To clarify a few things made while posting.

A)Erik I'm not talking IFR I'm talking pattern work VFR.

B)Tony It's plain to me that after seeing the quotes I knew exactly what I was talking about yet didn't manage to put that on paper. The rapid descent was prior to IAF. It was over lake amistad in VFR conditions with clouds on the other side. We descended at a rapid pace with throttles at flight idle, leveled out before the fix a mile or two as we were about to hit IMC(clouds off other side of lake), that was my call as I wanted to get stable before starting the approach. (had things gone wrong, "oldie" as we'll refer to him as would have initiated the missed approach. He wanted to let me learn. I leveled out at 4.5k instead of 3k then preceeded to bleed off the speed. Kept nose level while in flight idle to hit 210. Now I'm inside the IAF and hitting 176kts so gear down(this is still the normal spot to do so I'm just usually going 150ish), now we are slowing down and continue the approach as published. Flaps half over FAF, now at rougly 150kts, throttles still at flight idle, break out at 145kts and 800agl with 500ft to go till mins, runway in sight, flaps full(i usually have 30% in with flaps full but sitting at flight idle) still slowing down, hit 130kts crossing threshold, touchdown in the zone. From the descent starting out before the lake, throttles went to idle and were not touched. The approach was fast but stable and on the mark. I fly them carrying power to the runway because it's needed however this time we glided the whole way because it simply wasn't needed. Like I said in my first post. It was exciting to me because I hadn't experienced that before... but to those more experienced it's probably not a big deal. So when I say exciting or the runway was screaming up at me I mean it from I normally fly a 172 standpoint. Not mach .something. And when I state i felt it was beyond my ability at the time that was my ability. Not yours doing a 0/0 landing. Our reference points are most likely different. It was the unknown, which now I know, that had me on the edge of my seat. But like I said, for the "oldie" and someone like yourself you'd probably be sitting there like I do when I'm with a new student all over again watching him fly all over the place on final because I know he's at his limits but not mine as the instructor.

If your thoughts were we nosed over until we broke out at 800agl then flew to the IAF that's not what happened however i can see how that was assumed. I didn't go into detail on any of that prior because I didn't have any questions about the approach, it went just fine. My questions were on the clearance and how to use the 430/530 stack with it so I didn't really elaborate. Having been in the aircraft while it all went down things went smooth. Just fast. it was the reason I was put there by approach that i didn't understand.

As far as why I have faith in the man. Three tours in nam. C5s, 141s, 130s, DC-3 gunships, flew a C130 missing 27ft of wing(still doesn't know how they made it), then Gulfstreams, hawkers, citations, lears, westwinds, MU-2, Kingairs, and currently a Merlin IIIB with the boss eyeballing a citation II. There could be more but that's what I know about. He's trained many many people. I've never met a single person that's met him and not respected him for his abilities and knowledge. He's run the FBO and flow for the bigboss for years, flies the clerigy around, prettymuch done it all. Most improtantly he's still here to talk about it. So apparently I've got reason to listen to the guy. I understand completely where you're coming from but the judgement some are casting is based on a disagreement in the manner in which he felt I should learn something. Oh well on that part. Maybe some of you will meet him and enjoy it. Just because he has a lot of hours isn't why. I think my Baylor prof is brilliant but the crappiest teacher ever and wouldn't do something with him as far as I could toss him.