You're righ I probably missused the terms in the statement. Why do you consider it wrong to go below 800AGL in IMC? We were on the GPS approach. If there is confusion on this I'll restate but somewhere previously I stated we weren't doing those things during the approach. It was before the approach. We had to do a quick descent to get down to level out and bleed off speed. Over the IAF we were high. However I chose to level out to slow down more. Once at 210 I put down flaps and at 176kts put down gear then shortly after dumped in more flaps. During the descent we were not in actual. low level clounds as we approached the edge of the lake. We then went in completely level just fast. When I say coming in hot on the runway I don't mean 200kts. As I stated I setup the aircraft for everything in advance. My final is 30% on the torque at 135kts. However when coming in on short final at 150kts as I broke out with runway in sight we were at 20% on the torque. Coming in much faster but with less power and bleeding. Eventually we'd slow down but I underestimated when and as the fellow stated we landed just peftect.

The aircraft never exceeded any limits. Why would you say the aircraft is uncapable or unsafe in a steeper descent? Clear day with low cloud layer starting over the lake after the front that came through. We never went 800agl until we were on the GPS 13 and that was part of the approach. To say to never trust a man you've never met seems pretty harsh. What we did wasn't even close to the dangers of spinning an aircraft or doing stalls or short field landings ect. It was just a more powered back quicker descent. And we did not break any rules or laws. This post wasn't about what happened in that aspect in the aircraft. It was a training exercise. The concern was all the factors that led us to have to do those things.

Would you consider doing stalls or killing engines in flight dangerous and out of the capabilities of that aircraft? Boss hired the testpilot of it to give him his annual checkout for insurance and those are the exact things that were done in it. Just because it was beyond my abilities since I had never done it before says nothing about the abilities and experience of the man next to me. He's a very safe individual. Very professional and the most knowledgable aviator I've met. He gets the respect of many people that come in here. Just because we came in fast for me doesn't mean it was anything unusual for him. To ask me not to trust him yet trust a guy who's flying the regionals and I've never met is asking a whole lot. Once again. As some have skipped over it. While I was trying to figure out what to do he was in complete control. Just like a student learning in a 172 while under the hood I was learning something new in the Merlin. No big deal on that part. It was the clearance and way to meet that clearance I was confused with, he knew what to do, I walked in this morning to tell him I figured it out then he walked me through the process to do it on the 430 then xfer it into the 530 so i don't have to change everything up and lose the most useful screen at that point in time. keep my situational aweness up. he knew what was going on he wanted to see if I could figure out. So no tossing stones, you can't get any of your ratings without being put in unfamiliar situations while having someone in control next to you.

I didn't file it. I just flew it and tried to see if I was up to the task and was doing fine till I got tossed that curveball. Now I'll be looking for a new curveball.