Yes.

Not necessarily. The PAPI/VASI & 1,000' markers are part of the Instrument Approach. In that case, or at an unfamiliar airport, I would say yes. But generally, to make it to one of the first available taxi turnoffs, I aim for the numbers.

Come back Garry Wing!

It's both --- a breath mint and a candy mint; just like Certs. (google it if you're too young)

Huh? You're confusing SLIP with SKID; totally different.

what do you fly?

Ha; that's a good one. Did you also have to demonstrate "Straight & Neutral" flight... the FAA's AFH actually talks about leveling the wings when rolling out of a turn (page 3-16). We had one DPE that would go on a 5-minute tirade if an applicant showed up with a pen that had a removable cap (instead of a click pen)... "It will fall off in the cockpit and distract you... could get stuck in a flight control... fall out of the airplane and create FOD...", etc. You sometimes just have to play along; you're living in their world for a few hours... get your license or rating, then adios!

Vfe in a C182 is 140 KIAS... so..... I don't think so.

Aahhh - good question. All airplanes operate the same (from Piper Cubs to Airbus 380's). The wing lifting force opposes the weight and the thrust opposes the drag and creates speed, all the way down to minimum speed. I think you noticed he was pitching to airspeed. This is very common. Why? Appears the majority of pilots and instructors are confused by what the FAA describes as the regions of command (normal vs reversed). They think that thrust controls altitude in the reversed region of command (airspeed below best glide). What really changes is the drag. From cruise to best glide, drag decreases. From best glide to minimum speed, drag increases (i.e. it reverses upward while speed continues to decrease). This is all explained on page 11-11 in the Pilot's Handbook of Aeronautical Knowledge (link below) with a good diagram Fig 11-14 to make it easy to visualize. You can easily prove this to yourself - for ex: in a Skyhawk, fly at 85, 75, 65, 55, and 45 no flaps. Jot down the rpm needed to stay at each speed. When I did that, the variations in power followed the diagram exactly. Otherwise, if you think pitch and power are what reverse (unfortunately a common misconception), you are attempting to use power to control altitude. Just how is that going to happen when the maximum thrust power force is somewhere in the neighborhood of 25% of the weight. This can obviously be a very dangerous misconception. With all of that said, on approaches, pitch and power have to be well coordinated. For one example, if you get low, more upward force is needed from the lift vector. BUT in most cases at that point, you don't want to lose airspeed. So the FAA's recommendation is put this way: "power should be applied immediately to maintain the airspeed while the pitch attitude is raised to increase lift and stop the descent" (Airplane Flying Handbook chap 9). That makes it pretty clear what the forces created by the airplane are really doing. (www.faa.gov/sites/faa.gov/files/13_phak_ch11.pdf).

In the case of a Go Around, Rod Machado says you can move your right hand from the yoke to the throttle in about 1-second. Try this, and see if you don't agree. If you've lost faith/trust in what your instructor is telling you, it may be time to find another instructor. It's like paying a lawyer for advice, but then not trusting what he/she says; a waste of (your) time and money.

@@GarryWing I agree but 1 second even seems long. It is more in the range of .2 seconds. Apparently, it is SOP for every instructor at the school I attend.