just diabolical. There are pilots in my day job who fly with the HSI North Up. I want to choke slam them.

I read that in the publication. I can see not doing more than two commercials, and certainly not more than two initial CFIs, but I think a savvy DPE can get two Multi Add-ons done before breakfast.

Seems you could gross about 170ish if you do 2 a day for 4 days a week and 50 weeks a year. I have no qualms telling people they don't meet the standard. I do it every day. Not bad at all for a flying job, especially since you'll spend very minimal time away from home.

If we didn't combine requirements, nobody would ever make it to check ride in the commercial and instrument requirements.

OP didn't say anything about solo XCs. So you can definitely use a night XC to satisfy your night hours and your Dual XC hours. HOWEVER...You're missing out royally by not flying a local night ops flight. You're also missing out on daytime pilotage skill-building. I typically do one day XC...

I fly an M20E with 530, iPad and Stratus. I mount the iPad on THE OTHER yoke. That's a really good spot to look at iPad and the avi stack. It's not in the passengers way either. I've never even thought about squirting the gps from the tablet. That would be clutch when clearance delivery...

BTW, if anybody wants to come see a Harrier super up close at NQA let me know.

:mad:Zero. Had about 5 hours scheduled with students but had to cancel because I'm stuck with a sick airplane at NQA.

Yup. Judgment on what is a critical task vs a non critical task coupled with thinking two steps ahead is the toughest thing to teach. I can brief you a stall or a Vmc demo and then, if I did it right, you're going to go do it pretty close to ACS/PTS standard. With judgment and initiative, I...

So its not exactly something I thought I would ever get into, but is anybody here a DPE? I read about the prerequisites (flight hour and dual given requirements are actually quite high), and I can eventually make them. I'm just exploring right now, but it seems like being a DPE in a metro area...

This story was way better than I thought it would be. I watched a 150 literally drip fire a few weeks ago.

Something with retractable gear and an IFR GPS. Something that you would actually take into the clouds. I'm bothered to no end by people who will train in an IFR 172 yet not go into IMC with it. If you train at 80 knots you're going to have an 80 knot mind. Good luck in a 160 knot Mooney...

Zero points for landing short, though.

The practice area we use here is mostly forest with plowed fields all around. Every time we do simulated engine failures, I begin the recovery at 500'. We'll usually dip a bit below as we get it up to Vy. Sometimes I let it go until 300' if things are going really well. I second teaching...

Easiest rating evah. You're going to be standing around NOT getting your 15 PIC until the end of the month. If you're sharp you can nail it down in a weekend. What are you training in. Seminole/Duchess...noticeable but not scary or uncomfortable. Baron/310...get the nose and the wing down...

Knock yourself out.

No judgment. Knowledge is power. Your aircrew may be less forgiving, especially if they don't catch the NOTAM before they get there.

Based on this comment, I get the feeling that you don't know what a circling approach is either. Circling minimums are used when you wish to shoot the instrument approach to one runway, but then land on another. What I think you mean by 'circling approach' is a visual approach meaning you see...