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Assuming the sim replicates the aircraft faithfully, use the sim to develop the routine and procedures for a specific task, then go fly that task in the aircraft. Do not be concerned about the actual amount of time spent in the sim (log it all, of course, providing your CFII is there) because...

https://www.boldmethod.com/learn-to-fly/navigation/what-is-the-difference-between-lpv-and-lnav-vnav-gps-approaches/

No. It gives you a calculated glide PATH. A glide slope is associated with the ILS precision approach and is transmitted from ground-based equipment installed on the field and monitored for accuracy. An LPV, although similar in structure, does NOT meet the definition of a precision approach...

Is Garmin hiring out-of-work former BMW Motorcycle dealer service managers? Pretty sure their entire training program is devoted to being able to say, "I have never seen that before!" with a straight face...

The table for "Addition of an Airplane Multiengine Land Rating to an existing Commercial Pilot Certificate" in the Commercial ACS would be a good place to start...

Only if you have a GPS that includes a NAV radio capable of receiving the ground-based signal from the glideslope transmitter (like a 430/530). The calculated glide path that a GPS generates internally is not an ILS glideslope and cannot be used in lieu of an actual transmitted glideslope.

Wow... The amount of assumption and projection in that one paragraph is simply amazing. The ego icing on top, however is priceless.

A GPS does NOT replace the glideslope on an ILS.

...and we find ourselves back at the "operational need to conduct the maneuver" mentioned earlier. Arriving at an occupied pattern over an untowered airfield "in formation" is more of a PPP event than an operational need and certainly not sensible.

I have not dug up an RV POH so I have to ask... Is there something in the RV POH that makes the RV have an "operational need to conduct the maneuver"? Cannot imagine an RV being unable to make a normal approach.

A bit of an amusing name for the unwashed, but a serious organization nonetheless. The entry-level rides to be able to join are 1000 miles in 24 hours or 1500 miles in 36 hours (the latter being the easier, in my opinion) and it just gets crazier from there. Toss in the sport of endurance...

I am the one saying it is a strange place for a crash. How can an airplane crash at 4000' AGL? Ironic twist: Three of the causes identified in this crash were, 1) A disabled TAWS, 2) An approach plate with an MSA listed 500' below the level of the terrain, and 3) an inaccurate terrain...

You wanna talk about wasting oil? What about all the extra oil laying in the bottom of the engine? Every time I look there's like six quarts just sitting there doing nothing! It is all just a hoax created by the engine builders and oil producers designed to make you use more oil than you...

For some reason the video is not playing for me... If it is not playing for you, here's the transcript: "A search and rescue team takes a KNKT investigator to the crash site. At over four-thousand feet above ground level, there are no roads, runways, or clearings." Mighty odd place to put...

I'll take 'Most Predictable Conversations' for $400, Alex.

I wonder how many narrators actually read in advance the stuff they spew... At least he has not used the "100 times smaller/closer/slower" method of mathematical comparison yet...

I have seen UND "pilots" do their runup on the ramp blowing ramp crap all over an entire line of parked aircraft. Apparently not something taught much anymore...

61.133(b) Limitations. A person who applies for a commercial pilot certificate with an airplane category or powered-lift category rating and does not hold an instrument rating in the same category and class will be issued a commercial pilot certificate that contains the limitation, “The carriage...

That said, valid question when in the correct place. :D