If you tried that sort of standover tactic with me I would be inclined to walk away and let you find someone else to do the test. That is not to say that I would do anything that might upset you, but you would have already demonstrated an attitude and inflexible mindset which in my assessment would disqualify you from the privileges of the rating. Fortunately for both of us I am no longer involved in that area.
maui it was not a standover tactic but merely a setting of the maximum risk I was prepared to expose myself to in a training environment with a Instructor whom I did not know well or at all. If you weren't going to do anything dumb why would you be so upset? As to my suitability to excercise the priveledges of the rating?
I have > 3500 multi piston command, >3500 turbine command, 5000+ jet with 1500 odd command, have held every CASA C+T approval available for Corporate Jets + IFR initial/renewal approvals. C+Ting experience on Islanders, C402, C404, Aerostar, Queenair, Twin Otter and Falcons among others.
I would hate to think how many engines 'failures' I have given other people over the last 20 years or how many have been given to me. Everything from closing a thrust lever on a Falcon as the nosewheel left the ground (V1/Vr) with a young trainee FO on his first jet type rating (no sim available for the type) to failing pistons on the mixture at a few hundred AGL in PNG where we might be 5000 amsl in ISA+20 at a highland airfield or we might be over water just airborne from a coastal strip in an Islander, C402 or C404. Over the years I have done quite a few training full shut downs and feathered approaches and go arounds in things like Islanders because that was the company culture..including at places like Mt Hagen (5400' amsl/ISA+20)..and in my 'yoof' before I discovered my own mortality I made trainees do them too. I have had Training captains who knew me well and who I knew well fail engines on things like Barons etc at < 100 AGL with the gear on its way up and have happily flown away...at training weights.
And I have had a bunch of real engine failures both in piston twins and jets.
Not to brag but I think I am qualified to asses risk and set safety guidlines on assy training in GA aircraft...certainly when I am paying for it.
When I come back to Oz on holidays and renew my Oz MECIR just to keep it valid, and so I can fly my Bonanza IFR when required, I use people like Chesty (John Chesterfield) at YBCG. An absolute gentleman and with SOOO MUCH experienced that he doesn't question my attitude to what we are about to do....in fact he embraces it...that's called maturity and experience. I would not get in a piston twin with the average flying school ME instructor. I did once about 10 years ago...never again.
