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Old school always taught a variety of ways to check this stuff. Lots of memories here. One thing- I see a lot on these boards is the statement that one would not switch to a LOC after the FAF, they would go missed and start over. Old school mindset was (is) to start with the LOC (the reason...

I just love this stuff :D Never ceases ....

The solo student is a much safer risk than an unknown pilot. Insurance statistics bear this out. Students are supervised, familiar with local area, and known by the renting agency. Most ( operative word is MOST ) certificate pilots would be proficient and capable of jumping.into most any...

All very good control maneuvers, but still cannot produce the level of accurate instinctive control touch and responses required to stay on centerline. Obscure?

Well, I won't go that far, but I will say you can learn a whole lot about rudder, aileron, & elevator control during the takeoff and landing roll by taking a Cessna 152 down the runway like this: Find a sleepy little airport with no traffic. Keeping the airplane precisely over centerline, ease...

I know no one will want to hear this, but I'll stick my 2¢ in here anyway. Insurance, and lack of trust and confidence in the pilot certificate is the reason every renter has to confirm the pilot's proficiency. After 50+ years flight instructing with certificated pilots, I would never trust my...

Then why do you want to get it?

These are all good strategies for learning situational awareness. Not even considering hobbs saving time, learning the preparation is priceless. Every teeny bit of gas, or engine wear I don't have to do gets me just a few feet closer to my destination airport.

Repetition is only effective if the recipient is willing to receive.

Only the one 300nm x/c is required to be solo. Sort of a proving demonstration, which is really the sole justification for solo. But you have a point with passengers. There should be a requirement for passenger flights with attempts at overloading, whining about the delays, wx, etc. Which is...

Yes, they have; at the Private Pilot skill, knowledge, & experience level. But I understand your frustration. The problem is that most pilots, students, instructors, AND DPEs, treat the x/c like another $100 hamburger flight. An ethical student, instructor, school, and DPE, will create x/c...

Well yeah, if your instructor is just rotely repeating the referenced material, but he/ she should be, first checking that you have read and can apply the info, then personalizing the generic info to your individual airplane, airport, training environment, personal rate of learning, etc., etc...

Question for you. If you were facing serious heart surgery, would you be comfortable with a surgeon who has never made the cut with his own hands with no help from others?

Are you?,,,is that a "justification" to you for staying at a hard IFR altitude? First, it may not be available, but mainly, when those building Cumulus start eating into your smooth ride, vfr-on-top, you simply climb to a better altitude. on your own.

Mainly, I see it as an opportunity to stay at an altitude that will allow you and/ or your passengers to look outside. Gets terribly boring looking into white cotton. Easier to avoid the 4-5000 tops of building Cumulus, too. But your still IFR. If you can't stay a good vfr, then you just have...

So, I did an ATP type rating in a DC-3 many years ago. At the time, I was flying (teaching) in Army Barons (B-55) after a couple years teaching in the back seat of the Army Birdog Cessna L-19. On my first take-off in the -3, the instructor said "turn right to heading xyz". My fingers wrist...

Gee-jus! Almost as pointless as this thread. Why do I keep looking?

The OP specifically asked for training tips to reduce DC-3 time. Actually, these basics do. Actually, there are "negative transfer" issues regarding little light airplanes you fly with your fingers and wrists and ankles and toes, when the -3 takes biceps and thighs. A whole new set of...

Proper fuel/ air mixture is dependent on air temperature and density altitude. The mechanic sets the full rich position based on an average setting for season and location. This setting will be too rich on hotter days or at higher altitudes. When the POH says lean above 3000', that means...

Maybe. Mine didn't. Find out before you go.