Crab. Nobody I know ticks boxes on the North Sea. In fact advocating a proper brief is completely different from the tick box rubbish that inexperienced civil pilots ( which is what you are) bleat on about.
I cannot really be bothered to waste anymore time trying to get you to drop that ridiculous gung-ho egotistical approach you have that seems to allow you to pretend you just throw what you like at your student, when you like, bugger the brief he should be man enough to cope cos he's got 500 hours.
It's a flipping joke and you know it. No instructor worth his pay:
1. Flys a practise critical failure in a real aircraft without briefing, both for training and testing.
2. Introduces a malfunction in a real aircraft without Clearly stating "For exercise, practice xx" to clearly distinguish between a practise and a real emergency. That by regulation MUST be briefed and in UK YOU WILL FAIL an Instructor and Examiner Assessment of Competence if you fail to give this brief both on the ground AND in the air.
In this context the utter rubbish you spout about how you ignore these basic rules and principles just makes me laugh knowing that YOU never behave like this during your own Instructor assessments.
I guess you do not have any civil Instructor Training or Examining ratings because if you did you would know that these things we spout on about are basic and fundamental. If you do you cannot behave the way you advocate on your own AoC because you would be failed by your Examiner especially for wilful disregard of the essential safety brief.
Too many accidents have occurred in training caused by exactly what you are advocating. Poor or inadequate brief, changing the scope of the flight once in the air, getting an unexpected response from a student to an unbriefed critical manoeuvre.
At my age and experience, which is reasonably extensive and diverse, I do not even introduce the auto exercise in flight without immediately beforehand asking the student to recall the brief he received and verbalise the essential actions-on and recovery altitudes. This mostly to prevent an expensive Nr exceedance which is more and more possible in modern rotor helicopters.
No doubt we will be treated to some more of your of the cuff training portfolio.
Last edited by DOUBLE BOGEY; 22nd January 2017 at 23:06.